Engine

Abstract

The utility model relates to the technical field of power systems, in particular to an engine. The engine (100) comprises a shell assembly (10), a crank connecting rod mechanism (50), an air distribution mechanism (40), a speed change mechanism (60), a first cylinder body (74), a second cylinder body (75) and a starting motor (80). The shell assembly (10) comprises a crank case (14), at least part of the crank connecting rod mechanism (50) is installed on the crank case (14), and the air distribution mechanism (40) and the speed change mechanism (60) are both connected with the crank connecting rod mechanism (50). The first cylinder body (74) is arranged in the first direction, the second cylinder body (75) is arranged in the second direction, the first direction and the second direction intersect in an inclined mode and form a preset included angle, and at least part of the starting motor (80) is arranged in the range of the included angle formed by the first direction and the second direction.

Description

Technical Field

[0001] This application relates to the field of power system technology, and in particular to an engine. Background Technology

[0002] An engine is a machine that converts other forms of energy into mechanical energy, providing the power needed for a vehicle to operate. Engines can be divided into single-cylinder engines and multi-cylinder engines, with multi-cylinder engines including two-cylinder, three-cylinder, four-cylinder, and so on.

[0003] In related or traditional technologies, multi-cylinder engines include a starter motor, which drives the engine. The starter motor is mounted at the front of the multi-cylinder engine and connected to the crankshaft. This makes maintenance and disassembly of the starter motor very inconvenient, and the installation position of the starter motor results in the engine occupying too much space. Utility Model Content

[0004] According to various embodiments of this application, an engine is provided that solves at least one or more problems.

[0005] In one embodiment, this application provides an engine, comprising: a housing assembly including a crankcase; a crank-connecting rod mechanism at least partially mounted in the crankcase; a valve train mechanism at least partially located within the crankcase and connected to the crank-connecting rod mechanism; a transmission mechanism at least partially located within the crankcase and connected to the crank-connecting rod mechanism; the transmission mechanism including a shift drum assembly, a shift fork assembly, a shift gear set, and a shift gear set, the shift fork assembly being connected to the shift drum assembly and the shift gear set respectively, and the shift gear set being located at the end of the shift drum assembly; the engine further comprises: a first cylinder block disposed along a first direction; a second cylinder block, the first cylinder block being disposed along a first direction; and a second cylinder block being disposed along a first direction. The two cylinder blocks are arranged along a second direction, and the first direction and the second direction intersect at an angle to form a preset angle; the starter motor is at least partially located within the angle range formed by the first direction and the second direction; the shift gear set includes: a shift drive gear unit, which is at least partially connected to the crankcase; and a shift driven gear unit, which is located at one end of the transmission drum assembly, connected to the transmission drum assembly and capable of driving the transmission drum assembly to rotate, and the shift driven gear unit is at least partially meshed with the shift drive gear unit so that the shift drive gear unit can drive the shift driven gear unit to rotate.

[0006] In another embodiment, this application provides an engine, comprising: a housing assembly including a crankcase; a crank-connecting rod mechanism at least partially mounted in the crankcase; a valve train mechanism at least partially located within the crankcase and connected to the crank-connecting rod mechanism; a transmission mechanism at least partially located within the crankcase and connected to the crank-connecting rod mechanism; the engine further comprising: a first cylinder block disposed along a first direction; a second cylinder block disposed along a second direction, the first direction and the second direction intersecting at an angle to form a preset angle; and a starter motor at least partially disposed within the angle range formed by the first direction and the second direction.

[0007] Details of one or more embodiments of this application are set forth in the following drawings and description. Other features, objects, and advantages of this application will become apparent from the specification, drawings, and claims. Attached Figure Description

[0008] To better describe and illustrate embodiments and / or examples of the inventions disclosed herein, reference may be made to one or more accompanying drawings. Additional details or examples used to describe the drawings should not be considered as limiting the scope of any of the disclosed inventions, the currently described embodiments and / or examples, or the best mode of these inventions as currently understood.

[0009] Figure 1 This is a schematic diagram of the structure of an engine according to one or more embodiments.

[0010] Figure 2 This is a structural schematic diagram of the oil passage routing within an engine according to one or more embodiments.

[0011] Figure 3 This is a structural schematic diagram of the first housing according to one or more embodiments, viewed from right to left.

[0012] Figure 4 This is a structural schematic diagram of the first housing according to one or more embodiments, viewed from right to left.

[0013] Figure 5 This is a schematic diagram of an engine component structure according to one or more embodiments.

[0014] Figure 6 This is a structural schematic diagram of an engine according to one or more embodiments, viewed from left to right.

[0015] Figure 7 This is a partial structural diagram of the first housing from left to right according to one or more embodiments.

[0016] Figure 8 This is a structural schematic diagram of the second housing according to one or more embodiments, viewed from back to front.

[0017] Figure 9 This is a structural schematic diagram of the second housing according to one or more embodiments, viewed from left to right.

[0018] Figure 10 This is a structural schematic diagram of the second housing according to one or more embodiments, viewed from right to left.

[0019] Figure 11 This is a schematic diagram of an engine component structure according to one or more embodiments.

[0020] Figure 12 for Figure 11 Sectional view at point GG.

[0021] Figure 13 for Figure 11 A schematic diagram of the middle part of the structure.

[0022] Figure 14 This is a schematic diagram of an engine component structure according to one or more embodiments.

[0023] Figure 15 for Figure 14 Sectional view at point PP.

[0024] Figure 16 This is a structural schematic diagram of a crankshaft flywheel structure according to one or more embodiments.

[0025] Figure 17 This is a partial structural schematic diagram of the crankshaft flywheel structure, transmission tooling, and magneto assembly according to one or more embodiments.

[0026] Figure 18 This is a cross-sectional view of a crankshaft flywheel structure, transmission tooling, and magneto assembly according to one or more embodiments.

[0027] Figure 19 for Figure 18 A magnified view of the middle V section.

[0028] Figure 20 This is a structural schematic diagram of a crankshaft flywheel structure according to one or more embodiments.

[0029] Figure 21 This is a schematic diagram of a speed-changing mechanism according to one or more embodiments.

[0030] Figure 22 An exploded view of the gear shift drum assembly, positioning star wheel, and parking cam according to one or more embodiments.

[0031] Figure 23 This is an exploded view of a rocker arm unit according to one or more embodiments.

[0032] Figure 24 An exploded view of a shift drive gear unit according to one or more embodiments.

[0033] Figure 25 An exploded view of a shift driven gear unit according to one or more embodiments.

[0034] Figure 26 An exploded view of a shift fork assembly according to one or more embodiments.

[0035] Figure 27 This is an exploded view of a driven gear unit according to one or more embodiments.

[0036] Figure 28 This is an exploded view of an active bevel gear unit according to one or more embodiments.

[0037] Figure 29 An exploded view of a driven bevel gear unit according to one or more embodiments.

[0038] Figure 30 This is a schematic diagram of a speed-changing mechanism according to one or more embodiments.

[0039] Figure 31 This is an exploded view of a driven gear unit according to one or more embodiments.

[0040] Figure 32 An exploded view of the gear shift drum assembly, the positioning star wheel, and the parking cam according to one or more embodiments.

[0041] Figure 33 An exploded view of a shift fork assembly according to one or more embodiments.

[0042] Figure 34 This is a schematic diagram of a speed-changing mechanism according to one or more embodiments.

[0043] Figure 35 This is an exploded view of a driven gear unit according to one or more embodiments.

[0044] Figure 36 An exploded view of the gear shift drum assembly, positioning star wheel, parking cam, shift driven gear, first elastic element, bearing, and locking element according to one or more embodiments.

[0045] Figure 37 An exploded view of a shift fork assembly according to one or more embodiments.

[0046] Figure 38 This is a schematic diagram of the structure of an engine according to one or more embodiments.

[0047] Figure 39This is an exploded view of a crankcase, suspension bracket, and transmission housing according to one or more embodiments.

[0048] Figure 40 This is a partial structural schematic diagram of a suspension bracket according to one or more embodiments.

[0049] Figure 41 This is a schematic diagram of the structure of an engine according to one or more embodiments.

[0050] Figure 42 for Figure 41 A cross-sectional view at point QQ.

[0051] Figure 43 This is a partial structural schematic diagram of the valve train and cylinder block according to one or more embodiments.

[0052] Figure 44 This is a partial structural schematic diagram of the valve train and cylinder block according to one or more embodiments.

[0053] Figure 45 for Figure 44 A sectional view.

[0054] Figure 46 This is a schematic diagram of the structure of a tensioner according to one or more embodiments.

[0055] Figure 47 for Figure 46 A sectional view. Detailed Implementation

[0056] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0057] It should be noted that when a component is referred to as being "fixed to" or "set on" another component, it can be directly on the other component or there may be an intermediate component. When a component is considered to be "connected to" another component, it can be directly connected to the other component or there may be an intermediate component present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application's specification are for illustrative purposes only and do not represent the only possible implementation.

[0058] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0059] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature and the second feature are in indirect contact through an intermediate medium. Furthermore, "above," "over," and "on top" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0060] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The term "and / or" as used in this application includes any and all combinations of one or more of the associated listed items.

[0061] To clearly illustrate the structure of engine 100, this application... Figure 1 The front end, rear end, upper end, lower end, left side, and right side of engine 100 are defined. Engine 100 is a device that provides power to the vehicle, converting other forms of energy into mechanical energy to ensure stable vehicle operation.

[0062] Please see Figure 1 The engine 100 includes a housing assembly 10, which includes a cylinder head 12, a cylinder block 13, a crankcase 14, and an oil pan 15. The cylinder head 11 covers and connects to the cylinder head 12, covering and sealing it to retain lubricating oil inside the engine 100 while preventing dirt and moisture from entering. The end of the cylinder head 12 away from the cylinder head 11 connects to the cylinder block 13. This connection seals the gas and creates a combustion space to withstand high-temperature, high-pressure combustion gases. The end of the cylinder block 13 away from the cylinder head 12 connects to the crankcase 14. The oil pan 15 is located at and connected to the crankcase 14 at the end of the crankcase 14 away from the cylinder block 13. The oil pan 15 seals the crankcase 14 to prevent impurities from entering and to collect and store lubricating oil.

[0063] Please see Figures 1 to 3 The engine 100 also includes a lubrication system 20, which is at least partially located within the housing assembly 10. The lubrication system 20 includes an oil pump 21, which is at least partially mounted within the crankcase 14. Oil from the oil pan 15 can enter the oil pump 21 and be delivered by the oil pump 21 to the various components requiring lubrication.

[0064] The crankcase 14 includes an oil pump chamber 146, and the oil pump 21 is installed in the oil pump chamber 146.

[0065] Please see Figure 3 The engine 100 also includes an oil suction port 151, which is located on the bottom wall of the oil pan 15. The oil pump 21 can pump oil into the oil pan through the oil suction port 151. This embodiment simplifies the structure of the engine 100 by directly creating the oil suction port 151 on the bottom wall of the oil pan 15, facilitates oil pumping by the oil pump 21, and saves space occupied by the engine 100.

[0066] Specifically, the oil suction port 151 is located at the lowest point of the oil pan 15 along the vertical direction. It should be noted that the vertical direction refers to... Figure 1 The engine 100 is shown in the vertical direction. The position of this lowest point ensures that the oil level covers the oil suction port 151 regardless of the vehicle's condition, such as going uphill or downhill, or tilting left or right, thus facilitating the oil pump 21 to pump oil.

[0067] Please see Figure 3 and Figure 4 The crankcase 14 and the oil pan 15 are integrally formed. Integrating the oil pan 15 into the crankcase 14 makes the entire engine 100 structure more compact, further saving space occupied by the engine 100. In this embodiment, the oil pan 15 and the crankcase 14 are set as an integral structure, which not only saves space occupied by the engine 100, but also reduces the assembly steps of the engine 100, saving time, as there is no need to connect the oil pan 15 to the crankcase 14 separately.

[0068] It should be noted that, since the crankcase 14 and the oil pan 15 are designed as an integral structure in this embodiment, the overall structure of the crankcase 14 and the oil pan 15 after integral molding will be described in detail below using the crankcase 14 as the basis, and will no longer be described separately as crankcase 14 and oil pan 15.

[0069] Please see Figures 3 to 5The crankcase 14 includes a first housing 141 and a second housing 142. The second housing 142 covers one side of the first housing 141 and is connected to the first housing 141. The oil pump 21 is at least partially mounted on the first housing 141, and the oil suction port 151 is located at the lowest point of the bottom wall of the first housing 141. It should be noted that the bottom wall of the first housing 141 is located at the lowest point of the first housing 141.

[0070] Please see Figure 4 and Figure 7 The oil pump 21 includes an oil pump rotor chamber 211.

[0071] The diameter of the oil pump rotor chamber 211 is D, and the vertical distance from the center of the oil pump 21 to the oil suction port 151 is H.

[0072] In this embodiment, the diameter D of the oil pump rotor chamber 211 is set to be greater than or equal to 20 mm and less than or equal to 70 mm. For example, D is 30 mm, 40 mm, 50 mm, or 60 mm. The vertical distance H from the center of the oil pump 21 to the oil suction port 151 is greater than or equal to 45 mm and less than or equal to 80 mm. For example, H is 50 mm, 60 mm, or 70 mm. Thus, the distance between the oil pump 21 and the oil suction port 151 is relatively short, which is beneficial for oil pumping.

[0073] The ratio of D to H is greater than or equal to 0.45 and less than or equal to 0.85. This close proximity between the oil pump 21 and the oil inlet 151 not only makes the engine 100 more compact and saves space, but also meets the pumping requirements of the oil pump 21, facilitating its pumping operation. While achieving certain performance requirements, the oil pump 21 reduces its space requirements within the engine 100, significantly lowering costs.

[0074] In one embodiment, the ratio of D to H is greater than or equal to 0.5 and less than or equal to 0.75.

[0075] In one embodiment, the ratio of D to H is greater than or equal to 0.55 and less than or equal to 0.7.

[0076] The above settings allow for a more compact internal structure of the engine 100, saving space and facilitating oil pumping by the oil pump 21.

[0077] Please see Figure 2The lubrication system 20 also includes an oil strainer 22, which is installed on the bottom wall of the first housing 141 and connected to the first housing 141. The oil strainer 22 can prevent large particles of impurities from entering the oil pump 21. In this way, the oil pan 15 and the oil strainer 22 are both integrated on the crankcase 14, resulting in a high degree of integration and a compact overall structure of the engine 100, which can save space occupied by the engine 100 and reduce costs.

[0078] Specifically, the oil strainer 22 is installed at the oil inlet 151. When the oil pump 21 draws oil, the oil first enters the oil strainer 22, which filters the oil, removing impurities. This prevents impurities from being carried onto the friction surfaces of moving parts, accelerating wear and reducing the service life of the engine 100.

