CN216406930U

CN216406930U - Engine

Info

Publication number: CN216406930U
Application number: CN202123301065.4U
Authority: CN
Inventors: 李志超; 孙少伟; 张晓平
Original assignee: Zhejiang CFMOTO Power Co Ltd
Current assignee: Zhejiang CFMOTO Power Co Ltd
Priority date: 2021-12-16
Filing date: 2021-12-16
Publication date: 2022-04-29
Anticipated expiration: 2031-12-16

Abstract

The utility model discloses an engine, comprising: the first oil passage is at least partially arranged at the first section of the crankshaft and is basically arranged along the axial direction of the crankshaft; the second oil passage is at least partially arranged at the second section of the crankshaft and is not communicated with the first oil passage; the third oil duct is at least partially arranged between the motor oil cavity and the first oil duct and is used for connecting the motor oil cavity and the first oil duct; a first oil passing hole, at least partially disposed on the first oil passage, for conveying the lubricating oil into the first oil passage; a second oil passage provided at least partially on the second oil passage for conveying the lubricating oil into the second oil passage; and the third oil passing hole is at least partially arranged on the second oil channel and is used for conveying the lubricating oil in the second oil channel to the outside of the crankshaft. The utility model has the beneficial effects that: lubricating oil is conveyed to the first oil duct through the first oil passing hole, and the lubricating oil in the first oil duct is conveyed to the motor oil cavity through the third oil duct, so that the magnetic motor is fully lubricated and cooled.

Description

Engine

Technical Field

The utility model relates to the field of power systems, in particular to an engine.

Background

As a vehicle for riding, motorcycles have become an essential part of people who love sports to enjoy life. The problem with the current racing (or racing) motorcycle engines, which are high in both power per liter and speed, is: the lubricating arrangement scheme of the crankshaft is that one oil duct is connected in series to supply oil to three bearing bushes, the lubricating oil pressure corresponding to the bearing bush at the farthest end is obviously reduced, the lubricating effect is poor, and the bearing bush is seriously abraded.

In order to solve the problems that the lubricating oil pressure corresponding to the bearing bush at the farthest end of the crankshaft of the engine with higher power per liter and higher rotating speed is obviously reduced, and the lubricating effect is poor, so that the bearing bush is abraded, the lubricating arrangement scheme of the crankshaft needs to be optimized to ensure the sufficient lubrication of the bearing bush of the crankshaft and the bearing bush of the big end of the connecting rod.

In addition, when the rated speed of the engine is 13500rpm (Revolutions Per Minute), i.e. the power Per liter and the speed of the engine are high, the magneto installed at the front end of the crankshaft also needs the crankshaft to provide lubrication.

SUMMERY OF THE UTILITY MODEL

In order to solve the problem that a magneto arranged at the front end of a crankshaft is not specially lubricated in an engine with high power per liter and high rotating speed, the utility model provides an engine, which can ensure the full lubrication of the magneto by optimizing the lubrication arrangement scheme of the crankshaft.

In order to achieve the above object, the present invention discloses an engine comprising: a crankcase formed with an accommodation space; a crankshaft connecting rod mechanism which is at least partially arranged in the accommodating space and comprises a crankshaft; a side cover for sealing the crankcase; the motor oil cavity is at least partially arranged in the side cover and is at least partially communicated with the crankcase; the crankshaft includes: the first oil passage is at least partially arranged at the first section of the crankshaft and is basically arranged along the axial direction of the crankshaft; at least part of the second oil passage is arranged at the second section of the crankshaft and is not communicated with the first oil passage; the third oil duct is at least partially arranged between the motor oil cavity and the first oil duct and used for connecting the motor oil cavity and the first oil duct; a first oil passing hole at least partially provided on the first oil passage for conveying the lubricating oil into the first oil passage; a second oil passage at least partially disposed on the second oil passage for conveying the lubricating oil into the second oil passage; and at least part of the third oil through hole is formed in the second oil passage and used for conveying lubricating oil in the second oil passage to the outside of the crankshaft.

