CN116263124A - Engine second-order inertial force balance mechanism and engine thereof - Google Patents
Engine second-order inertial force balance mechanism and engine thereof Download PDFInfo
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- CN116263124A CN116263124A CN202111526852.0A CN202111526852A CN116263124A CN 116263124 A CN116263124 A CN 116263124A CN 202111526852 A CN202111526852 A CN 202111526852A CN 116263124 A CN116263124 A CN 116263124A
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- tappet
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- crank
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- 230000007246 mechanism Effects 0.000 title claims abstract description 71
- 230000005540 biological transmission Effects 0.000 claims abstract description 36
- 238000000034 method Methods 0.000 abstract description 19
- 230000008569 process Effects 0.000 abstract description 17
- 230000033001 locomotion Effects 0.000 abstract description 9
- 230000009471 action Effects 0.000 abstract description 4
- 238000006073 displacement reaction Methods 0.000 description 5
- 239000007789 gas Substances 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000001360 synchronised effect Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000002452 interceptive effect Effects 0.000 description 1
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/06—Engines with means for equalising torque
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/46—Component parts, details, or accessories, not provided for in preceding subgroups
Abstract
The application relates to an engine second order inertial force balance mechanism and engine thereof relates to the engine and makes technical field, and second order inertial force balance mechanism includes tappet, elastic component, gyro wheel, first gear and with first gear engagement's drive assembly, the one end and the tappet butt of elastic component, gyro wheel rotationally install on the tappet, drive assembly and gyro wheel butt. The second-order inertial force balance mechanism is matched with the transmission assembly through the idler wheels, so that the tappet can move along the axial direction of the tappet relative to the casing of the engine under the action of the elastic piece, the inertial force generated by the axial movement of the tappet can balance the second-order inertial force generated in the running process of the engine, noise and vibration generated by the second-order inertial force in the running process of the engine can be reduced, and the performance of the engine is improved.
Description
Technical Field
The application relates to the technical field of engine manufacturing, in particular to a second-order inertial force balance mechanism of an engine and the engine thereof.
Background
The existing motorcycle engine generally only has a first-order inertial force balance mechanism, and a conventional second-order balance mechanism is rarely used. For the prior small-displacement motorcycle engine (displacement <300 cc), only a balance mechanism of first-order inertia force is provided, and the vibration performance of the whole vehicle is basically accepted by consumers. As consumer demands for motorcycle power become greater, engine displacement becomes greater. For large displacement engines (particularly 500cc-1000 cc), engines with only a first order inertial force balancing mechanism, the remaining second order inertial force has become a major source of motorcycle shock, which is not readily accepted by consumers, and conventional second order reciprocating inertial force balancing mechanisms have a number of drawbacks, including:
(1) The conventional second-order balance mechanism is complex in structure and high in cost, and for example, the conventional second-order inertia force simultaneous balance mechanism needs 4 shafts, 6 gears and 10 bearings.
(2) The conventional second-order balance mechanism has more gear meshing pairs (5 pairs of gear meshing pairs), and the gear meshing noise has high power rise, so that the sound quality of the engine is influenced.
(3) The conventional second-order balance mechanism has high second-order balance shaft rotating speed (twice of the rotating speed of an engine), and for a high-rotating-speed engine, the second-order balance shaft rotating speed exceeds the allowable highest rotating speed of a bearing, so that the structural design difficulty is high, and the reliability and the durability are low.
(4) The conventional second-order balance mechanism has large volume, small structural space of the motorcycle engine and difficult arrangement.
Disclosure of Invention
The application provides an engine second-order inertial force balance mechanism and an engine thereof, which are used for solving the problems of complex structure, high cost, multiple gear meshing pairs, large gear noise, low structural reliability, volume of the balance mechanism and the like of the conventional motorcycle engine second-order inertial force balance mechanism.
The application provides an engine second order inertial force balance mechanism, second order inertial force balance mechanism includes:
a first gear;
a tappet;
one end of the elastic piece is abutted with the tappet;
the roller is rotatably arranged on the tappet;
the transmission assembly is in butt joint with the roller;
and the first gear is meshed with the transmission assembly.