[0079] Please see Figure 2 and Figure 4 The crankcase 14 includes an oil reservoir 144, located between the oil pump 21 and the oil inlet 151; the oil reservoir 144 is connected to both the oil pump 21 and the oil inlet 151. Engine oil can enter the oil reservoir 144 through the oil inlet 151, and then enter the oil pump 21 through the oil reservoir 144. The oil reservoir 144 ensures that when the oil pump 21 draws oil, the oil first fills the oil reservoir 144, storing the oil. This ensures that the oil remains in the oil reservoir 144 under any vehicle conditions, such as when tilting left or right, preventing it from flowing out and ensuring that the oil pump 21 can always draw oil, thus avoiding the situation where the oil is drawn dry due to poor oil return when the vehicle is turning. Furthermore, the oil reservoir 144 saves oil and facilitates oil drawing by the oil pump 21. Specifically, the oil pan 15 includes the oil reservoir 144.

[0080] Please see Figure 2 The engine 100 also includes a pressure relief valve 16, which is at least partially connected to the oil pump 21. When the oil pressure is too high, the pressure relief valve 16 can allow some oil to flow directly back to the oil reservoir 144, thus preventing the oil pump 21 and other components from being damaged by excessive oil pressure.

[0081] Please see Figures 3 to 5 The engine 100 also includes a baffle unit 145, which is located inside the crankcase 14 and between the oil pump 21 and the oil suction port 151, and is connected to the crankcase 14; the baffle unit 145 and the crankcase 14 form an oil reservoir 144. This simplifies the design of the oil reservoir 144. Specifically, a receiving chamber 143 is formed between the first housing 141 and the second housing 142, and the baffle unit 145 is located within the receiving chamber 143 and is connected to both the first housing 141 and the second housing 142.

[0082] The partition unit 145 includes multiple partitions 1451, which are connected in sequence to form an oil storage chamber 144. When the vehicle is tilted to the left or right, the oil can be blocked by the partitions 1451, ensuring that the oil is in the oil storage chamber 144, meeting the oil suction needs of the oil pump 21, and saving oil.

[0083] Please continue reading. Figure 3 and Figure 4 The partition unit 145 includes a first partition 1452 and a second partition 1454. The first partition 1452 is connected to the crankcase 14, and the second partition 1454 is located on the side of the first partition 1452 near the oil suction port 151 and is connected to the first partition 1452. The first partition 1452 and the second partition 1454 surround each other to form an oil storage chamber 144. The first partition 1452 has a through hole 1453, which communicates with the oil storage chamber 144 and the oil pump 21. Oil can enter the oil storage chamber 144 from the oil suction port 151 and then enter the oil pump 21 from the oil storage chamber 144 through the through hole 1453.

[0084] In one embodiment, the first partition 1452 is substantially U-shaped, and the second partition 1454 is substantially L-shaped. This results in the oil storage chamber 144 formed by the first partition 1452 and the second partition 1454 having a substantially rectangular cross-section. This allows the engine oil to be evenly distributed within the oil storage chamber 144, facilitating oil pump 21 suction. Of course, in other embodiments, the first partition 1452 and the second partition 1454 can also have other shapes, and the oil storage chamber 144 can also have other shapes, as long as the same effect is achieved. In some embodiments, the number of partitions 1451 can also be set according to actual needs, as long as they can form a chamber for storing engine oil.

[0085] In one embodiment, the diaphragm unit 145 is integrally formed with the crankcase 14. This results in a high structural strength and ease of manufacturing of the overall structure formed by the diaphragm unit 145 and the crankcase 14. Furthermore, it reduces the number of assembly steps for the engine 100, eliminating the need to separately install the diaphragm unit 145 within the crankcase 14, thus saving time, effort, and reducing costs. Of course, in other embodiments, the diaphragm unit 145 can also be configured as a separate structure with the crankcase 14.

[0086] Please see Figure 6 The lubrication system 20 also includes an oil filter 23, and the engine 100 also includes a cooling system 30, which is at least partially located within the housing assembly 10. The cooling system 30 includes a water pump 31 and an oil cooler 32, which are at least partially connected to the crankcase 14.

[0087] Please see Figure 2 and Figure 6In this application, the oil cooler 32 is located at the oil outlet of the oil filter 23 and is connected to the oil filter 23. That is, the oil cooler 32 is located after the oil filter 23. The oil from the oil pump 21 first enters the oil filter 23 for filtration, then enters the oil cooler 32 from the oil filter 23 for cooling, and then flows into the engine's main oil passage 17 to various components requiring lubrication and cooling. This process of filtering and then cooling the oil prevents the oil cooler 32 from becoming clogged due to excessive impurities, and also improves the oil cooling effect.

[0088] Specifically, please refer to Figure 5 and Figure 6 The oil filter 23 is at least partially mounted on the first housing 141, and the oil filter 23 is located on one side of the first housing 141. The oil cooler 32 is at least partially mounted on the second housing 142, and the oil cooler 32 is located on one side of the second housing 142. The oil filter 23 and the oil cooler 32 are located on the same side of the crankcase 14.

[0089] Please see Figure 4 and Figure 8 The oil filter 23 includes a first oil outlet 231 and a first oil inlet 232, and the oil cooler 32 includes a second oil inlet 323 and a second oil outlet 324. The first oil outlet 231 of the oil filter 23 is connected to the second oil inlet 323 of the oil cooler 32. Engine oil enters the oil filter 23 through the first oil inlet 232 for filtration. The filtered oil flows out through the first oil outlet 231 and then enters the oil cooler 32 through the second oil inlet 323 for cooling. The cooled oil flows into the engine main oil passage 17 through the second oil outlet 324.

[0090] In this application, please refer to Figures 3 to 10 The oil cooler 32 includes a water passage 24 and an oil passage 33, both of which are located inside the crankcase 14. The coolant from the water pump 31 enters the oil cooler 32 through the water passage 24 and then flows out of the oil cooler 32 into the engine water jacket 18. The oil from the oil pump 21 enters the oil cooler 32 through the oil passage 33 and then flows out of the oil cooler 32 into the engine main oil passage 17.

[0091] The water passage 24 and oil passage 33 of the oil cooler 32 of this application are both located inside the engine 100. By adopting built-in channels, the external piping of the engine 100 can be reduced, which greatly saves the space occupied by the engine 100 and reduces the overall cost.

[0092] Please see Figure 3 and Figure 9The oil passage 33 includes a first oil passage 331, which is located within the accommodating chamber 143. The first oil passage 331 is situated between the oil filter 23 and the oil pump 21. One end of the first oil passage 331 is connected to the first oil inlet 232 of the oil filter 23, and the other end is connected to the oil pump 21. Engine oil can enter the first oil passage 331 from the oil pump 21, then enter the oil filter 23 via the first oil passage 331, and finally enter the oil cooler 32 from the first oil outlet 231 of the oil filter 23.

[0093] Please see Figure 10 The oil passage 33 also includes a second oil passage 332, which is located on the side of the second housing 142 away from the first housing 141. The second oil passage 332 is situated between the oil cooler 32 and the engine main oil passage 17. One end of the second oil passage 332 connects to the second oil outlet 324 of the oil cooler 32, and the other end connects to the engine main oil passage 17. Engine oil can enter the second oil passage 332 from the second oil outlet 324 of the oil cooler 32, and then enter the engine main oil passage 17 from the second oil passage 332.

[0094] The oil cooler 32 also includes an oil outlet 333, which is located between the second oil outlet 324 and the second oil passage 332, and is connected to both the second oil outlet 324 and the second oil passage 332. Engine oil can enter the oil outlet 333 from the second oil outlet 324 of the oil cooler 32, then enter the second oil passage 332 through the oil outlet 333, and finally enter the engine main oil passage 17 from the second oil passage 332.

[0095] By providing a first oil passage 331 and a second oil passage 332 within the crankcase 14, engine oil can sequentially pass through the oil pump 21, oil filter 23, and oil cooler 32 before entering the main oil passage. This reduces the number of external pipelines in the engine 100, significantly saving space occupied by the engine 100 and lowering the overall cost.

[0096] Please see Figure 3 , Figure 4 and Figure 9 The engine 100 also includes a first baffle unit 34, which is located within the accommodating chamber 143 and is connected to both the first housing 141 and the second housing 142. The first baffle unit 34, together with the first housing 141 and the second housing 142, forms a first oil passage 331. This simplifies the formation of the first oil passage 331.

[0097] Please see Figure 12 , Figure 14 and Figure 15The first baffle unit 34 is basically arc-shaped. The engine 100 also includes a magneto assembly 70 and a crankshaft connecting rod mechanism 50, with the crankshaft connecting rod mechanism 50 at least partially installed inside the crankcase 14. The crankshaft connecting rod mechanism 50 includes a crankshaft flywheel structure 51, and the magneto assembly 70 is sleeved on and connected to the crankshaft flywheel structure 51. The basically arc-shaped arrangement of the first baffle unit 34 can ensure oil flow while avoiding the installation of components such as the magneto assembly 70 inside the engine 100, thus preventing interference between the first baffle unit 34 and components such as the magneto assembly 70 inside the engine 100. Furthermore, the structure of the first baffle unit 34 is simple and easy to manufacture. Of course, in other embodiments, the first baffle unit 34 can also be set into other shapes according to actual needs, as long as the same effect is achieved.

[0098] Please see Figure 10 The engine 100 also includes a second baffle unit 35, which is located on and connected to the second housing 142, and is situated between the oil cooler 32 and the engine main oil passage 17. The second baffle unit 35 and the second housing 142 together form a second oil passage 332. This simplifies the design of the second oil passage 332.

[0099] The second baffle unit 35 is basically arranged in a straight line. This allows for sufficient oil flow while minimizing the length of the flow path, ensuring the oil temperature remains unaffected. Furthermore, it reduces the amount of material used in processing; the second baffle unit 35 has a simple structure and is easy to manufacture. Of course, in other embodiments, the second baffle unit 35 can be configured in other shapes according to actual needs, as long as the same effect is achieved.

[0100] In one embodiment, the first baffle unit 34 and the second baffle unit 35 are integrally formed with the crankcase 14. This results in a high structural strength and ease of manufacturing of the overall structure formed by the first baffle unit 34, the second baffle unit 35, and the crankcase 14. Furthermore, it reduces the number of assembly steps for the engine 100, eliminating the need to separately install the first baffle unit 34 and the second baffle unit 35 into the crankcase 14, thus saving time, effort, and reducing costs. Of course, in other embodiments, the first baffle unit 34 and the second baffle unit 35 can also be configured as separate units with the crankcase 14.

[0101] As one implementation method, the first baffle unit 34, the second baffle unit 35 and the crankcase 14 are cast, which is low in cost and easy to manufacture.

[0102] Please see Figures 5 to 8The water pump 31 is mounted on the crankcase 14 and located between the oil filter 23 and the oil suction port 151. Specifically, the water pump 31 is mounted on the first housing 141 and located on the side of the first housing 141 away from the second housing 142. The water pump 31 includes a first inlet 311 and a first outlet 312. The oil cooler 32 includes a second inlet 321 and a second outlet 322.

[0103] Please see Figure 4 The water channel 24 includes a first water channel 241, one end of which is connected to the first outlet 312 of the water pump 31, and the other end of which is connected to the second inlet 321 of the oil cooler 32. The coolant from the water pump 31 flows into the oil cooler 32 through the first water channel 241, and then flows into the inlet of the engine water jacket 18 through the second outlet 322 of the oil cooler 32, carrying away heat from various components.

[0104] Please continue reading. Figure 4 The water channel 24 is at least partially arranged around the oil filter 23 to cool it. Specifically, the first water channel 241 is arranged around the oil filter 23. By arranging the water channel 24 around the oil filter 23, the oil filter 23 can be cooled. Since the engine oil in this application is first filtered through the oil filter 23, and most of the oil inside the oil filter 23 is high-temperature oil, arranging the first water channel 241 around the oil filter 23 can directly cool the high-temperature oil, avoiding the problem of localized overheating and deformation or burn-out of the oil filter 23 due to excessively high oil temperature.

[0105] Coolant from water pump 31 flows into the first water channel 241, first carrying away heat from oil filter 23, then entering oil cooler 32 for cooling. After cooling, it flows through the second outlet 322 of oil cooler 32 into the inlet of engine water jacket 18, where it carries away heat from various components. Thus, the cooling efficiency of water channel 24 is high, and the oil cooler 32 can be made smaller while maintaining the same performance.

[0106] Please see Figure 10 The water channel 24 also includes a second water channel 242, which is located on the side of the second housing 142 away from the first housing 141. The second water channel 242 is situated between the oil cooler 32 and the engine water jacket 18. One end of the second water channel 242 is connected to the second outlet 322 of the oil cooler 32, and the other end is connected to the engine water jacket 18. Engine oil can enter the second water channel 242 from the second outlet 322 of the oil cooler 32, and then enter the inlet of the engine water jacket 18 from the second water channel 242, thereby carrying away heat from various components.

[0107] The oil cooler 32 also includes a water outlet 243, which is located between the second water outlet 322 and the second water channel 242, and is connected to both the second water outlet 322 and the second water channel 242. Engine oil can enter the water outlet 243 from the second water outlet 322 of the oil cooler 32, then enter the second water channel 242 through the water outlet 243, and finally enter the inlet of the engine water jacket 18 from the second water channel 242.

[0108] By setting the first water channel 241 and the second water channel 242 in the crankcase 14, the engine oil can pass through the water pump 31, the oil filter 23, and the oil cooler 32 in sequence to enter the engine water jacket 18, thereby reducing the setting of external pipelines of the engine 100, greatly saving the space occupied by the engine 100, reducing the overall cost, and enhancing the oil cooling effect.

[0109] Please see Figure 3 The engine 100 also includes a third baffle unit 25, which is connected to the crankcase 14, and the third baffle unit 25 and the crankcase 14 form a first water channel 241. This simplifies the forming of the first water channel 241. The third baffle unit 25 is either fixedly connected to the crankcase 14 or integrally formed.

[0110] The third baffle unit 25 is disposed around the periphery of the oil filter 23 to allow coolant to flow and cool the oil filter 23. The shape of the third baffle unit 25 is adapted to the periphery of the oil filter 23 to facilitate large-area cooling of the oil filter 23.

[0111] Please see Figure 10 The engine 100 also includes a fourth baffle unit 26, which is located on and connected to the second housing 142, and is situated between the oil cooler 32 and the engine water jacket 18. The fourth baffle unit 26 and the second housing 142 form a second water channel 242. This simplifies the formation of the second water channel 242. The fourth baffle unit 26 is either fixedly connected to or integrally formed with the second housing 142.

[0112] The fourth baffle unit 26 is basically arranged along a preset direction. This allows for the flow of coolant while minimizing the length of the flow path, ensuring the coolant temperature remains unaffected. Furthermore, it reduces the amount of processing material used. The fourth baffle unit 26 has a simple structure and is easy to manufacture. Of course, in other embodiments, the fourth baffle unit 26 can be configured in other shapes according to actual needs, as long as the same effect is achieved.

[0113] In one embodiment, the third baffle unit 25 and the fourth baffle unit 26 are integrally formed with the crankcase 14. This results in a high structural strength and ease of machining of the overall structure formed by the third baffle unit 25, the fourth baffle unit 26, and the crankcase 14. Furthermore, it reduces the number of assembly steps for the engine 100, eliminating the need to separately install the third baffle unit 25 and the fourth baffle unit 26 onto the crankcase 14, thus saving time, effort, and reducing costs. Of course, in other embodiments, the third baffle unit 25 and the fourth baffle unit 26 can also be configured as separate units with the crankcase 14.