Further, the crankshaft includes: a shaft body; the first main journal is at least partially arranged on the first section of the shaft body; the first oil passage is at least partially arranged in the first main journal, and the first oil passage is at least partially arranged in the first section of the shaft body; the first oil through hole is at least partially formed in the first main journal and is used for conveying lubricating oil outside the crankshaft to the first oil channel.

Further, a third oil passage is at least partially arranged in the first main journal, and the third oil passage is at least partially arranged in the first section of the shaft body and used for conveying lubricating oil in the first oil passage into the motor oil cavity.

Further, the crankshaft further includes: the second main journal is at least partially arranged on the second section of the shaft body; the connecting rod journal is at least partially arranged on the shaft body and at least partially arranged between the first main journal and the second main journal; the second oil through hole is at least partially arranged on the second section of the shaft body and used for conveying lubricating oil outside the crankshaft to the second oil passage; and the third oil through hole is at least partially arranged on the connecting rod journal and is used for conveying the lubricating oil in the second oil channel to the connecting rod journal.

Further, the second oil passage includes: the first channel is at least partially arranged in the second section of the shaft body and at least partially arranged in the second main journal, and one end of the first channel is provided with a second oil through hole for conveying lubricating oil outside the crankshaft to the second oil channel; and one end of the second channel is communicated with the other end of the first channel, and the other end of the second channel is provided with a third oil through hole for conveying the lubricating oil in the first channel to the connecting rod journal.

Further, the shaft body includes: the first straight shaft is connected with the first main journal; the second straight shaft is connected with the second main journal; the first crankshaft is at least partially arranged between the first main journal and the second main journal, and the first crankshaft is connected with the first main journal and the second main journal.

Further, the first main journal is disposed between the first straight shaft and the first crankshaft; the second main journal is arranged between the second straight shaft and the first crankshaft; the connecting rod journal is disposed on the first crankshaft.

In order to achieve the above object, the present invention discloses an engine comprising: a crankcase formed with an accommodation space; a crankshaft connecting rod mechanism which is at least partially arranged in the accommodating space and comprises a crankshaft; a side cover for sealing the crankcase; the motor oil cavity is at least partially arranged in the side cover and is at least partially communicated with the crankcase; the crankshaft includes: the first oil passage is at least partially arranged at the first section of the crankshaft and is basically arranged along the axial direction of the crankshaft; at least part of the second oil passage is arranged at the second section of the crankshaft and is not communicated with the first oil passage; the third oil duct is at least partially arranged between the motor oil cavity and the first oil duct and used for connecting the motor oil cavity and the first oil duct; a first oil passing hole at least partially provided on the first oil passage for conveying the lubricating oil into the first oil passage; a second oil passage at least partially disposed on the second oil passage for conveying the lubricating oil into the second oil passage; the third oil through hole is at least partially arranged on the second oil duct and is used for conveying the lubricating oil in the second oil duct to the outside of the crankshaft; the aperture of the third oil duct is more than or equal to 1mm and less than or equal to 3 mm; the aperture of the first oil through hole is more than or equal to 4mm and less than or equal to 6 mm; the ratio of the aperture of the first oil through hole to the aperture of the third oil passage is greater than or equal to 0.7 and less than or equal to 6.

Compared with the prior art, the utility model has at least the following beneficial effects:

the crankshaft is provided with a first oil duct and a third oil duct, lubricating oil is conveyed to the first oil duct through a first oil through hole, and the lubricating oil in the first oil duct is conveyed to an oil cavity of the motor through the third oil duct, so that the magnetic motor is fully lubricated and cooled.

Drawings

Fig. 1 is a schematic view of the overall structure of the engine of the present invention.

FIG. 2 is a schematic cross-sectional view of the engine of the present invention.

FIG. 3 is a schematic illustration in partial cross-section of an engine of the present invention.

Fig. 4 is a schematic view of the structure of the crankshaft of the present invention.

FIG. 5 is a schematic cross-sectional view of a crankshaft of the present invention.

