Integrated engine structure

Abstract

The utility model relates to an integrated engine structure and relates to the technical field of engines, the integrated engine structure comprises a box body, a clutch assembly, a crankshaft assembly and an engine main body, the crankshaft assembly and the clutch assembly are arranged in the box body in a matched connection mode, and a crankshaft cavity and a clutch cavity are formed in the box body; at least one end of the crankshaft is connected with a crankshaft driving disc, the clutch assembly is provided with a clutch driven disc in matched transmission with the crankshaft driving disc, a connecting channel is arranged in the box body corresponding to the connecting position of the crankshaft driving disc and the clutch driven disc and is communicated with the two cavities, and the connecting channel is connected with an engine oil pump. The box body is integrated to provide a unified installation space for the engine body and the clutch assembly, an access hole is formed in the box body, and cooling fins are arranged outside the box body. The internal structure layout of the engine is optimized, transmission is more efficient and stable, maintenance is convenient, and the heat dissipation performance of the engine is enhanced.

Description

Technical Field

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

[0002] Most dual-clutch engines currently on the market adopt a separate design from the engine. This separate design has the following significant drawbacks:

[0003] Size and weight issues: A split design requires separate housings, support structures, and connecting components for the engine and transmission, such as driveshafts and flywheels. These additional structural components significantly increase the overall size of the powertrain, occupying more space in vehicle layout and hindering miniaturization. Furthermore, the use of cast iron or aluminum alloys for components like the independent transmission housing and driveshaft substantially increases the vehicle's weight. For small cars or new energy vehicles, this added weight directly impacts driving range or fuel economy, reducing vehicle performance.

[0004] Low power transmission efficiency: Compared to an integrated design, a separate engine and clutch have multiple rotating parts, and each additional rotating part results in an efficiency loss of approximately 2-3%. During power transmission, the frictional losses generated by these additional rotating parts reduce the overall power transmission efficiency, leading to energy waste and preventing the engine from fully utilizing its power performance.

[0005] High and complex maintenance costs: With a separate design, the engine and transmission each have their own independent lubrication systems. The engine uses engine oil, while the transmission uses gear oil, ATF, or CVT oil. This means that different types of lubricants need to be changed regularly, increasing maintenance costs and doubling the workload. Furthermore, the separate lubrication system has more sealing interfaces, such as the connection between the engine and transmission, and the transmission oil pan. Poor sealing can easily lead to oil leaks, affecting the normal operation of the system. Once a leak occurs, troubleshooting and repair are difficult. When a separate clutch malfunctions and requires repair, such as replacing the clutch disc, the transmission must be disassembled separately. The entire repair process is cumbersome, involving the disassembly and installation of multiple components, and is time-consuming, increasing both repair costs and the user's time.

[0006] Manufacturing Costs and Assembly Challenges: The split design requires more independent components, such as the gearbox housing, drive shaft, and differential, which significantly increases the cost of developing and processing component molds. During assembly, the engine and gearbox need to be hoisted and connected separately on the assembly line and secured with bolts, requiring extremely high assembly precision, especially the coaxiality of the crankshaft and gearbox input shaft. If the assembly precision is not up to standard, it can easily cause abnormal transmission noise or abnormal wear, seriously affecting the vehicle's performance and service life, and increasing assembly difficulty and quality control costs. Utility Model Content

[0007] To address the problems of complex structure, high power loss, and high risk of oil leakage in traditional split-type engines, this application provides an integrated engine structure.

[0008] The integrated engine structure provided in this application adopts the following technical solution: An integrated engine structure includes a housing, a clutch assembly, a crankshaft assembly, and an engine body. The housing is connected to the engine body. The crankshaft assembly and the clutch assembly are connected and disposed inside the housing. The crankshaft assembly includes a crankshaft. The housing is provided with a crankshaft chamber for mounting the crankshaft and a clutch chamber for mounting the clutch assembly. At least one end of the crankshaft is connected to a crankshaft drive disc. The clutch assembly includes a clutch driven disc that is connected and driven in a transmission manner with the crankshaft drive disc.