[0114] In this embodiment, the third baffle unit 25, the fourth baffle unit 26 and the crankcase 14 are cast, which is low in cost and easy to manufacture.

[0115] Please see Figure 8 The second water inlet 321, second water outlet 322, second oil inlet 323, and second oil outlet 324 are all located on the same side of the oil cooler 32, and are arranged in a matrix. This compact structure facilitates the connection between the second oil passage 332, the second water passage 242, and the oil cooler 32.

[0116] Specifically, the second water inlet 321 is located above the second oil inlet 323, the second water outlet 322 is located above the second oil outlet 324, and the straight line containing the second water inlet 321 and the second water outlet 322 is parallel to the straight line containing the second oil inlet 323 and the second oil outlet 324.

[0117] Please see Figure 10 The second water channel 242 is located above the second oil channel 332, and the second oil channel 332 is parallel to the second water channel 242. This facilitates the manufacturing and processing of the second water channel 242 and the second oil channel 332, and allows the length of the water channel 24 and the oil channel 33 in the crankcase 14 to be as short as possible, thereby ensuring that the temperature of the coolant and engine oil is not affected, and realizing the delivery of coolant and engine oil.

[0118] By providing a first oil passage 331, a second oil passage 332, a first water passage 241, and a second water passage 242 within the crankcase 14, the external piping of the engine 100 can be reduced while still meeting the requirements for oil and coolant flow, thus reducing the amount of manufacturing materials used and lowering the overall cost. Furthermore, by integrating the oil pan 15 and the oil filter 22 onto the crankcase 14, the overall structure of the crankcase 14 achieves a high degree of integration, satisfying the pumping requirements of the oil pump 21 while significantly saving space occupied by the engine 100.

[0119] In this application, the oil in the engine 100 flows sequentially through: oil strainer 22, oil pump 21, first oil passage 331, oil filter 23, oil cooler 32, second oil passage 332, engine main oil passage 17, and then from the engine main oil passage 17 into components requiring lubrication and cooling, such as crankshaft connecting rod mechanism 50.

[0120] The coolant flows sequentially through: water pump 31, first water channel 241, oil cooler 32, second water channel 242, engine water jacket 18, and then from engine water jacket 18 into each component that needs cooling.

[0121] Please see Figure 11 The engine 100 also includes a first cylinder block 74, a second cylinder block 75, and a starter motor 80. The first cylinder block 74 is arranged along a first direction, and the second cylinder block 75 is arranged along a second direction. The first and second directions intersect at an angle, forming a preset angle. The starter motor 80 is at least partially disposed within the angle formed by the first and second directions. Because the water passage 24 and oil passage 33 are both built into the crankcase 14, the external piping of the engine 100 is greatly reduced while still satisfying the flow of engine oil and coolant, thereby saving a large amount of space between the first cylinder block 74 and the second cylinder block 75 and reducing the weight of the engine 100. Therefore, by placing the starter motor 80 at least partially within the angle formed by the first and second directions, the space between the first cylinder block 74 and the second cylinder block 75 is fully utilized. Furthermore, by moving the starter motor 80 from the front of the engine 100 to between the first cylinder block 74 and the second cylinder block 75 of the engine 100, the space where the starter motor 80 was originally installed can be freed up to install other components, making the overall structure of the engine 100 more compact. At the same time, the fact that the starter motor 80 is at least partially located within the angle formed by the first and second directions also facilitates the disassembly and installation of the starter motor 80, making maintenance easier and simplifying the layout of the engine 100's water passages 24 and oil passages 33.

[0122] Please see Figure 11 and Figure 12 The magneto assembly 70 includes an overrunning clutch 72, which is mounted on and connected to the crankshaft flywheel structure 51. The engine 100 also includes a double gear set 81 and a transition gear set 82. Both the double gear set 81 and the transition gear set 82 are installed within the crankcase 14. The double gear set 81 is located between the starter motor 80 and the transition gear set 82, and is connected to both. The transition gear set 82 is located between the double gear set 81 and the overrunning clutch 72, and is connected to both.

[0123] The starter motor 80 drives the double gear set 81 to rotate, the double gear set 81 drives the transition gear set 82 to rotate, the transition gear set 82 drives the overrunning clutch 72 to rotate, and the overrunning clutch 72 drives the crankshaft flywheel structure 51 of the crank connecting rod mechanism 50 to rotate, thereby realizing the transmission of power.

[0124] Please see Figure 13 The plane passing through the axis of the starter motor 80 and the axis of the double gear set 81 is defined as the first plane 101; the plane passing through the axis of the double gear set 81 and the axis of the transition gear set 82 is defined as the second plane 102; the plane passing through the axis of the transition gear set 82 and the axis of the overrunning clutch 72 is defined as the third plane 103; and the straight line extending along the vertical direction of the engine 100 is defined as the reference straight line 104.

[0125] Specifically, the angle between the first plane 101 and the reference line 104 is A, where A is greater than or equal to 0 degrees and less than or equal to 30 degrees; the angle between the second plane 102 and the reference line 104 is B, where B is greater than or equal to 20 degrees and less than or equal to 60 degrees; and the angle between the third plane 103 and the reference line 104 is C, where C is greater than or equal to 0 degrees and less than or equal to 45 degrees. This design ensures that the engine 100 can operate normally while meeting the requirement of a compact structural layout, reducing the space occupied by the engine 100, and lowering the cost of the engine 100.

[0126] In other embodiments, the angle A between the first plane 101 and the reference line 104 can be 10 degrees, 15 degrees, 20 degrees, or 25 degrees. The angle B between the second plane 102 and the reference line 104 can be 30 degrees, 40 degrees, 45 degrees, or 55 degrees. The angle C between the third plane 103 and the reference line 104 can be 10 degrees, 20 degrees, 30 degrees, or 40 degrees.

[0127] Please see Figure 12The vertical distance between the axis of the starter motor 80 and the axis of the double gear set 81 is M1, the vertical distance between the axis of the double gear set 81 and the axis of the transition gear set 82 is M2, and the vertical distance between the axis of the transition gear set 82 and the axis of the overrunning clutch 72 is M3; wherein M2 / M1 is greater than or equal to 0.6 and less than or equal to 1; and M2 / M3 is greater than or equal to 0.2 and less than or equal to 0.5. This arrangement allows the starter motor 80, double gear set 81, transition gear set 82, and overrunning clutch 72 to be more compact within the engine 100, facilitating power transmission. Furthermore, since the starter motor 80 is at least partially located between the first cylinder block 74 and the second cylinder block 75, by limiting the distance between each transmission gear set, the double gear set 81, transition gear set 82, and overrunning clutch 72 can be positioned as close upwards as possible to the starter motor 80, thereby further preventing interference between the overrunning clutch 72 and the first baffle unit 34. At the same time, this arrangement makes it easier to lay out the double gear set 81, the transition gear set 82, and the overrunning clutch 72 within the engine 100, resulting in shorter power transmission paths and higher power transmission efficiency. This arrangement of the starter motor 80, double gear set 81, transition gear set 82, and overrunning clutch 72 also significantly reduces the space occupied, facilitating the installation of other transmission structures within the engine 100, thereby reducing the size of the engine 100, saving space, and lowering the cost of the engine 100.

[0128] In other embodiments, M2 / M1 can be 0.7, 0.8, or 0.9. M2 / M3 can be 0.25, 0.3, or 0.4. Through the above configuration, the starter motor 80, double gear set 81, transition gear set 82, and overrunning clutch 72 can be more compactly arranged within the engine 100, reducing the size of the engine 100, and resulting in a shorter power transmission path and higher power transmission efficiency.

[0129] Please see Figure 12 Specifically, the double gear set 81 includes a primary double gear 811 and a secondary double gear 812 that mesh with each other; the transition gear set 82 includes a transition gear 821; and the overrunning clutch 72 includes a driven gear 73, which is fitted onto and connected to the crankshaft flywheel structure 51. The primary double gear 811 meshes with the output shaft of the starter motor 80, the secondary double gear 812 meshes with the transition gear 821, and the transition gear 821 meshes with the driven gear 73. The starter motor 80 drives the primary double gear 811 to rotate, the secondary double gear 812 rotates synchronously with the primary double gear 811, the secondary double gear 812 drives the transition gear 821 to rotate, and the transition gear 821 drives the driven gear 73 to rotate, thereby causing the driven gear 73 to drive the crankshaft flywheel structure 51 to rotate, thus realizing the transmission of power.

[0130] In this application, please refer to Figures 14 to 16 The crankshaft flywheel structure 51 includes a crankshaft 52 and a connecting structure 53. The connecting structure 53 is at least partially disposed at the end of the crankshaft 52 and extends outward from the crankcase 14 to a predetermined length. An external motor assembly 54 can be connected to the connecting structure 53. The external motor assembly 54 is connected to the crankshaft 52 through the connecting structure 53, thereby driving the crankshaft 52 to rotate and enabling the engine 100 to operate for cold testing of the engine 100's performance. Thus, the crankshaft flywheel structure 51 has a simple structure and facilitates the connection between the external motor assembly 54 and the crankshaft 52 during engine 100 testing. This eliminates the current hot testing method using ignition, saving engine 100 off-line testing time and fuel costs required for hot testing.

[0131] In this embodiment, the crankshaft 52 and the connecting structure 53 are an integral structure. As a result, the overall structure formed by the crankshaft 52 and the connecting structure 53 has high strength and can save assembly time. During assembly, there is no need to assemble the crankshaft 52 and the connecting structure 53 separately.

[0132] Please see Figure 15 and Figure 16 In one embodiment, the connection structure 53 includes a spline 531, and the external motor assembly 54 is connected to the spline 531. The spline 531 connection can withstand a large torque, making it easier to drive the crankshaft 52 to rotate. Furthermore, the spline 531 transmits loads through multiple teeth, resulting in uniform force distribution and less stress concentration, thereby extending its service life.

[0133] Spline 531 can be any one of involute spline, rectangular spline, triangular spline or trapezoidal spline.

[0134] Specifically, the ratio of the length of spline 531 along the axial direction of crankshaft 52 to the torque required for crankshaft 52 to rotate is greater than or equal to 0.15 and less than or equal to 0.35. This ensures that spline 531 has sufficient strength to drive crankshaft 52 to rotate. If the ratio of the length of spline 531 to the torque required for crankshaft 52 to rotate is less than 0.15, then the length of spline 531 is too short, and the engine 100 will not be able to overcome frictional resistance. The spline 531 will not be strong enough and will easily be damaged.

[0135] In one embodiment, the ratio of the length of the spline 531 along the axial direction of the crankshaft 52 to the torque required to rotate the crankshaft 52 is greater than or equal to 0.18 and less than or equal to 0.3.

[0136] In one embodiment, the ratio of the length of the spline 531 along the axial direction of the crankshaft 52 to the torque required to rotate the crankshaft 52 is greater than or equal to 0.2 and less than or equal to 0.25.

[0137] The above settings can further ensure that the spline 531 has sufficient strength to drive the crankshaft 52 to rotate.

[0138] It should be noted that the length of spline 531 is in millimeters, and the torque required for crankshaft 52 to rotate is in Newton-meters.

[0139] The ratio of the length of spline 531 along the axial direction of crankshaft 52 to the radius of spline 531 along the radial direction of crankshaft 52 is greater than or equal to 0.25 and less than or equal to 0.55. This ensures that spline 531 has sufficient strength to drive crankshaft 52 to rotate. For example, the ratio of the length of spline 531 along the axial direction of crankshaft 52 to the radius of spline 531 along the radial direction of crankshaft 52 can be 0.3, 0.35, 0.4, 0.45, or 0.5, which further ensures that spline 531 has sufficient strength to drive crankshaft 52 to rotate.

[0140] Please see Figure 15 and Figure 17 The external motor assembly 54 includes a motor body 541 and a transmission fixture 542. One end of the transmission fixture 542 is sleeved on and connected to the connecting structure 53, and the other end of the transmission fixture 542 is connected to the motor body 541. The motor body 541 drives the transmission fixture 542 to rotate, and the transmission fixture 542 drives the connecting structure 53 to rotate, thereby driving the crankshaft 52 to rotate.

[0141] Please see Figure 15 The engine 100 also includes a clamping element 55 and a gasket 56, and the magneto assembly 70 includes a magneto 71, which is at least partially mounted on the crankshaft 52. The gasket 56 is mounted on the connecting structure 53 and is located between the transmission fixture 542 and the magneto 71, abutting against both the transmission fixture 542 and the magneto 71. The gasket 56 prevents wear between the transmission fixture 542 and the magneto 71 due to long-term movement.

[0142] One end of the clamping member 55 passes through the transmission fixture 542, the connecting structure 53 and the crankshaft 52 in sequence, and is connected to the crankshaft 52; the other end of the clamping member 55 abuts against the end of the transmission fixture 542 away from the crankshaft 52, so as to limit and clamp the transmission fixture 542 and the magneto 71, and prevent the transmission fixture 542 and the magneto 71 from moving along the axial direction of the crankshaft 52.

[0143] Please continue reading. Figure 15 The clamping member 55 includes a fastening section 551 and an abutting section 552. One end of the fastening section 551 is connected to the abutting section 552, and the other end of the fastening section 551 is connected to the crankshaft 52. One end of the transmission tooling 542 abuts against the gasket 56, and the other end of the transmission tooling 542 has a receiving groove 5421. The abutting section 552 is at least partially located in the receiving groove 5421 and abuts against the transmission tooling 542.

[0144] Please see Figure 16 The crankshaft 52 includes a conical section 521 and a body section 522. One end of the conical section 521 is connected to the body section 522, and the other end of the conical section 521 is connected to the connecting structure 53. The magneto 71 is at least partially sleeved on the conical section 521. In this embodiment, the conical section 521 and the body section 522 are integrally formed.

[0145] Along the axial direction of crankshaft 52, and from the tapered section 521 to the body section 522, the diameter of the tapered section 521 tends to increase. The diameter of the connecting structure 53 is smaller than the minimum diameter of the tapered section 521, which facilitates the machining and manufacturing of crankshaft 52.

[0146] Please see Figures 18 to 20 In another embodiment, the connecting structure 53 has a slot 532, into which the external motor assembly 54 is partially inserted and engaged with the connecting structure 53, thereby enabling the external motor assembly 54 to drive the crankshaft 52 to rotate. This facilitates the machining of the connecting structure 53 and simplifies the assembly process.

[0147] Please see Figure 19 and Figure 20 Specifically, the transmission tooling 542 of the external motor unit 54 is provided with a connecting block 5422, which is inserted into the slot 532 to realize the snap-fit ​​engagement between the connecting structure 53 and the external motor unit 54.

[0148] Please see Figure 21 , Figure 30 and Figure 34 The engine 100 also includes a transmission mechanism 60. The transmission mechanism 60 is at least partially located within the crankcase 14 and is at least partially connected to the crank-connecting rod mechanism 50. The crank-connecting rod mechanism 50 inputs power to the transmission mechanism 60, thereby driving the transmission mechanism 60 to operate to meet the driving speed requirements.