Detailed Description

In order to make the technical solution of the present invention better understood, the technical solution of the present invention in the specific embodiment will be clearly and completely described below with reference to the attached drawings in the embodiment of the present invention.

As shown in fig. 1, an engine 100 includes an outer housing assembly 200, and the outer housing assembly 200 includes a head cover 1, a cylinder head 2, a cylinder block 3, a crankcase 4, and an oil pan 5. The cylinder head 2 is at least partially located between the head cover 1 and the cylinder block 3, and the cylinder head 2 is used to connect the head cover 1 and the cylinder block 3. The crankcase 4 is located at least partially between the cylinder block 3 and the oil pan 5, and the crankcase 4 is used to connect the cylinder block 3 and the oil pan 5. The crankcase 4 and the oil pan 5 are connected to form an oil reservoir for collecting and storing lubricating oil. Both sides of the crankcase 4 are provided with side covers 6, and the side covers 6 are used for sealing the crankcase 4.

As shown in fig. 2, the outer case assembly 200 is formed with an accommodation space 201. Specifically, the accommodating space 201 includes a first accommodating space 2011, a second accommodating space 2012, and a third accommodating space 2013. The first receiving space 2011 is an internal space of the cylinder head 2, the second receiving space 2012 is an internal space of the cylinder block 3, and the third receiving space 2013 is an internal space of the crankcase 4.

The engine 100 further includes a cam mechanism 7, an intake and exhaust mechanism 8, an ignition mechanism 9, a piston mechanism 11, a transmission mechanism 12, a crankshaft link mechanism 13, and a balance mechanism 14. The cam mechanism 7 is at least partially disposed in the first housing space 2011. The intake/exhaust mechanism 8 is at least partially disposed in the first housing space 2011. The ignition mechanism 9 is at least partially disposed in the first housing space 2011. The piston mechanism 11 is at least partially disposed in the second accommodating space 2012. The transmission mechanism 12 is at least partially disposed in the third accommodating space 2013. The crankshaft connecting rod mechanism 13 is at least partially disposed in the third accommodating space 2013. The balance mechanism 14 is at least partially disposed in the third accommodation space 2013.

The intake and exhaust mechanism 8 is used to control the intake of air and the exhaust of exhaust gas. The piston mechanism 11 is connected to a crankshaft connecting rod mechanism 13 for transmitting power to the crankshaft connecting rod mechanism 13. The crankshaft connecting rod mechanism 13 is connected with the transmission mechanism 12 and is used for transmitting the power transmitted by the piston mechanism 11 to the transmission mechanism 12. The transmission 12 is used to transmit power to the vehicle.

As shown in fig. 2, the crankshaft connecting rod mechanism 13 includes a crankshaft 131 and a connecting rod 132. The crankshaft 131 is connected to the connecting rod 132, the crankshaft 131 is connected to the balance mechanism 14, and the crankshaft 131 is connected to the cam mechanism 7. The connecting rod 132 is connected to the piston mechanism 11.

As shown in fig. 2 and 3, a motor oil chamber 601 is provided in the side cover 6, the motor oil chamber 601 is at least partially communicated with the crankcase 4, and at least part of the generator 15 is provided in the motor oil chamber 601. The motor oil chamber 601 is used to provide lubricating oil to the generator 15. The generator 15 may be a magneto for supplying high voltage to the ignition mechanism 9, thereby operating the ignition mechanism 9.