In one possible design, the transmission assembly includes:
a second gear engaged with the first gear;
the first mounting rod is vertically mounted at the center position of the second gear through a first mounting piece;
a cam mounted on the first mounting bar by a second mounting member; the cam is abutted with the roller.
In one possible design, the number of teeth of the second gear is the same as the number of teeth of the first gear.
In one possible design, a first mounting groove is formed in one end of the tappet, and the roller is rotatably mounted in the first mounting groove through a second mounting rod; and a third mounting rod is arranged at one end of the tappet, which is away from the first mounting groove.
In one possible design, the method further comprises:
and the elastic piece is sleeved on the third mounting rod.
In one possible design, the method further comprises:
the mounting shell is fixedly connected with the shell of the engine; the mounting shell is provided with a second mounting groove, one end provided with a third mounting rod and the elastic piece are both mounted in the second mounting groove, one end of the elastic piece is abutted to the tappet, and the other end of the elastic piece is abutted to the mounting shell.
In one possible design, the cam is provided with a plurality of projections.
The present application also provides an engine comprising:
a housing;
the crank connecting rod mechanism is arranged in the shell; the crank connecting rod mechanism comprises a crank, a connecting rod, a cylinder and a piston, wherein one end of the connecting rod is connected with the crank, the piston is arranged in the cylinder, and the piston is connected with one end of the connecting rod, which is away from the crank;
the valve mechanism is connected with one end of the cylinder, which is away from the connecting rod;
the first-order inertial force balancing mechanism is connected with the crank;
the second-order inertial force balance mechanism is connected with the valve mechanism.
In one possible design, the valve train includes:
the first cam shaft is fixedly arranged on the shell; the first cam shaft is connected with the exhaust end of the cylinder;
a first timing sprocket mounted on the first camshaft; the first timing sprocket is fixedly connected with the first gear;
the second cam shaft is fixedly arranged on the shell; the second cam shaft is connected with the air inlet end of the air cylinder;
and the second timing chain wheel is arranged on the second cam shaft.
In one possible design, the crank has a crankshaft on which a crankshaft sprocket is mounted, the crankshaft sprocket being in driving connection with the first and second timing sprockets by a chain.
The application has the advantages that:
the second-order inertial force balance mechanism of the engine comprises a first gear, a transmission assembly and a tappet, wherein second-order inertial force generated in the running process of the engine is balanced through the inertial force of the tappet. The transmission assembly is meshed with the first gear, the rotation of the first gear can drive the rotation of the transmission assembly, the tappet is contacted with the transmission assembly through the idler wheel, the tappet is elastically connected with the shell of the engine, the first gear drives the transmission assembly to rotate, the idler wheel is matched with the transmission assembly, so that the tappet can move along the axial direction of the tappet relative to the shell of the engine under the action of the elastic piece, the inertia force generated by the axial movement of the tappet can balance the second-order inertia force generated in the running process of the engine, noise and vibration generated by the second-order inertia force in the running process of the engine can be reduced, and the performance of the engine is improved.
The second-order inertial force balance mechanism of the engine has the advantages of few parts, simple structure and low cost; the gear engagement pair is few, the working noise is low, and the sound quality of the engine can be improved; the working principle is simple, and the working durability and reliability are good; the structure is small in size and convenient to arrange, and is particularly suitable for matching the motorcycle engine.
According to the engine, the first-order inertial force generated in the running process of the crank can be balanced by the first-order inertial force balancing mechanism arranged in the engine, the second-order inertial force generated in the running process of parts such as the piston can be balanced by the second-order inertial force balancing mechanism in the engine, noise and vibration generated by the inertial force in the running process of the engine are reduced, and the performance of the engine is improved.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the application.
Drawings
FIG. 1 is a schematic diagram of a three-dimensional structure of an engine second-order inertial force balance mechanism and a valve train in cooperation;
FIG. 2 is a front view of an engine second order inertial force balance mechanism and valve train provided herein;
FIG. 3 is a cross-sectional view taken along the direction A-A in FIG. 2;
FIG. 4 is an exploded view of an engine second order inertial force balance mechanism provided herein;
FIG. 5 is a schematic view of a part of an engine according to the present disclosure;
FIG. 6 is a schematic view of an engine at an angle;
fig. 7 is a schematic view of an engine at another angle according to the present disclosure.