[0149] The transmission mechanism 60 includes a shift gear set 61, a transmission drum assembly 62, a shift fork assembly 63, a transmission gear set 64, a positioning assembly 65, and a transmission gear set 66.

[0150] The shift gear set 61 and the transmission drum assembly 62 are at least partially installed in and connected to the crankcase 14. The shift gear set 61 is connected to the transmission drum assembly 62, and the shift gear set 61 can drive the transmission drum assembly 62 to rotate.

[0151] The gear set 64 is at least partially installed in the crankcase 14, and the shift fork assembly 63 is at least partially located in the crankcase 14 and is connected to the gear set 64 and the shift drum assembly 62 respectively. The rotation of the shift drum assembly 62 can drive the shift fork assembly 63 to move, so that the gear set 64 can switch gears.

[0152] The transmission gear set 66 is at least partially installed in the crankcase 14, and at least part of the transmission gear set 66 meshes with the transmission gear set 64, the rotation of the transmission gear set 64 can drive the transmission gear set 66 to rotate.

[0153] The engine 100 also includes an output shaft assembly 67, which passes through and is connected to the transmission gear set 66. The two ends of the output shaft assembly 67 are respectively connected to the front axle and the rear axle of the vehicle. The rotation of the transmission gear set 66 can drive the output shaft assembly 67 to rotate, thereby driving the wheels to rotate and meeting the driving speed requirements.

[0154] The positioning component 65 is located inside the crankcase 14. The positioning component 65 is at least partially fitted onto the gear drum assembly 62 and connected to the gear drum assembly 62. The positioning component 65 can limit the gear position.

[0155] Please continue reading. Figure 21 In one embodiment, the shift gear set 61 is located at one end of the shift drum assembly 62 and is connected to the shift drum assembly 62.

[0156] Please see Figures 21 to 23 The positioning component 65 includes a positioning star wheel 651 and a rocker arm unit 652. The positioning star wheel 651 is sleeved on and connected to the transmission drum assembly 62. One end of the rocker arm unit 652 is connected to the crankcase 14, and the other end of the rocker arm unit 652 can engage with the positioning star wheel 651 to position and stop the positioning star wheel 651. The shift gear set 61 can drive the positioning star wheel 651 and the transmission drum assembly 62 to rotate synchronously. During the shifting process, when the positioning star wheel 651 moves, the rocker arm unit 652 can generate a large and uniform reaction force relative to the movement of the positioning star wheel 651 under the action of preload, achieving the effect of positioning and stopping, thereby stopping the transmission drum assembly 62. This stops the movement of the shift fork assembly 63, restricting the shift fork assembly 63 and the transmission gear set 64 from continuing to engage in shifting, thus preventing the transmission gear set 64 from changing gears and fixing the gear position of the engine 100. Thus, the combination of the positioning star wheel 651 and the rocker arm unit 652 results in a simple structure that makes gear shifting smoother and clearer, improving the driver's experience during gear shifting.

[0157] The rocker arm unit 652 includes a roller 6521 and a rocker arm 6522. One end of the rocker arm 6522 is connected to the crankcase 14, and the other end is connected to the roller 6521. Multiple shift grooves 6511 are formed on the periphery of the positioning star wheel 651. As the positioning star wheel 651 rotates, the roller 6521 can engage with any one of the shift grooves 6511 to position the rotation of the positioning star wheel 651, thereby fixing the gear position of the engine 100.

[0158] In this embodiment, please refer to Figure 21 , Figure 24 and Figure 25 The shift gear set 61 includes a shift drive gear unit 611 and a shift driven gear unit 612. The shift driven gear unit 612 is located at one end of the shift drum assembly 62 and is connected to the shift drum assembly 62. The shift drive gear unit 611 is at least partially connected to the crankcase 14, and the shift drive gear unit 611 can mesh with the shift driven gear unit 612. The shift drive gear unit 611 can drive the shift driven gear unit 612 to rotate, thereby causing the shift driven gear unit 612 to drive the shift drum assembly 62 to rotate. Thus, the shift gear set 61 has a simple structure, is easy to process and assemble, and has a very low failure rate due to the transmission through gear meshing, and can make shifting smoother.

[0159] The shift drive gear unit 611 includes a connecting shaft 6111 and a shift drive gear 6112, with the shift drive gear 6112 sleeved on the connecting shaft 6111. The shift driven gear unit 612 includes a shaft assembly 613, a shift driven gear 614, and a first elastic element 615. The shaft assembly 613 is located at one end of the transmission drum assembly 62 and is connected to it. The shift driven gear 614 is sleeved on the shaft assembly 613, and the shift drive gear 6112 can mesh with the shift driven gear 614. The shift drive gear 6112 drives the shift driven gear 614 to rotate, and the shift driven gear 614 drives the transmission drum assembly 62 to rotate.

[0160] The first elastic element 615 is sleeved on the shaft assembly 613, and the first elastic element 615 is located on the side of the shift driven gear 614 away from the gear drum assembly 62. The first elastic element 615 is at least partially inserted through and confined within the shift driven gear 614 and the shaft assembly 613. The first elastic element 615 can play a buffering role. In the event of gear backlash in the gear set 64, the first elastic element 615 can rotate into position first, thereby driving the gear drum assembly 62 to continue rotating, so as to meet the needs of the vehicle's shifting action and solve the problem of gear backlash.

[0161] Please continue reading. Figure 25The shaft assembly 613 includes a shift shim 6131, a shift shaft 6133, and a fastener 6134. The driven gear 614 and the first elastic element 615 are both sleeved on the shift shaft 6133. The shift shim 6131 is located between the transmission drum assembly 62 and the shift shaft 6133. The fastener 6134 passes through the shift shaft 6133, the shift shim 6131, and the transmission drum assembly 62 in sequence, and securely connects the driven gear unit 612 to the transmission drum assembly 62 so that the rotation of the driven gear unit 612 drives the transmission drum assembly 62 to rotate.

[0162] The shift shim 6131 is designed to prevent wear between the shift driven gear 614 and the transmission drum assembly 62.

[0163] The shaft assembly 613 also includes a first abutment plate 616 and a second abutment plate 617. The first abutment plate 616 is located at the end of the first elastic member 615 away from the shift driven gear 614. The first abutment plate 616 is sleeved on the fastener 6134 to limit the position of the first elastic member 615. The fastener 6134 can press against the first abutment plate 616 to ensure the compression of the first elastic member 615. The second abutment plate 617 is sleeved on the shift shaft 6133 and located between the first elastic member 615 and the shift driven gear 614. The first elastic member 615 can abut against the second abutment plate 617, and the second abutment plate 617 can prevent wear between the shift driven gear 614 and the first elastic member 615.

[0164] The shift pad 6131 has a through groove 6132. The first elastic member 615 extends at least partially into the through groove 6132 and abuts against the groove wall of the through groove 6132, thereby ensuring that the first elastic member 615 achieves the torsional compression process.

[0165] The driven gear 614 includes a gear portion 6141 and a mating portion 6142. The gear portion 6141 meshes with the driving gear 6112, and the mating portion 6142 is located on the side of the gear portion 6141 away from the driving gear 6112 and is connected to the gear portion 6141. The provision of the mating portion 6142 increases the overall structural strength of the driven gear 614 while ensuring that the size of the gear portion 6141 is constant.

[0166] The mating part 6142 includes a first reinforcing part 6143 and a second reinforcing part 6144. One end of the first reinforcing part 6143 is connected to the gear part 6141, and one end of the second reinforcing part 6144 is connected to the gear part 6141. The first reinforcing part 6143 and the second reinforcing part 6144 are spaced apart. The first elastic member 615 passes at least partially between the first reinforcing part 6143 and the second reinforcing part 6144 and extends into the through groove 6132.

[0167] In this embodiment, the gear portion 6141 of both the shift drive gear 6112 and the shift driven gear 614 are sector gears.

[0168] Please see Figure 21 and Figure 26 The shift fork assembly 63 includes a shift fork shaft 631 and a shift fork unit 632. The shift fork shaft 631 is located between the shift drum assembly 62 and the shift gear set 64. The shift fork unit 632 is sleeved on the shift fork shaft 631, with one end of the shift fork unit 632 connected to the shift drum assembly 62 and the other end connected to the shift gear set 64. Rotation of the shift drum assembly 62 can drive the shift fork unit 632 to move axially along the shift drum assembly 62, thereby realizing the shifting action of the shift gear set 64.

[0169] The shift fork unit 632 includes at least a first shift fork 6321 and a second shift fork 6322, which are spaced apart along the axial direction of the shift fork shaft 631. One end of the first shift fork 6321 and one end of the second shift fork 6322 are connected to the gear shift drum assembly 62, and the other end of the first shift fork 6321 and the other end of the second shift fork 6322 are connected to the gear shift set 64.

[0170] The shift fork assembly 63 further includes a second elastic element 6323, a third elastic element 6324, and a limiting block 6325. The second elastic element 6323, the third elastic element 6324, and the limiting block 6325 are all sleeved on the shift fork shaft 631. The limiting block 6325 is located on the side of the second shift fork 6322 away from the first shift fork 6321, and one end of the limiting block 6325 is connected to the shift drum assembly 62. Specifically, the second elastic element 6323 is located between the first shift fork 6321 and the second shift fork 6322, with one end abutting against the first shift fork 6321 and the other end abutting against the second shift fork 6322. The third elastic element 6324 is located between the second shift fork 6322 and the limiting block 6325, with one end abutting against the second shift fork 6322 and the other end abutting against the limiting block 6325.

[0171] The setting of the limit block 6325 can adjust the force value of the elastic element, so that the force values ​​of the second elastic element 6323 and the third elastic element 6324 are uniform, which facilitates the movement of the shift fork assembly 63.

[0172] The shift fork assembly 63 also includes a first retaining ring 6326 and a second retaining ring 6327. Both the first retaining ring 6326 and the second retaining ring 6327 are sleeved on the shift fork shaft 631. The first retaining ring 6326 is located on the side of the first shift fork 6321 away from the second shift fork 6322, and the second retaining ring 6327 is located on the side of the limiting block 6325 away from the second shift fork 6322. The arrangement of the first retaining ring 6326 and the second retaining ring 6327 can prevent the shift fork unit 632 and the limiting block 6325 from disengaging from the shift fork shaft 631.

[0173] Please see Figure 22 The transmission drum assembly 62 has a first type of groove 621, a second type of groove 622, and a third type of groove 623 sequentially formed along its own axial direction. Among them, one end of the first shift fork 6321 extends into the first type of groove 621, one end of the second shift fork 6322 extends into the second type of groove 622, and one end of the limiting block 6325 extends into the third type of groove 623.

[0174] Please see Figure 21 The transmission gear set 64 includes a driving gear unit 641 and a driven gear unit 642. A crank-connecting rod mechanism 50 is at least partially connected to the driving gear unit 641, and the crank-connecting rod mechanism 50 inputs power to the driving gear unit 641. The driving gear unit 641 and the driven gear unit 642 are connected by gear meshing, and the driving gear unit 641 inputs power to the driven gear unit 642.

[0175] The shift fork assembly 63 is connected to the gear shift drum assembly 62 and the driven gear unit 642 respectively. The rotation of the gear shift drum assembly 62 can drive the shift fork assembly 63 to move along the axial direction of the driven gear unit 642, so as to realize the shifting action of the gear shift set 64.

[0176] Please continue reading. Figure 21 The transmission gear set 64 also includes a reverse gear transition unit 643, one end of which is mounted on the crankcase 14. The reverse gear transition unit 643 is located between the driving gear unit 641 and the driven gear unit 642, and meshes with both units. This allows the rotation direction of the driven gear unit 642 to be changed so that its rotation direction is the same as that of the driving gear unit 641, thus fulfilling the reverse gear requirement.

[0177] Please see Figure 21 and Figure 27The driven gear unit 642 includes a high-gear gear 6421, a low-gear gear 6422, a reverse driven gear 6423, an output drive gear 6424, and a parking gear 6425, which are sequentially distributed along the axial direction of the driven gear unit 642. The drive gear unit 641 includes a reverse drive gear 6412. The reverse transition unit 643 meshes with both the reverse drive gear 6412 and the reverse driven gear 6423 to meet the reverse gear requirements.

[0178] Please see Figure 21 , Figure 28 and Figure 29 The transmission gear set 66 includes a driving bevel gear unit 661 and a driven bevel gear unit 662. The driving bevel gear unit 661 is located between the driven bevel gear unit 662 and the driven gear unit 642, and the driving bevel gear unit 661 meshes with both the driven bevel gear unit 662 and the driven gear unit 642. The output shaft assembly 67 passes through the driven bevel gear unit 662 and is connected to it. Thus, the rotation of the driving gear unit 641 drives the driven gear unit 642 to rotate, the rotation of the driven gear unit 642 drives the driving bevel gear unit 661 to rotate, the rotation of the driving bevel gear unit 661 drives the driven bevel gear unit 662 to rotate, and the rotation of the driven bevel gear unit 662 drives the output shaft assembly 67 to rotate, thereby driving the wheels to rotate and meeting the driving speed requirements.

[0179] Please see Figure 28 The driving bevel gear unit 661 includes a first bearing housing 6611, a driving bevel gear 6612, and an output driven gear 6613. The first bearing housing 6611 is at least partially connected to the crankcase 14. The driving bevel gear 6612 partially passes through and is connected to the first bearing housing 6611, meshing with the driven bevel gear unit 662. The output driven gear 6613 is located on the side of the first bearing housing 6611 away from the driven bevel gear unit 662, and is sleeved on and connected to the driving bevel gear 6612. The output driven gear 6613 meshes with the driven gear unit 642. Specifically, the output driven gear 6613 meshes with the output driving gear 6424 of the driven gear unit 642. The output drive gear 6424 rotates, which drives the output driven gear 6613 to rotate. The output driven gear 6613 rotates, which drives the drive bevel gear 6612 to rotate. The drive bevel gear 6612 rotates, which drives the driven bevel gear unit 662 to rotate, thereby driving the output shaft assembly 67 to rotate.

[0180] Please see Figure 29The driven bevel gear unit 662 includes a second bearing housing 6621 and a driven bevel gear 6622. The second bearing housing 6621 is mounted on the crankcase 14, and the driven bevel gear 6622 is mounted on the second bearing housing 6621. The driven bevel gear 6622 meshes with the driving bevel gear 6612. The rotation of the driving bevel gear 6612 drives the driven bevel gear 6622 to rotate, which in turn drives the output shaft assembly 67 to rotate, thereby driving the wheels to rotate and meeting the driving speed requirements.

[0181] Please see Figure 21 The transmission mechanism 60 also includes a parking assembly 68, which is at least partially mounted on the transmission drum assembly 62 and is located on the side of the positioning assembly 65 away from the shift gear set 61. The parking assembly 68 can at least partially engage with the parking gear 6425, thereby facilitating parking in locations such as slopes.

[0182] The parking assembly 68 includes a parking cam 681 and a parking rocker arm 682. The parking cam 681 is sleeved on and connected to the shift drum assembly 62, and is located on the side of the positioning assembly 65 away from the shift gear set 61. The parking rocker arm 682 is sleeved on the parking cam 681 and the shift fork shaft 631, and the end of the parking rocker arm 682 away from the shift drum assembly 62 can engage with the parking gear 6425 to achieve parking.