As shown in fig. 4 and 5, the crankshaft 131 includes a shaft body 1311, a main journal 1312, a connecting rod journal 1313, a plurality of oil passing holes 1314, and a plurality of crank oil passages 1315, as one implementation. The main journal 1312 is disposed at least partially on the shaft 1311 and is used for fixing the crankshaft 131 in the crankcase 4, and during the operation of the engine, the main journal 1312 may limit the movement position of the crankshaft 131 so as to achieve stable movement of the crankshaft 131. A connecting rod journal 1313 is at least partially provided on the shaft body 1311 for connecting the connecting rod 132 such that the power of the connecting rod 132 is transmitted to the crankshaft 131 through the connecting rod journal 1313. The plurality of oil through holes 1314 are at least partially arranged on the shaft body 1311, the plurality of oil through holes 1314 are at least partially arranged on the main journal 1312, the plurality of oil through holes 1314 are at least partially arranged on the connecting rod journal 1313, and the plurality of oil through holes 1314 are used for conveying lubricating oil to the main journal 1312 and the connecting rod journal 1313, so that friction between the crankshaft 131 and the connecting rod 132 is reduced, friction between the crankshaft 131 and the crankcase 4 is reduced, the lubricating effect between the crankshaft 131 and the connecting rod 132 is improved, the lubricating effect between the crankshaft 131 and the crankcase 4 is improved, and the service life of the engine is prolonged. The plurality of crankshaft oil channels 1315 are at least partially arranged along the axial direction of the crankshaft 131, the plurality of crankshaft oil channels 1315 are at least partially arranged in the shaft body 1311, and the plurality of crankshaft oil channels 1315 are communicated with the plurality of oil through holes 1314 for forming a channel of lubricating oil in the crankshaft 131, so that the lubricating oil can be conveniently conveyed to the main journal 1312 and the connecting rod journal 1313. The shaft body 1311, the main journal 1312, and the link journal 1313 are integrally formed.

As shown in fig. 4 and 5, as one implementation, the main journal 1312 includes a first main journal 1312a and a second main journal 1312b, where the first main journal 1312a is at least partially disposed on the shaft body 1311, and the second main journal 1312b is at least partially disposed on the shaft body 1311. The first main journal 1312a is provided on one section of the crankshaft 131, and the second main journal 1312b is provided on the other section of the crankshaft 131, so that the crankshaft 131 is fixed in the crankcase 4, and the movement position of the crankshaft 131 can be restricted during the operation of the engine. The connecting rod journal 1313 is disposed at least partially between the first main journal 1312a and the second main journal 1312 b.

As shown in fig. 4 and 5, as an implementation, the plurality of oil passing holes 1314 include a third oil passing hole 1314a, a first oil passing hole 1314b, and a second oil passing hole 1314 c. The third oil communication hole 1314a is at least partially provided in the connecting rod journal 1313 for delivering lubricating oil to the connecting rod journal 1313, facilitating reduction of friction between the connecting rod 132 and the crankshaft 131, thereby improving the service life of the crankshaft connecting rod mechanism 13. The first oil passage hole 1314b is provided at least partially on the first main journal 1312a for delivering lubricating oil to the first main journal 1312a, facilitating reduction of friction between the first main journal 1312a and the crankcase 4, and delivering lubricating oil to at least a portion of the crankshaft oil passage 1315. Specifically, the first oil passing hole 1314b penetrates the first main journal 1312a, so that the lubricating oil can enter the first oil passing hole 1314b from two sides of the first main journal 1312a, and more lubricating oil can enter the first oil passing hole 1314b, and further more lubricating oil is conveyed to at least part of the crankshaft oil passage 1315. The second oil through hole 1314c is at least partially disposed at an end of the crankshaft 131 where the second main journal 1312b is disposed, and the second oil through hole 1314c is at least partially communicated with the outside of the crankshaft 131 for delivering the lubricating oil into the second main journal 1312b, facilitating delivery of the lubricating oil into at least a portion of the crankshaft oil passage 1315.