Reference numerals:
1-a second-order inertial force balance mechanism;
11-a first gear;
12-a transmission assembly;
121-a second gear;
122-a first mounting bar;
123-a first mount;
124-cam;
1240-projections;
125-a second mount;
13-tappet;
130-a first mounting groove;
131-a second mounting bar;
132-a third mounting bar;
14-a roller;
15-an elastic member;
16-a mounting housing;
160-a second mounting groove;
2-crank link mechanism;
21-crank;
211-crank shafts;
2111-crankshaft sprocket;
22-connecting rod;
23-a piston;
3-valve mechanism;
32-a first camshaft;
33-a first timing sprocket;
34-a second camshaft;
35-a second timing sprocket;
4-a first order inertial force balance mechanism;
41-balancing bars;
42-balancing weight;
43-first transmission gear;
5-a chain;
6-a shell.
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the application and together with the description, serve to explain the principles of the application.
Detailed Description
For a better understanding of the technical solutions of the present application, embodiments of the present application are described in detail below with reference to the accompanying drawings.
It should be understood that the described embodiments are merely some, but not all, of the embodiments of the present application. All other embodiments, based on the embodiments herein, which would be apparent to one of ordinary skill in the art without making any inventive effort, are intended to be within the scope of the present application.
The embodiment of the application provides a second-order inertial force balance mechanism of an engine, which can be applied to engines of motorcycles, electric vehicles and the like, is particularly suitable for engines with large displacement and small space structure, and is used for balancing the second-order inertial force generated in the running process of the engine, thereby reducing noise and vibration in the running process of the engine and improving the performance of the engine.
As shown in fig. 1-5, the second-order inertial force balance mechanism 1 comprises a tappet 13, an elastic member 15, a roller 14, a transmission assembly 12 and a first gear 11, wherein one end of the elastic member 15 is abutted against the tappet 13. The roller 14 is rotatably mounted on the tappet 13. The transmission assembly 12 abuts the roller 14. The first gear 11 is in engagement with the transmission assembly 12. In particular, the elastic member 15 may be a spring.
The second-order inertial force balance mechanism 1 of the present embodiment includes a tappet 13, an elastic member 15, a roller 14, a transmission assembly 12 and a first gear 11, wherein the second-order inertial force generated during the running process of the engine is balanced by the inertial force of the tappet 13, and the inertial force f=mω of the tappet 13 2 R, wherein M is the mass of the tappet 13, ω is the angular velocity of the roller 14, and R is the radius of rotation of the roller 14, to achieve the second-order inertial force balance function. The transmission assembly 12 is meshed with the first gear 11, the rotation of the first gear 11 drives the transmission assembly 12 to rotate, the tappet 13 is contacted with the transmission assembly 12 through the roller 14 arranged on the tappet 13, the tappet 13 is elastically connected with the engine shell through the elastic piece 15, the first gear 11 drives the transmission assembly 12 to rotate, and the roller 14 is matched with the transmission assembly 12, so that the tappet 13 can move along the axial direction of the tappet 13 relative to the engine shell under the action of the elastic piece 15, and the inertia force generated by the axial movement of the tappet 13 can balance the engine operation processThe generated second-order inertial force can reduce noise and vibration generated by the second-order inertial force in the running process of the engine, and improve the performance of the engine.
As one implementation, the transmission assembly 12 includes a second gear 121, a first mounting bar 122, and a cam 124, the second gear 121 meshing with the first gear 11. The first mounting bar 122 is vertically mounted to the center position of the second gear 121 by a first mounting member 123. Cam 124 is mounted to first mounting bar 122 by a second mounting member 125. Cam 124 abuts roller 14.
In this embodiment, the transmission assembly 12 includes a second gear 121, a first mounting rod 122 and a cam 124, where the second gear 121 is meshed with the first gear 11, the rotation of the first gear 11 drives the rotation of the second gear 121, the first mounting rod 122 is beneficial to the installation of the cam 124, the first mounting rod 122 is vertically installed at the center position of the second gear 121 through a first mounting member 123, and the cam 124 is installed on the first mounting rod 122 through a second mounting member 125, so that the center position of the cam 124 and the position of the second gear 121 are on the same horizontal line, and thus the cam 124 can keep synchronous rotation with the second gear 121 under the driving of the second gear 121.