[0183] Of course, in other embodiments, the positions of the parking assembly 68 and the positioning assembly 65 can also be changed according to actual needs, such as the positioning assembly 65 being located on the side of the parking assembly 68 away from the shift gear set 61.

[0184] like Figures 30 to 33 The transmission mechanism 60 is shown in another embodiment of this application. In this embodiment, the reverse gear transition unit 643 includes a reverse gear chain 6431. The reverse gear chain 6431 is respectively sleeved on the drive gear unit 641 and the driven gear unit 642 to meet the reverse gear requirements.

[0185] Please see Figure 31 The driven gear unit 642 includes a low-gear 6422, a high-gear 6421, an output drive gear 6424, a reverse driven sprocket 6426, and a parking gear 6425, which are sequentially distributed along the axial direction of the driven gear unit 642. The drive gear unit 641 includes a reverse drive sprocket 6411. One end of the reverse chain 6431 is wound around the reverse drive sprocket 6411, and the other end is wound around the reverse driven sprocket 6426, so that the reverse drive sprocket 6411 and the reverse driven sprocket 6426 rotate synchronously. In this way, the reverse gear is realized by a chain drive structure, which is compact and can greatly save the space of the engine 100 and reduce costs.

[0186] Please see Figure 30 and Figure 32 In this embodiment, the positioning component 65 is located on the side of the parking component 68 away from the shift gear set 61. Thus, the transmission mechanism 60 has a compact structure, which shortens the axial length of the transmission drum assembly 62, thereby saving space in the engine 100.

[0187] In this design, the positioning star wheel 651 of the positioning component 65 and the parking cam 681 of the parking component 68 are integrally formed. As a result, the structure of the transmission mechanism 60 is more compact, saving space in the engine 100 and reducing the assembly time of the engine 100.

[0188] Please see Figure 33 In this embodiment, the limiting block 6325 is removed, and a limiting seat 6328 is added to limit the second elastic member 6323.

[0189] The limiting seat 6328 is located on the side of the first shift fork 6321 away from the second shift fork 6322 and is sleeved on the shift fork shaft 631. The second elastic member 6323 is located between the limiting seat 6328 and the first shift fork 6321, with one end of the second elastic member 6323 abutting against the limiting seat 6328 and the other end of the second elastic member 6323 abutting against the first shift fork 6321. The third elastic member 6324 is located between the first shift fork 6321 and the second shift fork 6322, with one end of the third elastic member 6324 abutting against the first shift fork 6321 and the other end of the third elastic member 6324 abutting against the second shift fork 6322.

[0190] Please see Figure 32 The transmission drum assembly 62 has a first type of groove 621 and a second type of groove 622 sequentially formed along its axial direction. One end of the first shift fork 6321 extends into the first type of groove 621, and one end of the second shift fork 6322 extends into the second type of groove 622. Thus, when the transmission drum assembly 62 rotates, it can drive the first shift fork 6321 and the second shift fork 6322 to move, thereby achieving gear shifting of the transmission gear set 64. Furthermore, this significantly shortens the axial length of the transmission drum assembly 62, further reducing the space occupied by the transmission mechanism 60 within the engine 100 and lowering costs.

[0191] like Figures 34 to 37This application illustrates a transmission mechanism 60 according to another embodiment of the present application. In this embodiment, a positioning component 65 is at least partially fitted onto the transmission drum assembly 62, and the positioning component 65 is located at one end of the transmission drum assembly 62 and connected to it. A parking component 68 is at least partially fitted onto the transmission drum assembly 62, and the parking component 68 is located on the side of the positioning component 65 away from the inner wall of the crankcase 14, and connected to the transmission drum assembly 62. A shift gear set 61 is at least partially fitted onto the transmission drum assembly 62, and the shift gear set 61 is located on the side of the parking component 68 away from the positioning component 65, and connected to the transmission drum assembly 62. The parking component 68 is located between the shift gear set 61 and the positioning component 65.

[0192] Thus, by moving the shift gear set 61 from the end of the shift drum assembly 62 to a position near the middle of the shift drum assembly 62, the structure of the transmission mechanism 60 is made more compact, which can reduce the axial length of the transmission mechanism 60 along the axis of the shift drum assembly 62, thereby reducing the axial length of the entire vehicle and greatly saving space inside the engine 100.

[0193] The transmission mechanism 60 also includes a bearing 624 and a locking member 625. The bearing 624 is sleeved on the transmission drum assembly 62 and is located on the side of the positioning assembly 65 near the shift gear set 61. The locking member 625 passes through the positioning star wheel 651 of the positioning assembly 65 and the transmission drum assembly 62, and securely installs the positioning assembly 65 onto the transmission drum assembly 62.

[0194] The parking assembly 68 is located between the bearing 624 and the positioning assembly 65. The positioning star wheel 651 of the positioning assembly 65 and the parking cam 681 of the parking assembly 68 are integrally formed. This makes the structure of the transmission mechanism 60 more compact, reduces the space occupied by the transmission mechanism 60, and reduces the assembly time of the transmission mechanism 60.

[0195] Please see Figure 35 The driven gear unit 642 includes a low gear 6422, a high gear 6421, an output drive gear 6424, a reverse driven gear 6423, and a parking gear 6425, which are distributed sequentially along the axial direction of the driven gear unit 642.

[0196] In this embodiment, the shift driven gear unit 612 eliminates the need for the shaft assembly 613.

[0197] Please see Figure 34 and Figure 36The driven gear unit 612 is sleeved on the transmission drum assembly 62 and meshes with the driving gear unit 611. The driven gear unit 612 includes a driven gear 614 and a first elastic member 615. The driven gear 614 is sleeved on the transmission drum assembly 62, and the first elastic member 615 is sleeved on the transmission drum assembly 62, located between the driven gear 614 and the parking assembly 68. Specifically, the first elastic member 615 is located between the driven gear 614 and the bearing 624, and the first elastic member 615 at least partially passes through and is confined within the driven gear 614 and the transmission drum assembly 62.

[0198] The first elastic element 615 can play a buffering role. When the gear set 64 is back-toothed, the first elastic element 615 can rotate into position first, thereby driving the gear drum assembly 62 to continue rotating, so as to meet the needs of the vehicle's gear shifting action and solve the problem of back-toothing.

[0199] In this embodiment, the driven gear 614 includes a gear portion 6141 and a mating portion 6142. The gear portion 6141 meshes with the driving gear unit 611, and the mating portion 6142 is located on the side of the gear portion 6141 away from the driving gear unit 611 and is connected to the gear portion 6141. The mating portion 6142 has a through groove 6132, and the first elastic member 615 at least partially passes through and is confined within the through groove 6132.

[0200] In this embodiment, the gear portion 6141 and the mating portion 6142 are substantially arranged in a circle.

[0201] The shift drive gear unit 611 is located above the transmission drum assembly 62. This allows for full utilization of the space above the transmission drum assembly 62 and avoids interference between the shift drive gear unit 611 and the transmission gear set 64.

[0202] Please see Figure 37 The shift fork assembly 63 also includes a limit seat 6328 and a fourth elastic member 6329.

[0203] A limiting seat 6328 is sleeved on the shift fork shaft 631, and the limiting seat 6328 is located on the side of the first shift fork 6321 away from the second shift fork 6322. A limiting block 6325 is sleeved on the shift fork shaft 631, and the limiting block 6325 is located between the first shift fork 6321 and the second shift fork 6322. A second elastic member 6323 is sleeved on the shift fork shaft 631, located between the limiting seat 6328 and the first shift fork 6321, with one end of the second elastic member 6323 abutting against the limiting seat 6328 and the other end abutting against the first shift fork 6321. A third elastic member 6324 is located between the first shift fork 6321 and the limiting block 6325, with one end of the third elastic member 6324 abutting against the first shift fork 6321 and the other end abutting against the limiting block 6325. The fourth elastic member 6329 is located between the limiting block 6325 and the second shift fork 6322, with one end of the fourth elastic member 6329 abutting against the limiting block 6325 and the other end of the fourth elastic member 6329 abutting against the second shift fork 6322.

[0204] Please see Figure 36 The transmission drum assembly 62 has a first type of groove 621, a second type of groove 622, and a third type of groove 623 sequentially formed along its axial direction. One end of the first shift fork 6321 extends into the first type of groove 621, one end of the limiting block 6325 extends into the second type of groove 622, and one end of the second shift fork 6322 extends into the third type of groove 623. Thus, when the transmission drum assembly 62 rotates, it can drive the first shift fork 6321 and the second shift fork 6322 to move, thereby realizing the gear shifting of the transmission gear set 64.

[0205] Please see Figure 38 and Figure 39 The housing assembly 10 also includes a transmission housing 19, which is at least partially located on one side of the crankcase 14 and connected to it. The engine 100 also includes a mounting bracket 90, which is detachably connected to the crankcase 14. The mounting bracket 90 supports the entire engine 100 for mounting on the vehicle. The mounting bracket 90 is formed from a first material, and the transmission housing 19 is formed from a second material. The density and strength of the first material are greater than those of the second material.

[0206] In this application, the transmission housing 19 and the suspension bracket 90 are separately configured, and the transmission housing 19 and the suspension bracket 90 are respectively processed from different materials, which can greatly reduce the weight of the engine 100 and reduce costs. Furthermore, processing the suspension bracket 90 and the transmission housing 19 separately can greatly reduce the processing difficulty of the transmission housing 19. At the same time, the suspension bracket 90 and the crankcase 14 are detachably connected, which is convenient for processing, assembly or replacement, and can also reduce the overall size and processing difficulty of the crankcase 14.

[0207] The density of the first material is greater than or equal to 2.5 g / cm³ and less than or equal to 2.9 g / cm³, and the tensile strength of the first material is greater than or equal to 315 MPa and less than or equal to 560 MPa. Therefore, the suspension bracket 90 manufactured using the first material is high in strength and durable.

[0208] In another embodiment, the density of the first material is greater than or equal to 2.6 g / cm³ and less than or equal to 2.8 g / cm³. The tensile strength of the first material is greater than or equal to 345 MPa and less than or equal to 480 MPa.

[0209] In another embodiment, the density of the first material is greater than or equal to 2.65 g / cm³ and less than or equal to 2.7 g / cm³. The tensile strength of the first material is greater than or equal to 380 MPa and less than or equal to 420 MPa.

[0210] The above settings further ensure the high strength, sturdiness, and durability of the suspension bracket 90.

[0211] In other embodiments, the density of the first material may be 2.66 g / cm³, 2.68 g / cm³, 2.69 g / cm³, 2.73 g / cm³, or 2.78 g / cm³. The tensile strength of the first material may be 320 MPa, 330 MPa, 355 MPa, 410 MPa, 450 MPa, 510 MPa, or 550 MPa.

[0212] The density of the second material is greater than or equal to 1.12 g / cm³ and less than or equal to 1.15 g / cm³, and the tensile strength of the second material is greater than or equal to 20 MPa and less than or equal to 80 MPa. Thus, the gearbox housing 19 manufactured using the second material is lightweight and has low manufacturing costs.

[0213] In another embodiment, the density of the second material is greater than or equal to 1.125 g / cm³ and less than or equal to 1.145 g / cm³. The tensile strength of the first material is greater than or equal to 30 MPa and less than or equal to 60 MPa.

[0214] In another embodiment, the density of the first material is greater than or equal to 1.13 g / cm³ and less than or equal to 1.14 g / cm³. The tensile strength of the first material is greater than or equal to 40 MPa and less than or equal to 50 MPa.

[0215] The above settings can further ensure the lightweight and low cost of the transmission housing 19.

[0216] In other embodiments, the density of the second material may be 1.128 g / cm³, 1.135 g / cm³, or 1.148 g / cm³. The tensile strength of the second material may be 35 MPa, 45 MPa, 55 MPa, 65 MPa, 70 MPa, or 75 MPa.

[0217] In this embodiment, the first material used for the suspension bracket 90 can be aluminum alloy, such as ZL111. The second material used for the transmission housing 19 can be plastic, such as PA6. Thus, on the one hand, using plastic material for the transmission housing 19 can greatly reduce the weight of the engine 100 and lower its cost. On the other hand, using aluminum alloy material for the suspension bracket 90 provides high strength and can support the installation of the engine 100 on the vehicle.

[0218] Please see Figure 39 and Figure 40 The suspension bracket 90 includes a fixing unit 91 and a damping unit 92. The fixing unit 91 is at least partially connected to the crankcase 14, and the damping unit 92 is connected to the fixing unit 91 and the vehicle frame. In this way, it can not only support the engine 100 to be mounted on the vehicle, but also reduce the transmission of vibration through the damping unit 92.

[0219] The fixing unit 91 includes at least a first fixing member 914, a second fixing member 915 and a third fixing member 916. The first fixing member 914, the second fixing member 915 and the third fixing member 916 are all connected to the crankcase 14 to securely install the suspension bracket 90 on the crankcase 14.

[0220] The first fixing member 914, the second fixing member 915, and the third fixing member 916 are arranged in a triangle, which improves the stability of the connection and enhances the firmness of the connection between the suspension bracket 90 and the crankcase 14. Of course, in other embodiments, the number and position of the fixing members can be set according to actual needs, for example, four, five, six, or more fixing members.

[0221] Please see Figure 38 and Figure 39The transmission housing 19 includes an air duct 191 and a transmission body 192. The transmission body 192 is at least partially connected to the crankcase 14. The air duct 191 is connected to the transmission body 192, and the air duct 191 and the oil cooler 32 are located on the same side of the crankcase 14. The first fixing member 914 and the second fixing member 915 are both exposed in the transmission housing 19, and the third fixing member 916 is located between the crankcase 14 and the air duct 191.

[0222] The plane containing the side of the transmission housing 19 away from the crankcase 14 is defined as the reference plane 105. The vertical distance from the end of the first fastener 914 near the transmission housing 19 to the reference plane 105 is defined as the first height 106. The vertical distance from the end of the second fastener 915 near the transmission housing 19 to the reference plane 105 is defined as the second height 107. The vertical distance from the end of the third fastener 916 near the transmission housing 19 to the reference plane 105 is defined as the third height 108. The first height 106 is equal to the second height 107, and the third height 108 is greater than both the first height 106 and the second height 107.

[0223] Thus, the third fixing member 916 is positioned further away from the transmission housing 19 than the first fixing member 914 and the second fixing member 915. Since the third fixing member 916 is located between the crankcase 14 and the air duct 191, the fact that the third fixing member 916 is positioned further away from the transmission housing 19 can better avoid the position of the air duct 191 and prevent interference between the third fixing member 916 and the air duct 191.

[0224] Please see Figure 40 The fixing unit 91 includes a first fixing platform 911, a second fixing platform 912, and a third fixing platform 913. The second fixing platform 912 is located between the first fixing platform 911 and the third fixing platform 913, and is connected to both the first fixing platform 911 and the third fixing platform 913. The first fixing platform 911, the second fixing platform 912, and the third fixing platform 913 are arranged in a basically stepped manner.

[0225] The first fixing member 914 and the second fixing member 915 are installed on the second fixing platform 912. The third fixing member 916 is installed on the third fixing platform 913.