As shown in fig. 4 and 5, the plurality of crankshaft oil passages 1315 include a first oil passage 1315a, a second oil passage 1315b, and a third oil passage 1315c, as one implementation. The first oil passage 1315a is provided at least partially in a first section of the crankshaft 131 and at least partially in the first main journal 1312a, and specifically, the first oil passage 1315a is provided at least partially in a first section of the shaft body 1311. The first oil passage 1315a is provided substantially in the axial direction of the crankshaft 131, and the first oil passage 1315a at least partially communicates with the first oil passage 1314b for conveying lubricating oil conveyed by the first oil passage 1314b into the third oil passage 1315 c. Specifically, a first oil passing hole 1314b is provided at least partially on the first main journal 1312a and on the first oil passage 1315a for conveying lubricating oil into the first oil passage 1315 a. The second oil passage 1315b is provided at least partially in the second section of the crankshaft 131 and at least partially in the second main journal 1312b, and specifically, the second oil passage 1315b is provided at least partially in the second section of the shaft body 1311. At least a portion of the second oil passage 1315b is disposed substantially in the axial direction of the crankshaft 131, i.e., at least a portion of the second oil passage 1315b is disposed substantially in parallel with the first oil passage 1315 a. The second oil passage 1315b communicates at least partially with the second oil passage hole 1314c for conveying the lubricating oil conveyed from the second oil passage hole 1314c to the connecting rod journal 1313. Specifically, a second oil communication hole 1314c is provided at least partially at the end of the crankshaft 131 where the second main journal 1312b is provided, and the second oil communication hole 1314c is provided in the second oil passage 1315b for conveying lubricating oil into the second oil passage 1315 b. Further, the second oil passage 1315b is at least partially provided in the connecting rod journal 1313, and the second oil passage 1315b at least partially communicates with the third oil passing hole 1314a for conveying the lubricating oil in the second oil passage 1315b into the third oil passing hole 1314a, thereby conveying the lubricating oil onto the connecting rod journal 1313. Specifically, the third oil passing hole 1314a is provided at least partially on the connecting rod journal 1313 and at least partially on the second oil passage 1315b for conveying lubricating oil in the second oil passage 1315b to the connecting rod journal 1313. The third oil passage 1315c is at least partially provided in the shaft body 1311, the third oil passage 1315c is at least partially communicated with the first oil passage 1315a, and the third oil passage 1315c is at least partially communicated with the outside of the crankshaft 131 for conveying the lubricating oil conveyed by the first oil passage 1315a to the outside of the crankshaft 131, so that the lubricating oil can be conveyed to the motor oil chamber 601. As shown in fig. 3, specifically, the motor oil channel 303 is disposed on the crankcase 4, and the motor oil channel 303 is disposed between the third oil channel 1315c and the motor oil cavity 601 and is used for communicating the third oil channel 1315c with the motor oil cavity 601, so that the lubricating oil in the third oil channel 1315c is delivered to the motor oil cavity 601 through the motor oil channel 303, thereby achieving the lubricating and cooling effects on the generator 15.

In the present embodiment, the third oil passage 1315c is a substantially cylindrical bore, and the bore diameter of the third oil passage 1315c is smaller than the bore diameter of the first oil passage 1314b, facilitating the conveyance of lubricating oil from the first oil passage 1314b into the third oil passage 1315 c. Specifically, the bore diameter of the third oil passage 1315c is 1mm or more and 3mm or less. The first oil passage hole 1314b has an aperture of 4mm or more and 6mm or less. The ratio of the bore diameter of the first oil passage 1314b to the bore diameter of the third oil passage 1315c is 0.7 or more and 6 or less.

In the present embodiment, the second oil passage 1315b includes a first passage and a second passage. The first passage and the second passage communicate with each other. A first passage is provided at least partially in the second section of the shaft body 1311 and at least partially in the second main journal 1312b, the first passage being provided substantially in the axial direction of the crankshaft 131, i.e., the first passage being provided substantially in parallel with the first oil passage 1315 a. The first passage communicates with the second oil communication hole 1314c for conveying the lubricating oil conveyed by the second oil communication hole 1314c to the second passage. Specifically, the second oil passage hole 1314c is provided at least partially at an end of the crankshaft 131 where the second main journal 1312b is provided, and the second oil passage hole 1314c is provided in the first passage for conveying the lubricating oil into the second passage. A second passage is provided at least partially in the connecting rod journal 1313 and at least partially in the shaft body 1311, the second passage communicating with the third oil passing hole 1314a for conveying lubricating oil in the second oil passage 1315b into the third oil passing hole 1314a, thereby conveying lubricating oil onto the connecting rod journal 1313. Specifically, the third oil communication hole 1314a is provided at least partially in the connecting rod journal 1313 and at least partially in the second passage for conveying the lubricating oil in the second oil passage 1315b to the connecting rod journal 1313, facilitating reduction in friction between the connecting rod journal 1313 and the connecting rod 132, thereby improving the service life of the crankshaft connecting rod mechanism 13.