Specifically, the number of teeth of the second gear 121 is the same as the number of teeth of the first gear 11.
In this embodiment, the number of teeth of the second gear 121 is designed to be the same as the number of teeth of the first gear 11, so as to ensure that the transmission ratio between the second gear 121 and the first gear 11 is 1:1, thereby fully balancing the second-order inertial force generated in the running process of the engine.
As one implementation, a first mounting groove 130 is formed at one end of the tappet 13, and a roller 14 is rotatably mounted in the first mounting groove 130 through a second mounting rod 131. The end of the tappet 13 facing away from the first mounting groove 130 is provided with a third mounting rod 132.
In this embodiment, in order to better make the tappet 13 contact with the transmission assembly 12 through the roller 14, the roller 14 is mounted on the tappet 13, and in order to realize the mounting of the roller 14 on the tappet 13, a first mounting groove 130 is formed at one end of the tappet 13, the roller 14 is rotatably mounted in the first mounting groove 130 through a second mounting rod 131, and the first mounting groove 130 plays a certain role in protecting the roller 14, so as to prevent the roller 14 from interfering with other parts of the engine during the rotation process, and affect the normal operation thereof. In addition, in order to achieve elastic connection of the tappet 13 with the housing of the engine, a third mounting rod 132 is provided at an end of the tappet 13 facing away from the first mounting groove 130 for mounting an elastic connection structure.
As an implementation manner, the second-order inertial force balance mechanism 1 of the present application further includes a mounting housing 16, and the mounting housing 16 is fixedly connected with a casing of the engine. The second mounting groove 160 is formed in the mounting housing 16, one end of the tappet 13 provided with the third mounting rod 132 and the elastic member 15 are both mounted in the second mounting groove 160, one end of the elastic member 15 is abutted with the tappet 13, and the other end is abutted with the mounting housing 16.
In this embodiment, the second-order inertial force balance mechanism 1 further includes a mounting housing 16, where the mounting housing 16 can play a good role in protecting the tappet 13, and the mounting housing 16 is fixedly connected with a casing of the engine, so as to realize connection between the tappet 13 and the casing of the engine, and ensure that the tappet 13 can stably operate. The second mounting groove 160 is formed in the mounting shell 16, the tappet 13 is movably mounted in the second mounting groove 160, so that the tappet 13 can move without interference of other parts, normal movement of the tappet 13 in the second mounting groove 160 is guaranteed, meanwhile, the second mounting groove 160 provides a guiding space for movement of the tappet 13, the axial movement direction of the tappet 13 is accurate, and the tappet 13 can achieve the effect of effectively balancing Heng Erjie inertial force.
As one implementation, cam 124 is provided with a plurality of protrusions 1240. Specifically, the protrusions 1240 may be two, four, six, or eight.
In this embodiment, a plurality of protruding portions 1240 are disposed on the cam 124, the power source drives the cam 124 to rotate, the roller 14 can always keep contact with the cam 124 under the action of the elastic member 15, the plurality of protruding portions 1240 alternately contact with the roller 14, and the roller 14 is pushed to drive the tappet 13 to move back and forth along the axial direction, so as to realize the balance of second-order inertial force.
The embodiment of the application also provides an engine, as shown in fig. 6 and 7, and combined with fig. 1-5, the engine comprises a casing 6, a crank-link mechanism 2, a valve mechanism 3, a first-order inertial force balance mechanism 4 and a second-order inertial force balance mechanism 1 disclosed in the application, wherein the crank-link mechanism 2 is installed in the casing 6. The crank link mechanism 2 includes a crank 21, a link 22, a cylinder (not shown in the figure), and a piston 23, and one end of the link 22 is connected to the crank 21. A piston 23 is mounted in the cylinder, the piston 23 being connected to an end of the connecting rod 22 facing away from said crank 21. The valve train 3 is connected to the end of the cylinder facing away from the connecting rod 22. The first-order inertial force balance mechanism 4 is connected to a crank 21. The second-order inertial force balance mechanism 1 is connected with the valve mechanism 3.
The crank link mechanism 2 includes a crank 21, a link 22, a cylinder, and a piston 23, in which the piston 23 is installed, capable of converting the reciprocating motion of the piston 23 into the rotational motion of the crank 21, and simultaneously converting the force acting on the piston 23 into the torque externally output by the crank 21 to drive the wheels of the automobile to rotate.