[0009] By adopting the above technical solution, the crankshaft assembly is directly connected to the clutch assembly inside the housing, eliminating intermediate connecting components such as the drive shaft and flywheel in the traditional split design, reducing rotating parts in the power transmission process, and effectively reducing power loss.

[0010] Optionally, a connecting channel is provided inside the housing at the connection point between the crankshaft drive disc and the clutch driven disc, and the connecting channel connects the clutch chamber and the crankshaft chamber.

[0011] By adopting the above technical solution, the connecting channel connects the clutch chamber and the crankshaft chamber. Lubricating oil enters the clutch chamber and the crankshaft chamber sequentially through the connecting channel. The same type of lubricating oil is used to lubricate the engine crankshaft and clutch components, reducing the types of lubricating oil and the number of replacements, thus reducing maintenance costs and workload. At the same time, it reduces the number of sealing interfaces, lowers the risk of oil leakage, and improves the reliability and stability of the system.

[0012] Optionally, the connection channel is connected to the engine oil pump.

[0013] By adopting the above technical solution, the oil pump delivers engine oil to all components of the engine and the clutch assembly, achieving unified lubrication of the engine and clutch assembly, simplifying the lubrication system, reducing the number of sealing interfaces, and lowering the risk of oil leakage.

[0014] Optionally, the clutch assembly is a dual-clutch assembly, with clutch driven discs symmetrically arranged at both ends of the clutch assembly, and clutch driven discs coaxially connected to clutches.

[0015] By adopting the above technical solution, the weight distribution on both sides of the system is balanced by symmetrically arranging the two clutches, making the overall center of gravity more stable and improving the vehicle's handling performance.

[0016] Optionally, both ends of the crankshaft are connected to a crankshaft drive disc, and the crankshaft drive disc is connected to the clutch driven disc on the same side.

[0017] Optionally, the housing is an integrated housing, which provides a unified installation space for the engine body and the clutch assembly.

[0018] By adopting the above technical solution, the housing provides a unified installation space for the engine body and dual-clutch components, replacing the separate housings of the engine and transmission in the traditional split design.

[0019] Optionally, an inspection port is provided on the housing corresponding to the clutch assembly.

[0020] By adopting the above technical solution, when the clutch assembly needs to be repaired, such as replacing the clutch disc, it is only necessary to open the cover corresponding to the maintenance opening to directly operate the internal components without separating the engine and transmission power units, which greatly simplifies the maintenance process and improves maintenance efficiency.

[0021] Optionally, the exterior of the enclosure is provided with heat sinks.

[0022] By adopting the above technical solution, the system utilizes air cooling and coolant circulation during vehicle operation to dissipate heat, ensuring that the entire system maintains a reasonable operating temperature while operating efficiently.

[0023] In summary, this application includes at least one of the following beneficial technical effects:

[0024] 1. This application eliminates intermediate connecting components such as drive shafts and flywheels, as well as separate housings for the engine and gearbox through an integrated design, significantly reducing the overall size and weight of the power system. This makes it possible to design vehicles that are smaller and lighter, especially suitable for small cars and new energy vehicles, and helps to improve the vehicle's range and fuel economy.

[0025] 2. This application eliminates rotating parts in the power transmission process, reducing power loss and improving power transmission efficiency. Compared with the traditional split design, the efficiency can be improved by about 6-9%, allowing the engine's power to be transmitted more fully to the drive wheels, thereby improving the vehicle's acceleration performance and power response speed.

[0026] 3. This application employs a unified lubrication system, using the same type of lubricating oil to lubricate the engine and dual-clutch components, reducing the types of lubricating oil and the frequency of oil changes, thereby lowering maintenance costs and workload. Simultaneously, the simplified lubrication system reduces the number of sealing interfaces, lowers the risk of oil leakage, and improves the reliability and stability of the system.

[0027] 4. The integrated design of this application makes maintenance more convenient. Through the maintenance opening, the dual-clutch assembly can be directly maintained without complicated disassembly, saving maintenance time and costs and improving the user experience.