As shown in fig. 4 and 5, the shaft body 1311 includes a first straight shaft 1311a, a second straight shaft 1311b, and a first crankshaft 1311 c. The first straight shaft 1311a is connected to a first main journal 1312a, and the first main journal 1312a is disposed between the first straight shaft 1311a and the first crankshaft 1311 c. The second straight shaft 1311b is connected to the second main journal 1312b, the second main journal 1312b is disposed between the second straight shaft 1311b and the first crankshaft 1311c, the connecting rod journal 1313 is disposed on the first crankshaft 1311c, and the first crankshaft 1311c is disposed between the first main journal 1312a and the second main journal 1312 b. The first straight shaft 1311a, the first main journal 1312a, the first crankshaft 1311c, the connecting rod journal 1313, the second main journal 1312b and the second straight shaft 1311b are integrally formed. Specifically, the first oil passage 1315a is at least partially disposed in the first straight shaft 1311a, and the first oil passage 1315a is at least partially disposed in the first main journal 1312a, facilitating the first oil passage holes 1314b to deliver lubrication oil into the first oil passage 1315a, i.e., into the first straight shaft 1311a, through the first main journal 1312 a. The third oil passage 1315c is provided at least partially in the first straight shaft 1311a, and facilitates delivery of the lubricating oil into the third oil passage 1315c through the first oil passage 1315a, so that the lubricating oil is delivered to the outside of the crankshaft 131, and the lubricating oil can be delivered to the motor oil chamber 601 to cool the generator 15. The second oil passage 1315b is at least partially disposed in the second straight shaft 1311b, the second oil passage 1315b is at least partially disposed in the second main journal 1312b, the second oil passage 1315b is at least partially disposed in the first crankshaft 1311c, and in particular, a first passage is at least partially disposed in the second straight shaft 1311b, a first passage is at least partially disposed in the second main journal 1312b, and a first passage is at least partially disposed in the first crankshaft 1311c, which facilitates the second oil passage 1314c to deliver lubrication oil into the second oil passage 1315b and into the second straight shaft 1311b, the second main journal 1312b, and the first crankshaft 1311c through the second oil passage 1315 b. The second oil passage 1315b is at least partially disposed in the second main journal 1312b, the second oil passage 1315b is at least partially disposed in the first crankshaft 1311c, the second oil passage 1315b is at least partially disposed in the connecting rod journal 1313, and in particular, the second passage is at least partially disposed in the second main journal 1312b, the second passage is at least partially disposed in the first crankshaft 1311c, and the second passage is at least partially disposed in the connecting rod journal 1313, so that the lubricating oil is conveyed into the third oil passage 1314a through the second oil passage 1315b, so that the lubricating oil is conveyed onto the connecting rod journal 1313 through the third oil passage 1314a, so that friction between the connecting rod 132 and the connecting rod journal 1313 is reduced, and the service life of the crankshaft connecting rod mechanism 13 is improved.

As shown in fig. 4 and 5, as one implementation, one end of the first oil passage 1315a is at least partially disposed in the first main journal 1312a and communicates with the first oil passage 1314b, facilitating the transfer of lubricating oil from the first oil passage 1314b to the first oil passage 1315 a. The other end of the first oil passage 1315a is at least partially disposed in the first straight shaft 1311a and does not communicate with the outside of the crankshaft 131, and therefore, the lubricating oil can be prevented from overflowing from the first oil passage 1315a, so that the lubricating oil can be substantially delivered into the third oil passage 1315c, and can be delivered to the motor oil chamber 601. Specifically, the other end of the first oil passage 1315a is provided with internal threads, and the other end of the first oil passage 1315a is connected to the bolt through threads, so that the other end of the first oil passage 1315a is sealed, and the lubricating oil is prevented from overflowing from the first oil passage 1315a, and is substantially delivered to the third oil passage 1315 c.