The valve mechanism 3 is used for opening and closing the inlet valve and the exhaust valve of each cylinder at regular time according to the requirements of the working cycle and the ignition sequence carried out in each cylinder of the engine, so that fresh combustible mixed gas (gasoline engine) or air (diesel engine) can enter the cylinder in time, and waste gas can be discharged from the cylinder in time.
The first-order inertial force balance mechanism 4 is connected with the crank 21 and is used for balancing the first-order reciprocating inertial force generated by parts such as the piston 23. The first-order inertial force balance mechanism 4 may include a balance bar 41, a balance weight 42 and a first transmission gear 43, where the balance weight 42 is fan-shaped and is connected to the balance bar 41, the balance bar 41 is provided with the first transmission gear 43, the crank shaft 211 of the crank 21 is provided with a second transmission gear 2112, the second transmission gear 2112 is meshed with the first transmission gear 43, the second transmission gear 2112 rotates to drive the first transmission gear 43 to rotate, and then drives the balance bar 41 to rotate, and centrifugal inertial force generated by driving the balance weight 42 to rotate together and first-order inertial force generated by up-down reciprocation of the piston 23 are balanced and offset each other.
The first-order inertial force balance mechanism 4 is arranged in the engine, so that the first-order inertial force generated in the running process of parts such as the piston 23 can be balanced, the second-order inertial force generated in the running process of the crank 21 can be balanced through the second-order inertial force balance mechanism 1 in the engine, noise and vibration generated by the inertial force in the running process of the engine are reduced, and the performance of the engine is improved.
As one implementation, the valve train 3 includes a first camshaft 32, a first timing sprocket 33, a second camshaft 34, and a second timing sprocket 35, the first camshaft 32 being fixedly mounted to the housing 6. The first camshaft 32 is connected to the exhaust end of the cylinder. The first timing sprocket 33 is mounted on the first camshaft 32. The first timing sprocket 33 is fixedly connected to the first gear 11, and may be specifically fixedly connected by a bolt-nut assembly. The second cam shaft 34 is fixedly mounted on the housing 6. The second camshaft 34 is connected to the intake end of the cylinder. The second timing sprocket 35 is mounted on the second camshaft 34.
The first camshaft 32 controls opening and closing of exhaust end valves of the cylinders. The second camshaft 34 controls opening and closing of intake port valves of the cylinders.
The timing chain wheel is connected with the crank 21 and matched with a certain transmission ratio to ensure the accuracy of air intake and exhaust time. When the engine is running, the sequence (time) of opening and closing (time) ignition of the valve is kept in "synchronous" operation at all times under the connection of "timing".
By fixedly connecting the first gear 11 of the second-order inertial force balance mechanism with the first timing sprocket 33 of the valve train 3, the first timing sprocket 33 can drive the first gear 11 to rotate together, thereby providing a power source for the operation of the second-order inertial force balance mechanism.
As one implementation, the crank 21 has a crank shaft 211, and a crank sprocket 2111 is mounted on the crank shaft 211, and the crank sprocket 2111 is in driving connection with the first timing sprocket 33 and the second timing sprocket 35 through the chain 5.
In this embodiment, the crank 21 has a crank shaft 211, the crank shaft 211 is provided with a crank sprocket 2111, the crank sprocket 2111 is in transmission connection with the first timing sprocket 33 and the second timing sprocket 35 through the chain 5, and the design can enable the crank shaft 211 to transmit force to parts connected with the first timing sprocket 33 and the second timing sprocket 35, such as to the first gear 11, through the first timing sprocket 33 and the second timing sprocket 35 during rotation, so as to provide a stable power source for the operation of the first gear 11.
According to some embodiments of the present application, the principle of inertial force balance of the engine of the present application is as follows: the intake valve is opened, the exhaust valve is closed, air is taken in the cylinder, at the moment, the piston is pressed to move downwards, the piston drives the crank to do circular motion through the connecting rod, the piston moves upwards, the gas is compressed, the crank completes one circle of rotation, the first gear 11 and the second gear 121 rotate for half a circle, the cam 124 and the roller 14 act twice, the first-order inertial force of the crankshaft 211 is balanced through the inertial force of the balance block 42, and the second-order reciprocating inertial force of the crankshaft 211 is balanced through the inertial force of the tappet 13.