[0226] The fixing unit 91 also includes a first reinforcing rib 917 and a second reinforcing rib 918. The first reinforcing rib 917 is connected to the first fixing platform 911 and the second fixing platform 912, respectively. The second reinforcing rib 918 is connected to the second fixing platform 912 and the third fixing platform 913, respectively. In this way, the overall structural strength of the suspension bracket 90 can be improved.

[0227] In this embodiment, there are two first reinforcing ribs 917 and one second reinforcing rib 918. In other embodiments, the number of first reinforcing ribs 917 may be one, three, four, or more. The number of second reinforcing ribs 918 may be two, three, four, or more.

[0228] Please see Figure 41 and Figure 42 The damping unit 92 includes a damping cylinder 921, a damping structure 922, and a fourth fixing member 9223. The outer periphery of the damping cylinder 921 is connected to the fixing unit 91. The damping structure 922 is at least partially installed inside the damping cylinder 921. The fourth fixing member 9223 is at least partially inserted through the damping structure 922 and locks the damping structure 922 inside the damping cylinder 921.

[0229] The vibration damping structure 922 includes a first damping sleeve 9221 and a second damping sleeve 9222. One end of the first damping sleeve 9221 extends into the damping cylinder 921, and the other end of the first damping sleeve 9221 is located outside the damping cylinder 921 and abuts against the damping cylinder 921. The second damping sleeve 9222 is disposed opposite to the first damping sleeve 9221. One end of the second damping sleeve 9222 extends into the damping cylinder 921 and abuts against the end of the first damping sleeve 9221, and the other end of the second damping sleeve 9222 is located outside the damping cylinder 921 and abuts against the damping cylinder 921. In this way, the vibration transmitted from the engine 100 through the damping cylinder 921 can be greatly reduced. The fourth fastener 9223 passes through the first damping rubber sleeve 9221 and the second damping rubber sleeve 9222, and locks the first damping rubber sleeve 9221 and the second damping rubber sleeve 9222 inside the damping cylinder 921.

[0230] Please see Figure 43 and Figure 44 The engine 100 also includes a valve train 40. The valve train 40 is at least partially located within the crankcase 14 and is connected to a crank-connecting rod mechanism 50. The crank-connecting rod mechanism 50 transmits power to the valve train 40, thereby driving the valve train 40 to operate.

[0231] The valve train 40 is installed inside the housing assembly 10. The valve train 40 includes a camshaft structure 41 and a timing drive structure 42.

[0232] The camshaft structure 41 is at least partially installed inside the cylinder head 12. One end of the timing drive structure 42 is sleeved on at least a portion of the crankshaft connecting rod mechanism 50, and the other end of the timing drive structure 42 is sleeved on at least a portion of the camshaft structure 41. The rotation of the crankshaft connecting rod mechanism 50 can drive the timing drive structure 42 to move, and the timing drive structure 42 drives the camshaft structure 41 to rotate. The crankshaft connecting rod mechanism 50 transmits power to the camshaft structure 41 through the timing drive structure 42.

[0233] The timing drive structure 42 includes a timing chain 43 and a tensioner 44. The timing chain 43 is wound around the camshaft structure 41 and the crankshaft connecting rod mechanism 50. The rotation of the crankshaft connecting rod mechanism 50 drives the timing chain 43 to move, and the timing chain 43 drives the camshaft structure 41 to rotate. The tensioner 44 is at least partially installed in the cylinder block 13 and is used to adjust the tension of the timing chain 43, keeping the timing chain 43 within a preset tension range. This ensures the tension of the timing chain 43 while reducing wear, thereby increasing its service life and reducing maintenance costs.

[0234] Please see Figure 45 The tensioner 44 is at least partially inserted into the cylinder block 13 and threadedly connected to the inner wall of the cylinder block 13. One end of the tensioner 44 abuts against the timing chain 43, and the other end abuts against the cylinder block 13. By using a threaded connection between the tensioner 44 and the cylinder block 13, the installation and removal of the tensioner 44 are facilitated, saving assembly time and reducing costs. This avoids the need for bolts, flanges, or other components to install the tensioner onto the cylinder block, which would result in a complex structure and cumbersome installation process. Furthermore, the threaded connection in this application also saves space occupied by the tensioner 44 after installation, reducing the weight of the engine 100.

[0235] Please see Figure 46 and Figure 47 The tensioner 44 includes a tension housing 441 and a tensioning assembly 442. The tension housing 441 has a tightening thread 4421 on its outer side. The tension housing 441 at least partially passes through the cylinder body 13 and is threadedly connected to the cylinder body 13 via the tightening thread 4421. The tensioning assembly 442 is at least partially installed within the tension housing 441 and is capable of axial movement along the tension housing 441 to adjust the timing chain 43. One end of the tensioning assembly 442 extends into the tension housing 441, and the other end abuts against the timing chain 43.

[0236] The length of the tightening thread 4421 along the axial direction of the tensioning housing 441 is L1, and the length of the tensioning housing 441 is L2. The ratio of L1 / L2 is greater than or equal to 0.15 and less than or equal to 0.35. This ensures the stable connection between the tensioner 44 and the cylinder body 13, prevents the tensioner 44 from detaching from the cylinder body 13, facilitates the installation and disassembly of the tensioner 44, saves assembly time, and reduces the space occupied by the tensioner 44 during installation.

[0237] If L1 / L2 is less than 0.15, the connection between the tensioner 44 and the cylinder body 13 is not strong enough, and the tensioner 44 is easy to detach from the cylinder body 13, making it impossible for the tensioner 44 to tension the timing chain 43. If L1 / L2 is greater than 0.35, the processing cost of the tensioner 44 and the cylinder body 13 is too high, wasting materials and requiring time for installation.

[0238] The L1 / L2 ratio can be adjusted according to actual conditions. In one embodiment, L1 / L2 is greater than or equal to 0.18 and less than or equal to 0.3. In another embodiment, L1 / L2 is greater than or equal to 0.2 and less than or equal to 0.25. These settings further ensure the secure connection between the tensioner 44 and the cylinder body 13.

[0239] Please see Figure 47 The tensioning housing 441 includes a connecting section 4411 and an abutment section 4412. A tightening thread 4421 is located on the outer periphery of the connecting section 4411. One end of the connecting section 4411 is connected to the abutment section 4412, and the other end of the connecting section 4411 passes through the cylinder body 13 and is threadedly connected to the cylinder body 13. The abutment section 4412 is located outside the cylinder body 13 and abuts against it. The abutment section 4412 facilitates limiting the distance the connecting section 4411 extends into the cylinder body 13, making the installation of the tensioner 44 quicker and more convenient.

[0240] In this embodiment, the connecting section 4411 and the abutting section 4412 are integrally formed, which facilitates the processing of the tensioning housing 441 and saves the assembly time of the tensioner 44. When installing the tensioner 44, it is not necessary to assemble the abutting section 4412 and the connecting section 4411 separately.

[0241] Please continue reading. Figure 47 The tensioning housing 441 includes a first receiving groove 4413, and the tensioning assembly 442 is at least partially installed in the first receiving groove 4413. The tensioning housing 441 has a first inner oil passage 4414 and a second inner oil passage 4415. One end of the first inner oil passage 4414 is connected to the main oil passage 17 of the engine, and the other end of the first inner oil passage 4414 is connected to the second inner oil passage 4415. The second inner oil passage 4415 is connected to both the first inner oil passage 4414 and the first receiving groove 4413. The engine oil in the main oil passage can flow through the first inner oil passage 4414 into the second inner oil passage 4415, and then into the first receiving groove 4413, so that the tensioning assembly 442 can move axially, press the tensioning plate 45, and thereby adjust the tension of the timing chain 43.

[0242] The tensioning assembly 442 includes a one-way valve unit 443, a plunger spring 445, an oil control plate 446, and a plunger 444. The one-way valve unit 443 is installed within a first receiving groove 4413. One end of the plunger 444 is located within the first receiving groove 4413, and the other end of the plunger 444 abuts against the tensioning plate 45. The plunger 444 has a second receiving groove 4443, which communicates with the first receiving groove 4413. The oil control plate 446 is located within the second receiving groove 4443 and abuts against the plunger 444. The plunger spring 445 is sleeved on at least a portion of the oil control plate 446, with one end of the plunger spring abutting against the one-way valve unit 443 and the other end abutting against the oil control plate 446.

[0243] A high-pressure chamber 447 is formed between the one-way valve unit 443 and the plunger 444. The engine oil from the main oil passage 17 enters the first receiving groove 4413 through the first inner oil passage 4414 and the second inner oil passage 4415. When the oil pressure is greater than the spring force of the plunger spring 445, the oil pushes open the one-way valve unit 443, enters the high-pressure chamber 447, and pushes out the plunger 444, causing the plunger 444 to move along the axial direction of the tensioning housing 441 toward the tensioning plate 45, thereby pressing the tensioning plate 45 and adjusting the timing chain 43.

[0244] The plunger 444 has an oil drain channel 4441 at the end near the timing chain 43. The high-pressure chamber 447 is connected to the oil drain channel 4441 through the oil control plate 446. The oil control plate 446 includes a labyrinth channel (not shown in the figure), which is connected to both the high-pressure chamber 447 and the oil drain channel 4441. The pressure in the high-pressure chamber 447 is adjusted by continuously draining oil.

[0245] Please continue reading. Figure 47 The tensioner 44 also includes a retaining plate 47. A retaining plate groove 4442 is provided on the outer periphery of the plunger 444. The retaining plate 47 is installed in the retaining plate groove 4442, which can prevent the plunger 444 from extending under the elastic force of the plunger spring 445 during transportation.

[0246] The tensioner 44 also includes a first limiting member 48 and a second limiting member 49. The first receiving groove 4413 has a first mounting groove 4416 and a second mounting groove 4417 formed in its groove wall. The first mounting groove 4416 is located on the side of the second mounting groove 4417 away from the timing chain 43. The first limiting member 48 is sleeved around the plunger 444 and is located within the first mounting groove 4416. The second limiting member 49 is sleeved around the plunger 444 and is located within the second mounting groove 4417. The first limiting member 48 and the second limiting member 49 can limit the axial movement distance of the plunger 444 along the tensioning housing 441.

[0247] Please see Figure 44 and Figure 45 The timing drive structure 42 also includes a tension plate 45, which is at least partially located within the cylinder block 13 and positioned between the tensioner 44 and the timing chain 43. The tension plate 45 is connected to the timing chain 43. One end of the tensioning assembly 442 is located within the tensioning housing 441, and the other end of the tensioning assembly 442 abuts against the tension plate 45. This allows for adjustment of the tension of the timing chain 43 through the engagement of the tension plate 45, thereby reducing wear on the timing chain 43 and extending its service life.

[0248] The timing drive structure 42 also includes a guide plate 46, which is at least partially located within and connected to the cylinder body 13. The guide plate 46 is located on the side of the timing chain 43 away from the tensioner plate 45 and is connected to the timing chain 43. The guide plate 46 guides the movement of the timing chain 43, making its movement smoother.

[0249] The technical features of the embodiments described above can be combined arbitrarily. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as the combination of these technical features does not contradict each other, it should be considered within the scope of this specification. The embodiments described above only illustrate several implementation methods of this application, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make several modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. An engine, comprising: Housing assembly, the housing assembly including crankcase; A crank-connecting rod mechanism, wherein the crank-connecting rod mechanism is at least partially installed within the crankcase; A valve train mechanism, at least partially located within the crankcase and connected to the crank-connecting rod mechanism; A transmission mechanism, at least partially located within the crankcase and connected to the crank-connecting rod mechanism; the transmission mechanism includes a transmission drum assembly, a shift fork assembly, a transmission gear set, and a shift gear set, the shift fork assembly being connected to the transmission drum assembly and the transmission gear set respectively, and the shift gear set being located at the end of the transmission drum assembly; The engine is characterized in that it further includes: A first cylinder block, wherein the first cylinder block is disposed along a first direction; The second cylinder is arranged along a second direction, and the first direction and the second direction intersect at an angle to form a preset angle. A starter motor is at least partially disposed within the angle range formed by the first direction and the second direction; The shift gear set includes: A shift drive gear unit, which is at least partially connected to the crankcase; A shift driven gear unit is located at one end of the transmission drum assembly and is connected to the transmission drum assembly and can drive the transmission drum assembly to rotate. The shift driven gear unit is at least partially meshed with the shift driving gear unit so that the shift driving gear unit can drive the shift driven gear unit to rotate.

2. The engine of claim 1, wherein The crank-connecting rod mechanism includes a crankshaft flywheel structure, and the engine further includes: An overrunning clutch is sleeved on the crankshaft flywheel structure and connected to the crankshaft flywheel structure; A double gear set, which is installed inside the crankcase and connected to the starter motor; A transition gear set is installed inside the crankcase and located between the double gear set and the overrunning clutch, and is connected to the double gear set and the overrunning clutch respectively.

3. The engine of claim 2, wherein A plane passing through the axis of the starter motor and the axis of the double gear set is defined as a first plane; a plane passing through the axis of the double gear set and the axis of the transition gear set is defined as a second plane; a plane passing through the axis of the transition gear set and the axis of the overrunning clutch is defined as a third plane; and a straight line extending along the vertical direction of the engine is defined as a reference straight line. Wherein, the angle between the first plane and the reference line is greater than or equal to 0 degrees and less than or equal to 30 degrees; the angle between the second plane and the reference line is greater than or equal to 20 degrees and less than or equal to 60 degrees; and the angle between the third plane and the reference line is greater than or equal to 0 degrees and less than or equal to 45 degrees.

4. The engine of claim 2, wherein The vertical distance between the axis of the starter motor and the axis of the double gear set is M1, the vertical distance between the axis of the double gear set and the axis of the transition gear set is M2, and the vertical distance between the axis of the transition gear set and the axis of the overrunning clutch is M3. Among them, M2 / M1 is greater than or equal to 0.6 and less than or equal to 1; M2 / M3 is greater than or equal to 0.2 and less than or equal to 0.

5.

5. The engine of claim 2, wherein The double gear set includes a primary double gear and a secondary double gear that mesh with each other; the transition gear set includes a transition gear; the overrunning clutch includes a driven gear; the driven gear is sleeved on the crankshaft flywheel structure and connected to the crankshaft flywheel structure. The primary double gear meshes with the output shaft of the starter motor, the secondary double gear meshes with the intermediate gear, and the intermediate gear meshes with the driven gear.

6. The engine of claim 1, wherein The engine also includes: A cooling system, at least partially located within the housing assembly, the cooling system including an oil cooler connected to the crankcase; The oil cooler includes a water circuit and an oil circuit, both of which are located inside the crankcase.

7. The engine of claim 6, wherein The crankcase includes: First box; The second housing is covered on one side of the first housing and connected to the first housing, and the oil cooler is at least partially installed on the second housing; A accommodating chamber is formed between the first box and the second box.

8. The engine of claim 7, wherein The engine also includes: An oil filter, wherein the oil filter and the oil cooler are located on the same side of the crankcase, and the oil filter is at least partially connected to the first housing. A water pump, at least partially connected to the first housing; An oil pump, which is at least partially connected to the first housing.