[0028] 5. This application reduces the number of parts and lowers the cost of part mold development and processing. During the assembly process, since the engine and dual-clutch assembly are installed inside the integrated housing, the complex assembly process of engine and gearbox docking in the split design is avoided, the requirements for assembly accuracy are reduced, and the assembly efficiency and product quality stability are improved. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of the internal structure of one side of an integrated engine structure according to an embodiment of this application.

[0030] Figure 2 This is a schematic diagram of the internal structure of another side of an integrated engine structure in an embodiment of this application.

[0031] Figure 3 This is a front cross-sectional view of an integrated engine structure according to an embodiment of this application.

[0032] Explanation of reference numerals in the attached drawings: 1. Housing; 11. Clutch chamber; 12. Crankshaft chamber; 2. Clutch assembly; 21. Clutch driven plate; 22. Clutch; 3. Crankshaft assembly; 31. Crankshaft; 32. Crankshaft drive plate; 4. Engine body; 5. Connecting channel. Detailed Implementation

[0033] The following specific embodiments illustrate the implementation of this application. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification.

[0034] Please see Figure 1-3It should be understood that the structures, proportions, sizes, etc., illustrated in the accompanying drawings are merely for illustrative purposes to aid those skilled in the art and to facilitate understanding. They are not intended to limit the scope of this application and therefore have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to size, without affecting the effectiveness and purpose of this application, should still fall within the scope of the technical content disclosed in this application. Furthermore, the terms such as "upper," "lower," "left," "right," "middle," and "one" used in this specification are merely for clarity and not intended to limit the scope of this application. Changes or adjustments to their relative relationships, without substantially altering the technical content, should also be considered within the scope of this application's implementation.

[0035] The following is in conjunction with the appendix Figure 1-3 This application will be described in further detail.

[0036] This embodiment discloses an integrated engine structure.

[0037] Reference Figures 1 to 3 The integrated engine structure includes a housing 1, a clutch assembly 2, a crankshaft assembly 3, and an engine body 4. The housing 1 is connected to the engine body 4, and the crankshaft assembly 3 is connected to the clutch assembly 2 and is set inside the housing 1. This realizes the integrated design of the engine and the clutch assembly 2, reduces intermediate parts in the power transmission process, reduces power loss, and improves power transmission efficiency.

[0038] Specifically, the crankshaft assembly 3 includes a crankshaft 31, with crankshaft drive discs 32 connected to both ends of the crankshaft 31, and the two crankshaft drive discs 32 are symmetrically distributed.

[0039] Clutch assembly 2 is a dual-clutch assembly, with each clutch assembly 2 equipped with a clutch driven plate 21. The two clutch driven plates 21 are symmetrically distributed and coaxially connected to a clutch 22. The clutch 22 adopts a wet clutch structure, including a clutch housing, a clutch pressure plate, a clutch driven plate, and multiple sets of friction plates immersed in lubricating fluid. The wet clutch structure has good heat dissipation and wear resistance, enabling stable operation under high-load conditions. The crankshaft drive plates 32 at both ends of the crankshaft 31 are connected to the clutch driven plates 21 on the same side, thus achieving bidirectional power transmission and improving power transmission efficiency.

[0040] The housing 1 contains a crankshaft chamber 12 for mounting the crankshaft 31 and a clutch chamber 11 for mounting the clutch assembly 2. A connecting channel 5 is provided inside the housing 1 at the connection point between the crankshaft drive plate 32 and the clutch driven plate 21, connecting the clutch chamber 11 and the crankshaft chamber 12. The function of the connecting channel 5 is to facilitate the connection and power transmission between the crankshaft drive plate 32 and the clutch driven plate 21, and also to facilitate the flow of lubricating oil. The shape of the connecting channel 5 can be designed according to actual needs, such as circular or square. The connecting channel 5 connects to the engine oil pump, which delivers engine oil through the connecting channel 5 to the connection point between the crankshaft drive plate 32 and the clutch driven plate 21. The lubricating oil then enters the clutch chamber 11 and the crankshaft chamber 12 through the connecting channel 5 to lubricate the clutch assembly 2 and the engine body, achieving overall lubrication and cooling, reducing wear, and extending service life.