The foregoing description is only of the preferred embodiments of the present application and is not intended to limit the same, but rather, various modifications and variations may be made by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present application should be included in the protection scope of the present application.
Claims (9)
1. An engine second-order inertial force balance mechanism, characterized in that the second-order inertial force balance mechanism (1) comprises:
a tappet (13);
an elastic member (15), wherein one end of the elastic member (15) is abutted against the tappet (13);
a roller (14) rotatably mounted on the tappet (13);
the transmission assembly (12) is abutted with the roller (14);
a first gear (11) which meshes with the transmission assembly (12).
2. The second order inertial force balance mechanism of claim 1, wherein the drive assembly (12) comprises:
a second gear (121) meshed with the first gear (11);
a first mounting rod (122) vertically mounted to a central position of the second gear (121) through a first mounting member (123);
a cam (124) mounted to the first mounting bar (122) by a second mounting member (125); the cam (124) is in contact with the roller (14).
3. The second-order inertial force balance mechanism according to claim 2, characterized in that the number of teeth of the second gear (121) is the same as the number of teeth of the first gear (11).
4. The second-order inertial force balance mechanism according to claim 2, wherein a first mounting groove (130) is formed at one end of the tappet (13), and the roller (14) is rotatably mounted in the first mounting groove (130) through a second mounting rod (131); one end of the tappet (13) deviating from the first mounting groove (130) is provided with a third mounting rod (132), and the elastic piece (15) is sleeved on the third mounting rod (132).
5. The second order inertial force balance mechanism of claim 4, further comprising:
a mounting housing (16) fixedly connected to the casing of the engine; the mounting shell (16) is provided with a second mounting groove (160), and the tappet (13) is mounted in the second mounting groove (160); one end of the elastic piece (15) is abutted with the tappet (13), and the other end is abutted with the mounting shell (16).
6. The second order inertial force balance of claim 2, wherein the cam (124) is provided with a plurality of projections (1240).
7. An engine, comprising:
a housing (6);
the crank connecting rod mechanism (2) is arranged in the shell (6); the crank connecting rod mechanism (2) comprises a crank (21), a connecting rod (22), a cylinder and a piston (23), wherein one end of the connecting rod (22) is connected with the crank (21), the piston (23) is arranged in the cylinder, and the piston (23) is connected with one end, deviating from the crank (21), of the connecting rod (22);
the valve mechanism (3) is connected with the air cylinder;
a first-order inertial force balance mechanism (4) connected to the crank (21);
the second order inertial force balance mechanism (1) of any one of claims 1-6, connected to the valve train (3).
8. The engine according to claim 7, characterized in that the valve train (3) comprises:
a first cam shaft (32) fixedly mounted on the housing (6); the first camshaft (32) is connected with the exhaust end of the cylinder;
a first timing sprocket (33) mounted on the first camshaft (32); the first timing chain wheel (33) is fixedly connected with the first gear (11);
a second cam shaft (34) fixedly mounted on the housing (6); the second cam shaft (34) is connected with the air inlet end of the air cylinder;
and a second timing sprocket (35) mounted on the second cam shaft (34).
9. The engine according to claim 8, characterized in that the crank (21) has a crank shaft (211), a crank sprocket (2111) is mounted on the crank shaft (211), and the crank sprocket (2111) is in driving connection with the first timing sprocket (33) and the second timing sprocket (35) through a chain (5).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111526852.0A CN116263124A (en) | 2021-12-14 | 2021-12-14 | Engine second-order inertial force balance mechanism and engine thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111526852.0A CN116263124A (en) | 2021-12-14 | 2021-12-14 | Engine second-order inertial force balance mechanism and engine thereof |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN116263124A true CN116263124A (en) | 2023-06-16 |
Family
ID=86722113
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111526852.0A Pending CN116263124A (en) | 2021-12-14 | 2021-12-14 | Engine second-order inertial force balance mechanism and engine thereof |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN116263124A (en) |
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2021
- 2021-12-14 CN CN202111526852.0A patent/CN116263124A/en active Pending
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