9. The engine of claim 8, wherein, The water pump includes a first outlet, the oil cooler includes a second inlet and a second outlet; the water circuit includes: The first water channel is arranged around the periphery of the oil filter, and one end of the first water channel is connected to the first water outlet, and the other end of the first water channel is connected to the second water inlet. The second water channel is located on the side of the second housing away from the first housing, with one end of the second water channel connected to the second water outlet and the other end of the second water channel connected to the engine water jacket.

10. The engine of claim 9, wherein, The oil filter further includes a first oil inlet, the oil cooler includes a second oil outlet, and the oil passage includes: The first oil passage is located in the accommodating cavity, and one end of the first oil passage is connected to the first oil inlet, and the other end of the first oil passage is connected to the oil pump. The second oil passage is located on the side of the second housing away from the first housing, with one end of the second oil passage connected to the second oil outlet and the other end of the second oil passage connected to the engine main oil passage.

11. The engine of claim 10, wherein The engine also includes: A first baffle unit is located within the accommodating cavity and is connected to both the first housing and the second housing. The second baffle unit is located on the second housing and connected to the second housing, and the second baffle unit is located between the oil cooler and the main oil passage of the engine; The first baffle unit and the crankcase form the first oil passage, and the second baffle unit and the second housing form the second oil passage.

12. The engine of claim 11, wherein, The engine also includes: The third baffle unit is located inside the crankcase and surrounds the oil filter, and is connected to the crankcase. A fourth baffle unit is located on and connected to the second housing, and is located between the oil cooler and the engine water jacket. The third baffle unit and the crankcase form the first water channel, and the fourth baffle unit and the second housing form the second water channel.

13. The engine of claim 12, wherein, The second water inlet, the second water outlet, the second oil inlet, and the second oil outlet are all located on the same side of the oil cooler, and the second water inlet, the second water outlet, the second oil inlet, and the second oil outlet are arranged in a matrix.

14. The engine of claim 8, wherein, The engine also includes: A lubrication system, at least partially located within the housing assembly, the lubrication system including an oil pump at least partially mounted within the crankcase; The oil cooler includes a water passage and an oil passage, both of which are located inside the crankcase. The coolant from the water pump can enter the oil cooler and the engine water jacket through the water passage. The oil from the oil pump can enter the oil cooler and the engine main oil passage through the oil passage.

15. The engine of claim 14, wherein, The lubrication system also includes: An oil filter, wherein the oil filter and the oil cooler are located on the same side of the crankcase, and the oil filter is at least partially connected to the first housing. The oil filter includes a first oil outlet, and the oil cooler includes a second oil inlet. The first oil outlet and the second oil inlet are connected. The oil in the oil filter can flow out through the first oil outlet and enter the oil cooler through the second oil inlet. The water channel is at least partially arranged around the periphery of the oil filter.

16. The engine of claim 15, wherein, The housing assembly also includes an oil pan, which is integrally formed with the crankcase. The oil pan includes an oil reservoir and an oil suction port. The oil suction port is located at the lowest point of the oil pan in the vertical direction. The oil reservoir is located between the oil pump and the oil suction port, and the oil reservoir is connected to both the oil pump and the oil suction port.

17. The engine according to claim 1, characterized in that, The shift drive gear unit includes a shift drive gear, and the shift driven gear unit includes: A shaft assembly, located at one end of the gear shift drum assembly and connected to the gear shift drum assembly; A shift driven gear is sleeved on the shaft assembly and meshes with the shift driving gear.

18. The engine of claim 17, wherein, The shaft assembly includes: A shift shaft, wherein the shift driven gear is sleeved on the shift shaft; A shift shim, the shift shim being located between the transmission drum assembly and the shift shaft; Fasteners are sequentially inserted through the shift shaft, the shift washer, and the transmission drum assembly, and lock the shift driven gear unit to the transmission drum assembly.

19. The engine of claim 18, wherein The shift driven gear unit also includes: The first abutting piece is fitted onto the fastener; The second abutment plate is sleeved on the shift shaft; A first elastic element is sleeved on the shift shaft, and the first elastic element is at least partially located between the first abutment plate and the second abutment plate, and the first elastic element is at least partially inserted into and confined within the shift pad.

20. The engine of claim 19, wherein, The shift pad has a through groove, and the first elastic element extends at least partially into the through groove and abuts against the groove wall.

21. The engine of claim 20, wherein, The shift driven gear includes: Gear section, which meshes with the shift drive gear; A mating part is located on the side of the gear part away from the shift drive gear and is connected to the gear part.

22. The engine of claim 21, wherein, The mating part includes: A first reinforcing part, one end of which is connected to the gear part; The second reinforcing part has one end connected to the gear part, and the first reinforcing part and the second reinforcing part are spaced apart. The first elastic element passes at least partially between the first reinforcing part and the second reinforcing part and extends into the through groove.

23. The engine of claim 1, wherein, The shift fork assembly includes: The shift fork shaft is located between the shift drum assembly and the shift gear set; The first shift fork has two ends connected to the gear shift drum assembly and the gear shift gear set, respectively. The second shift fork is axially spaced from the first shift fork along the shift fork shaft, and both ends of the second shift fork are respectively connected to the gear drum assembly and the gear set. A limiting block is located on the side of the second shift fork away from the first shift fork and is sleeved on the shift fork shaft. One end of the limiting block is connected to the gear shift drum assembly.

24. The engine of claim 23, wherein, The shift fork assembly also includes: The second elastic element is sleeved on the shift fork shaft and is located between the first shift fork and the second shift fork, and abuts against the first shift fork and the second shift fork respectively. The third elastic element is sleeved on the shift fork shaft and is located between the second shift fork and the limiting block, and abuts against the second shift fork and the limiting block respectively.

25. The engine of claim 1, wherein, The speed-changing mechanism further includes a positioning component, the positioning component comprising: A positioning star wheel is sleeved on the gear shift drum assembly and connected to the gear shift drum assembly; A rocker arm unit, one end of which is connected to the crankcase, and the other end of which can engage with the positioning star wheel for limiting.

26. The engine of claim 1, wherein The speed change mechanism further includes a transmission gear set, which includes a driving gear unit and a driven gear unit that mesh with each other, and the transmission gear set meshes at least partially with the driven gear unit; The driven gear unit includes a reverse driven sprocket, the driving gear unit includes a reverse driving sprocket, and the transmission mechanism also includes a reverse chain, one end of which is wound around the reverse driving sprocket, and the other end of which is wound around the reverse driven sprocket.

27. The engine of claim 1, wherein The speed-changing mechanism also includes: A positioning component, which is at least partially fitted onto the gear shift drum assembly.

28. The engine of claim 27, wherein, The driven gear unit includes a parking gear, and the transmission mechanism further includes: A parking assembly, which is at least partially fitted onto the transmission drum assembly and located between the positioning assembly and the shift gear set, wherein at least part of the parking assembly is capable of meshing with the parking gear.

29. The engine of claim 28, wherein, The parking assembly includes: A parking cam is sleeved on the transmission drum assembly and connected to the transmission drum assembly; A parking rocker arm is sleeved on the parking cam, and the end of the parking rocker arm away from the transmission drum assembly can mesh with the parking gear.

30. The engine of claim 28, wherein, The positioning component includes: A positioning star wheel is sleeved on the gear shift drum assembly and connected to the gear shift drum assembly; A rocker arm unit, one end of which is connected to the crankcase, and the other end of which can engage with the positioning star wheel for limiting. The positioning star wheel and the parking cam are integrally formed.

31. The engine of claim 26, wherein The speed-changing mechanism also includes: An output shaft assembly is inserted into and connected to the transmission gear set.

32. The engine according to claim 31, characterized in that, The transmission gear set includes: A driving bevel gear unit meshes with a driven gear unit; a driven bevel gear unit meshes with a driving bevel gear unit. The output shaft assembly passes through the driven bevel gear unit and is connected to the driven bevel gear unit.

33. The engine of claim 1, wherein, The housing assembly also includes an oil pan located below and connected to the crankcase; the engine also includes a lubrication system at least partially located within the housing assembly, the lubrication system including an oil pump at least partially mounted within the crankcase; The engine also includes an oil intake port, which is located at the lowest point of the oil pan in the vertical direction, and the oil pump can pump oil into the oil through the oil intake port.

34. The engine of claim 33, wherein, The oil pump includes an oil pump rotor chamber with a diameter of D, and the vertical distance from the center of the oil pump to the oil suction port is H. The ratio of D to H is greater than or equal to 0.45 and less than or equal to 0.

85.

35. The engine of claim 34, wherein, The ratio of D to H is greater than or equal to 0.5 and less than or equal to 0.

75.

36. The engine of claim 35, wherein, The ratio of D to H is greater than or equal to 0.55 and less than or equal to 0.

7.

37. The engine of claim 33, wherein The oil pan is integrally formed with the crankcase.

38. The engine of claim 33, wherein, The engine also includes: A pressure relief valve, which is at least partially connected to the oil pump.

39. An engine comprising: Housing assembly, the housing assembly including crankcase; A crank-connecting rod mechanism, which is at least partially mounted on the crankcase; A valve train mechanism, at least partially located within the crankcase and connected to the crank-connecting rod mechanism; A transmission mechanism, at least partially located within the crankcase and connected to the crank-connecting rod mechanism; The engine is characterized in that it further includes: A first cylinder block, wherein the first cylinder block is disposed along a first direction; The second cylinder is arranged along a second direction, and the first direction and the second direction intersect at an angle to form a preset angle. A starter motor is at least partially disposed within the angle range formed by the first direction and the second direction; A cooling system, at least partially located within the housing assembly, the cooling system including an oil cooler connected to the crankcase; The oil cooler includes a water circuit and an oil circuit, both of which are located inside the crankcase.

40. The engine of claim 39, wherein, The crank-connecting rod mechanism includes a crankshaft flywheel structure, and the engine further includes: An overrunning clutch is sleeved on the crankshaft flywheel structure and connected to the crankshaft flywheel structure; A double gear set, which is installed inside the crankcase and connected to the starter motor; A transition gear set is installed inside the crankcase and located between the double gear set and the overrunning clutch, and is connected to the double gear set and the overrunning clutch respectively.

41. The engine of claim 40, wherein, A plane passing through the axis of the starter motor and the axis of the double gear set is defined as a first plane; a plane passing through the axis of the double gear set and the axis of the transition gear set is defined as a second plane; a plane passing through the axis of the transition gear set and the axis of the overrunning clutch is defined as a third plane; and a straight line extending along the vertical direction of the engine is defined as a reference straight line. Wherein, the angle between the first plane and the reference line is greater than or equal to 0 degrees and less than or equal to 30 degrees; the angle between the second plane and the reference line is greater than or equal to 20 degrees and less than or equal to 60 degrees; and the angle between the third plane and the reference line is greater than or equal to 0 degrees and less than or equal to 45 degrees.

42. The engine of claim 40, wherein, The vertical distance between the axis of the starter motor and the axis of the double gear set is M1, the vertical distance between the axis of the double gear set and the axis of the transition gear set is M2, and the vertical distance between the axis of the transition gear set and the axis of the overrunning clutch is M3. Among them, M2 / M1 is greater than or equal to 0.6 and less than or equal to 1; M2 / M3 is greater than or equal to 0.2 and less than or equal to 0.

5.

43. The engine of claim 40, wherein, The double gear set includes a primary double gear and a secondary double gear that mesh with each other; the transition gear set includes a transition gear; the overrunning clutch includes a driven gear; the driven gear is sleeved on the crankshaft flywheel structure and connected to the crankshaft flywheel structure. The primary double gear meshes with the output shaft of the starter motor, the secondary double gear meshes with the intermediate gear, and the intermediate gear meshes with the driven gear.

44. The engine of claim 43, wherein, The crankcase includes: First box; The second housing is covered on one side of the first housing and connected to the first housing, and the oil cooler is at least partially installed on the second housing; A accommodating chamber is formed between the first box and the second box.

45. The engine of claim 44, wherein, The engine also includes: An oil filter, wherein the oil filter and the oil cooler are located on the same side of the crankcase, and the oil filter is at least partially connected to the first housing. A water pump, at least partially connected to the first housing; An oil pump, which is at least partially connected to the first housing.

46. The engine of claim 45, wherein The water pump includes a first outlet, the oil cooler includes a second inlet and a second outlet; the water circuit includes: The first water channel is arranged around the periphery of the oil filter, and one end of the first water channel is connected to the first water outlet, and the other end of the first water channel is connected to the second water inlet. The second water channel is located on the side of the second housing away from the first housing, with one end of the second water channel connected to the second water outlet and the other end of the second water channel connected to the engine water jacket.

47. The engine of claim 45, wherein, The oil filter further includes a first oil inlet, the oil cooler includes a second oil outlet, and the oil passage includes: The first oil passage is located in the accommodating cavity, and one end of the first oil passage is connected to the first oil inlet, and the other end of the first oil passage is connected to the oil pump. The second oil passage is located on the side of the second housing away from the first housing, with one end of the second oil passage connected to the second oil outlet and the other end of the second oil passage connected to the engine main oil passage.

48. The engine of claim 46, wherein, The engine also includes: A lubrication system, at least partially located within the housing assembly, the lubrication system including an oil pump at least partially mounted within the crankcase; The coolant from the water pump can enter the oil cooler and the engine water jacket through the water passage; the oil from the oil pump can enter the oil cooler and the engine main oil passage through the oil passage.

49. The engine of claim 48, wherein, The crankcase includes: First box; The second housing is covered on one side of the first housing and connected to the first housing, and the oil cooler is at least partially installed on the second housing; A accommodating chamber is formed between the first box and the second box.

50. The engine of claim 49, wherein, The lubrication system also includes: An oil filter, wherein the oil filter and the oil cooler are located on the same side of the crankcase, and the oil filter is at least partially connected to the first housing. The oil filter includes a first oil outlet, and the oil cooler includes a second oil inlet. The first oil outlet and the second oil inlet are connected. The oil in the oil filter can flow out through the first oil outlet and enter the oil cooler through the second oil inlet.

51. The engine of claim 50, wherein, The water channel is at least partially enclosing the periphery of the oil filter.

52. The engine of claim 50, wherein, The oil filter further includes a first oil inlet, the oil cooler includes a second oil outlet, and the oil passage includes: The first oil passage is located in the accommodating cavity, and one end of the first oil passage is connected to the first oil inlet, and the other end of the first oil passage is connected to the oil pump. The second oil passage is located on the side of the second housing away from the first housing, with one end of the second oil passage connected to the second oil outlet and the other end of the second oil passage connected to the engine main oil passage.

53. The engine of claim 52, wherein, The engine also includes: A first baffle unit is located within the accommodating cavity and is connected to both the first housing and the second housing. The second baffle unit is located on the second housing and connected to the second housing, and the second baffle unit is located between the oil cooler and the main oil passage of the engine; The first baffle unit and the crankcase form the first oil passage, and the second baffle unit and the second housing form the second oil passage.