[0041] The housing 1 is a one-piece unit, providing a unified installation space for the engine block 4 and clutch assembly 2, replacing the separate housings of the engine and transmission in traditional split designs. This one-piece design reduces the overall size and weight of the powertrain, simplifies assembly processes, and improves product quality stability. An access port is provided on the housing corresponding to the clutch assembly. When maintenance is required, simply open the cover corresponding to the access port to directly access the internal components without separating the engine and transmission, greatly simplifying maintenance procedures and improving efficiency. The exterior of housing 1 is equipped with heat sinks, increasing the heat dissipation area and improving efficiency. Furthermore, independent heat dissipation channels are provided at key heat-generating areas of housing 1, such as near the clutch, utilizing air cooling and coolant circulation during vehicle operation to ensure the entire system maintains a reasonable operating temperature while operating efficiently.

[0042] In summary, this application integrates the engine block and clutch assembly into a single housing, eliminating intermediate connecting components such as the drive shaft and flywheel, reducing rotating parts in the power transmission process, effectively lowering power loss, and improving power transmission efficiency. Simultaneously, the unified lubrication system and cooling structure simplify system design, reduce sealing interfaces, lower the risk of oil leaks, and improve system reliability and stability. Furthermore, the inclusion of an inspection port facilitates clutch assembly maintenance and reduces maintenance costs. Compared to traditional split designs, this design offers significant advantages in terms of volume and weight optimization, high power transmission efficiency, and reduced maintenance costs, providing strong support for vehicle miniaturization, lightweight design, and performance improvement. Therefore, this application effectively overcomes the various shortcomings of existing technologies and possesses high industrial applicability.

[0043] The above embodiments are merely illustrative of the principles and effects of this application and are not intended to limit this application. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this application. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this application should still be covered within the protection scope of this application.

Claims

1. An integrated engine structure, comprising a housing (1), a clutch assembly (2), a crankshaft assembly (3), and an engine body (4), wherein the housing (1) is connected to the engine body (4), characterized in that, The crankshaft assembly (3) is connected to the clutch assembly (2) inside the housing (1). The crankshaft assembly (3) includes a crankshaft (31). The housing (1) is provided with a crankshaft chamber (12) for mounting the crankshaft (31) and a clutch chamber (11) for mounting the clutch assembly (2). At least one end of the crankshaft (31) is connected to a crankshaft drive disc (32). The clutch assembly (2) includes a clutch driven disc (21) that is connected to the crankshaft drive disc (32) for transmission.

2. The integrated engine structure according to claim 1, characterized in that: The housing (1) has a connecting channel (5) at the connection between the crankshaft drive disc (32) and the clutch driven disc (21), and the connecting channel (5) connects the clutch chamber (11) and the crankshaft chamber (12).

3. The integrated engine structure according to claim 2, characterized in that: The connecting channel (5) is connected to the engine oil pump.

4. The integrated engine structure according to claim 1, characterized in that: The clutch assembly (2) is a dual clutch assembly. The clutch assembly (2) has clutch driven discs (21) symmetrically arranged at both ends. The clutch driven discs (21) are coaxially connected to a clutch (22).

5. The integrated engine structure according to claim 4, characterized in that: Both ends of the crankshaft (31) are connected to crankshaft drive discs (32), and the crankshaft drive discs (32) are connected to the clutch driven discs (21) on the same side.

6. The integrated engine structure according to claim 1, characterized in that: The housing (1) is an integrated housing, which provides a unified installation space for the engine body (4) and the clutch assembly (2).

7. The integrated engine structure according to claim 6, characterized in that: The housing (1) is provided with an inspection port corresponding to the clutch assembly (2).

8. The integrated engine structure according to claim 6, characterized in that: The casing (1) is equipped with heat sinks on its exterior.

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