54. The engine of claim 52, wherein, The water pump includes a first outlet, the oil cooler includes a second inlet and a second outlet; the water circuit includes: The first water channel is arranged around the periphery of the oil filter, and one end of the first water channel is connected to the first water outlet, and the other end of the first water channel is connected to the second water inlet. The second water channel is located on the side of the second housing away from the first housing, and one end of the second water channel is connected to the second water outlet, while the other end of the second water channel is connected to the engine water jacket.

55. The engine of claim 53, wherein, The engine also includes: The third baffle unit is located inside the crankcase and surrounds the oil filter, and is connected to the crankcase. A fourth baffle unit is located on and connected to the second housing, and is located between the oil cooler and the engine water jacket. The third baffle unit and the crankcase form the first water channel, and the fourth baffle unit and the second housing form the second water channel.

56. The engine of claim 54, wherein, The second water inlet, the second water outlet, the second oil inlet, and the second oil outlet are all located on the same side of the oil cooler, and the second water inlet, the second water outlet, the second oil inlet, and the second oil outlet are arranged in a matrix.

57. The engine of claim 48, wherein, The housing assembly also includes an oil pan, which is integrally formed with the crankcase. The oil pan includes an oil reservoir and an oil suction port. The oil suction port is located at the lowest point of the oil pan in the vertical direction. The oil reservoir is located between the oil pump and the oil suction port, and the oil reservoir is connected to both the oil pump and the oil suction port.

58. The engine of claim 39, wherein, The housing assembly also includes an oil pan located below and connected to the crankcase; the engine also includes a lubrication system at least partially located within the housing assembly, the lubrication system including an oil pump at least partially mounted within the crankcase; The engine also includes an oil intake port, which is located at the lowest point of the oil pan in the vertical direction, and the oil pump can pump oil into the oil through the oil intake port.

59. The engine of claim 58, wherein, The oil pump includes an oil pump rotor chamber with a diameter of D, and the vertical distance from the center of the oil pump to the oil suction port is H. The ratio of D to H is greater than or equal to 0.45 and less than or equal to 0.

85.

60. The engine of claim 59, wherein, The ratio of D to H is greater than or equal to 0.5 and less than or equal to 0.

75.

61. The engine of claim 60, wherein, The ratio of D to H is greater than or equal to 0.55 and less than or equal to 0.

7.

62. The engine of claim 58, wherein, The oil pan is integrally formed with the crankcase.

63. The engine according to claim 58, characterized in that, The engine also includes: A pressure relief valve, which is at least partially connected to the oil pump.

64. The engine of claim 58, wherein, The speed-changing mechanism also includes: Variable speed drum assembly; A positioning component, which is at least partially sleeved on the transmission drum assembly; A parking assembly, which is at least partially fitted onto the transmission drum assembly, and the parking assembly is located on the side of the positioning assembly away from the inner wall of the crankcase; A shift gear set, which is at least partially fitted onto the transmission drum assembly, and the shift gear set is located on the side of the parking assembly away from the positioning assembly.

65. The engine of claim 64, wherein, The shift gear set includes: A shift drive gear unit, which is at least partially connected to the crankcase; A shift driven gear unit, wherein the shift driven gear unit is sleeved on the transmission drum assembly, and the shift driven gear unit at least partially meshes with the shift driving gear unit; The shift drive gear unit can drive the shift driven gear unit to rotate, and the shift driven gear unit drives the transmission drum assembly to rotate.

66. The engine of claim 65, wherein, The shift drive gear unit includes a shift drive gear, and the shift driven gear unit includes a shift driven gear, the shift driven gear comprising: Gear section, which meshes with the shift drive gear; A mating part is located on the side of the gear part away from the shift drive gear and is connected to the gear part.

67. The engine of claim 66, wherein, The mating part has a through groove, and the shift driven gear unit also includes a first elastic element. The first elastic element is sleeved on the gear shift drum assembly and is located between the shift driven gear and the parking assembly. The first elastic element is at least partially inserted and confined within the through groove.

68. The engine of claim 64, wherein, The speed change mechanism further includes a speed change gear set, which includes: A drive gear unit, which is at least partially connected to the crank-connecting rod mechanism; A driven gear unit meshes with the driving gear unit, and the driven gear unit includes a parking gear.

69. The engine of claim 68, wherein, The parking assembly includes: A parking cam is sleeved on the transmission drum assembly and connected to the transmission drum assembly; A parking rocker arm is sleeved on the parking cam, and the end of the parking rocker arm away from the transmission drum assembly can mesh with the parking gear.

70. The engine of claim 69, wherein The positioning component includes: A positioning star wheel is sleeved on the gear shift drum assembly and connected to the gear shift drum assembly; A rocker arm unit, one end of which is connected to the crankcase, and the other end of which can engage with the positioning star wheel for limiting. The positioning star wheel and the parking cam are integrally formed.

71. The engine of claim 68, wherein The transmission mechanism further includes a shift fork assembly, the shift fork assembly comprising: The shift fork shaft is located between the shift drum assembly and the shift gear set; The first shift fork has two ends connected to the gear shift drum assembly and the gear shift gear set, respectively. The second shift fork is axially spaced from the first shift fork along the shift fork shaft, and both ends of the second shift fork are respectively connected to the gear drum assembly and the gear set. A limiting seat is located on the side of the first shift fork away from the second shift fork and is sleeved on the shift fork shaft; A limiting block is located between the first shift fork and the second shift fork and is sleeved on the shift fork shaft, with one end of the limiting block connected to the gear shift drum assembly.

72. The engine of claim 71, wherein, The shift fork assembly also includes: The second elastic element is sleeved on the shift fork shaft and is located between the limiting seat and the first shift fork, and abuts against the limiting seat and the first shift fork respectively. The third elastic element is sleeved on the shift fork shaft and is located between the first shift fork and the limiting block, and abuts against the first shift fork and the limiting block respectively. A fourth elastic element is sleeved on the shift fork shaft and located between the limiting block and the second shift fork, and abuts against the limiting block and the second shift fork respectively.

73. The engine of claim 71, wherein The gear shift drum assembly has a first type of groove, a second type of groove, and a third type of groove sequentially opened along its own axial direction. One end of the first shift fork extends into the first type of groove, one end of the limiting block extends into the second type of groove, and one end of the second shift fork extends into the third type of groove.

74. The engine of claim 65, wherein, The speed-changing mechanism further includes a positioning component, the positioning component comprising: A positioning star wheel is sleeved on the gear shift drum assembly and connected to the gear shift drum assembly; A rocker arm unit, one end of which is connected to the crankcase, and the other end of which can engage with the positioning star wheel for limiting.

75. The engine according to claim 65, characterized in that, The housing assembly includes a cylinder block, and the valve train includes a camshaft structure and a timing drive structure. One end of the timing drive structure is fitted onto at least a portion of the crank-connecting rod mechanism, and the other end of the timing drive structure is fitted onto at least a portion of the camshaft structure. The timing drive structure includes: A timing chain, wherein the timing chain is wound around the camshaft structure and the crank-connecting rod mechanism respectively; The tensioner includes a tensioning housing with a tightening thread on its outer side. The tensioning housing is at least partially inserted through the cylinder body and is threadedly connected to the cylinder body via the tightening thread.

76. The engine of claim 75, wherein, The length of the tightening thread along the axial direction of the tensioning shell is L1, and the length of the tensioning shell is L2. The ratio of L1 / L2 is greater than or equal to 0.15 and less than or equal to 0.

35.

77. The engine of claim 76, wherein, The tensioning shell includes: The connecting section has a tightening thread on its outer periphery, and the connecting section passes through the cylinder body and is threadedly connected to the cylinder body. The abutting section is connected to the connecting section and is located outside the cylinder body, abutting against the cylinder body.

78. The engine of claim 77, wherein The connecting section and the abutting section are integrally formed.

79. The engine of claim 75, wherein, The tensioner also includes: The tensioning assembly has one end extending into the tensioning housing and the other end abutting against the timing chain.

80. The engine of claim 79, wherein, The engine also includes a main oil passage. The tensioning housing includes a first receiving groove, a first inner oil passage, and a second inner oil passage. The tensioning assembly is at least partially installed in the first receiving groove. One end of the first inner oil passage is connected to the main oil passage of the engine, and the other end of the first inner oil passage is connected to the second inner oil passage. The second inner oil passage is connected to both the first inner oil passage and the first receiving groove. The engine oil in the main oil passage can flow into the second inner oil passage through the first inner oil passage, and then into the first receiving groove to drive the tensioning assembly to move.

81. The engine of claim 80, wherein, The tensioning component includes: A one-way valve unit, wherein the one-way valve unit is installed in the first receiving groove; A plunger, one end of which is located in the first receiving groove, and the other end of which abuts against the timing chain. The plunger also has a second receiving groove, which communicates with the first receiving groove. An oil control plate is located within the second receiving groove and abuts against the plunger. A plunger spring is sleeved on at least a portion of the oil control disc, with one end of the plunger spring abutting against the one-way valve unit and the other end of the plunger spring abutting against the oil control disc.

82. The engine of claim 81, wherein, A high-pressure chamber is formed between the one-way valve unit and the plunger, and an oil drain channel is also provided at the end of the plunger near the timing chain; the high-pressure chamber is connected to the oil drain channel through the oil control plate.

83. The engine of claim 75, wherein, The timing transmission structure also includes: The tension plate is at least partially located within the cylinder body and is situated between the tensioner and the timing chain, and is connected to the timing chain.

84. The engine of claim 83, wherein, The timing transmission structure also includes: A guide plate, at least partially located within and connected to the cylinder body, and located on the side of the timing chain away from the tensioner plate, and connected to the timing chain.

85. The engine of claim 65, wherein, The crank-connecting rod mechanism includes a crankshaft-flywheel structure; the crankshaft-flywheel structure includes: A crankshaft, at least partially mounted within the crankcase; A connecting structure, which is at least partially disposed at the end of the crankshaft and extends outward from inside the crankcase to a predetermined length.

86. The engine of claim 85, wherein, The crankshaft and the connecting structure are integrally formed.

87. The engine of claim 85, wherein, The connection structure includes a spline, and an external motor unit can be connected to the spline of the connection structure and drive the crankshaft to rotate through the spline.

88. The engine of claim 87, wherein, The ratio of the length of the spline along the crankshaft axis to the torque required to rotate the crankshaft is greater than or equal to 0.15 and less than or equal to 0.

35.

89. The engine of claim 87, wherein, The ratio of the length of the spline along the crankshaft axial direction to the radius of the spline along the crankshaft radial direction is greater than or equal to 0.25 and less than or equal to 0.

55.

90. The engine of claim 87, wherein, The spline can be any one of involute spline, rectangular spline, triangular spline or trapezoidal spline.

91. The engine of claim 85, wherein, An external motor unit can be connected to the connection structure; the external motor unit includes: Motor body; A transmission fixture, one end of which is fitted onto and connected to the connecting structure, and the other end of which is connected to the motor body.

92. The engine of claim 91, wherein, The connecting structure has a slot, and the transmission tooling has a connecting block. The connecting block is inserted into the slot and engages with the connecting structure.

93. The engine of claim 91, wherein, The engine also includes: A magneto, which is at least partially mounted on the crankshaft; A gasket is sleeved on the connecting structure, the gasket is located between the transmission tooling and the magneto, and abuts against the transmission tooling and the magneto respectively; A clamping member, one end of which is sequentially inserted through the transmission fixture, the connecting structure, and the crankshaft, and connected to the crankshaft; the other end of the clamping member abuts against the end of the transmission fixture away from the crankshaft, so as to limit and clamp the transmission fixture and the magneto.

94. The engine of claim 85, wherein, The crankshaft includes: body segment; A conical segment, one end of which is connected to the body segment, and the other end of which is connected to the connecting structure; Along the axial direction of the crankshaft, and from the conical section to the body section, the diameter of the conical section tends to increase, and the diameter of the connecting structure is smaller than the minimum diameter of the conical section.

95. The engine of claim 65, wherein, The housing assembly also includes a transmission housing located on one side of the crankcase and connected to the crankcase; the crankshaft connecting rod mechanism includes a crankshaft flywheel structure; the valve train is connected to the crankshaft flywheel structure; the transmission mechanism is connected to the crankshaft flywheel structure; the engine also includes a mounting bracket detachably connected to the crankcase. The suspension bracket is formed from a first material, and the transmission housing is formed from a second material. The density of the first material is greater than that of the second material, and the strength of the first material is greater than that of the second material.

96. The engine of claim 95, wherein, The density of the first material is greater than or equal to 2.5 g / cm³ and less than or equal to 2.9 g / cm³, and the density of the second material is greater than or equal to 1.12 g / cm³ and less than or equal to 1.15 g / cm³.

97. The engine of claim 95, wherein, The tensile strength of the first material is greater than or equal to 315 MPa and less than or equal to 560 MPa, and the tensile strength of the second material is greater than or equal to 20 MPa and less than or equal to 80 MPa.

98. The engine of claim 95, wherein, The suspension bracket includes: A fixing unit, which is at least partially connected to the crankcase; A shock-absorbing unit is connected to the fixed unit.

99. The engine of claim 98, wherein, The fixing unit includes at least: A first fixing member is connected to the crankcase; The second fixing member is connected to the crankcase; The third fixing member is connected to the crankcase; The first fixing member, the second fixing member, and the third fixing member are arranged in a triangle.

100. The engine of claim 99, wherein, The fixing unit further includes: A first fixed platform is connected to the vibration damping unit; The third fixing platform, and the third fixing member is installed on the third fixing platform; The second fixed platform is located between the first fixed platform and the third fixed platform, and is connected to the first fixed platform and the third fixed platform respectively; the first fixing member and the second fixing member are installed on the second fixed platform.

101. The engine of claim 100, wherein, The transmission housing includes: A gearbox body, at least partially connected to the crankcase; An air duct, which is connected to the gearbox body; The first and second fixing members are both exposed outside the transmission housing, and the third fixing member is located between the crankcase and the air duct.

102. The engine of claim 99, wherein, The plane containing the side of the transmission housing away from the crankcase is defined as the reference plane. The vertical distance from the end of the first fixing member near the transmission housing to the reference plane is defined as the first height. The vertical distance from the end of the second fixing member near the transmission housing to the reference plane is defined as the second height. The vertical distance from the end of the third fixing member near the transmission housing to the reference plane is defined as the third height. The third height is greater than the first height and the second height.

103. The engine of claim 98, wherein, The damping unit includes: A shock absorber, the outer periphery of which is connected to the fixing unit; A shock-absorbing structure, wherein the shock-absorbing structure is at least partially installed inside the shock-absorbing cylinder; A fourth fixing member, which is at least partially inserted through the shock-absorbing structure and locks the shock-absorbing structure inside the shock-absorbing cylinder.

104. The engine of claim 103, wherein, The damping structure includes: The first shock-absorbing rubber sleeve has one end extending into the shock-absorbing cylinder and the other end located outside the shock-absorbing cylinder and abutting against the shock-absorbing cylinder. The second shock-absorbing rubber sleeve is disposed opposite to the first shock-absorbing rubber sleeve. One end of the second shock-absorbing rubber sleeve extends into the shock-absorbing cylinder and abuts against the end of the first shock-absorbing rubber sleeve. The other end of the second shock-absorbing rubber sleeve is located outside the shock-absorbing cylinder and abuts against the shock-absorbing cylinder.

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