A first segment of the second oil passage 1315b is at least partially disposed in the second straight shaft 1311b and communicates with the second oil passage 1314c, facilitating the conveyance of lubrication oil from the second oil passage 1314c into the second oil passage 1315 b. Wherein the first section of the second oil passage 1315b is the first passage. The second segment of the second oil passage 1315b is at least partially disposed in the connecting rod journal 1313 and communicates with the third oil passing hole 1314a, so that the lubricating oil can be delivered to the third oil passing hole 1314a, and thus the lubricating oil can be delivered to the connecting rod journal 1313, which facilitates reducing friction between the connecting rod 132 and the connecting rod journal 1313, and thus improves the service life of the crankshaft connecting rod mechanism 13. Wherein the second section of the second oil passage 1315b is the second passage. One end of the third oil passage 1315c communicates with the first oil passage 1315a, facilitating conveyance of lubricating oil from the first oil passage 1315a into the third oil passage 1315 c. Specifically, one end of the third oil passage 1315c communicates with the middle position of the first oil passage 1315a, so that the path through which the lubricating oil passes is shortened, and the lubricating oil is delivered into the motor oil chamber 601 more quickly. The third oil passage 1315c is disposed obliquely to the first oil passage 1315a, and therefore, the lubricating oil can be delivered into the motor oil chamber 601 along the inclined surface, which facilitates improvement of the lubricating effect of the generator 15. The other end of third oil passage 1315c communicates with the outside of crankshaft 131, facilitating the delivery of lubricating oil from third oil passage 1315c to the outside of crankshaft 131, for delivery of lubricating oil into motor oil chamber 601 through motor oil passage 303.

As shown in fig. 3, in one implementation, a first bearing bush 133 is disposed on the first main journal 1312a, a second bearing bush 134 is disposed on the second main journal 1312b, and a third bearing bush 135 is disposed on the connecting rod journal 1313. The first bearing shell 133 serves as a bearing and lubrication function when the crankshaft 131 rotates, and the first bearing shell 133 prevents lubricating oil from flowing out of the first oil passage 1314b during operation of the engine 100, facilitating the transportation of lubricating oil from the first oil passage 1314b to the first oil passage 1315a, and thus to the third oil passage 1315 c. The second bearing shell 134 serves as a bearing and lubrication when the crankshaft 131 rotates. The third bearing shoe 135 is used to provide a bearing and lubrication function for the connecting rod 132 and the crankshaft 131 when the connecting rod 132 and the crankshaft 131 move. The first bearing shell 133 is provided with a first hole corresponding to the first oil passing hole 1314b, facilitating the transfer of lubricating oil from the first bearing shell 133 into the first oil passing hole 1314 b. The first bearing shell 133 reduces the clearance between the crankshaft 131 and the crankcase 4, substantially blocks the first oil passage 1314b when the engine 100 is running, and delivers the lubricating oil to the first bearing shell 133 through a high-pressure oil passage or the like only when the first hole coincides with the first oil passage 1314b, thereby delivering the lubricating oil to the first oil passage 1315a through the first oil passage 1314 b. In this way, the lubricating oil is effectively prevented from being delivered from the first oil passage 1314b into the crankcase 4, so that the lubricating oil is substantially delivered into the first oil passage 1315a and further delivered into the motor-oil chamber 601 through the third oil passage 1315 c. When the engine 100 is running, the crankshaft 131 rotates, that is, the first oil passage 1314b rotates along with the crankshaft 131. In the present embodiment, the lubricating oil is delivered onto the first bearing shell 133 through a high-pressure oil passage or the like, and is delivered into the first oil passage 1314b through the first hole in the first bearing shell 133, thereby being delivered into the motor-oil chamber 601 through the first oil passage 1315a and the third oil passage 1315 c. Since the pressure in the first oil passage 1315a is lower than the pressure at which the lubricating oil enters the first oil passage 1314b, the lubricating oil will be substantially delivered into the first oil passage 1314b, thereby achieving the lubricating and cooling effects on the generator 15 through the motor oil chamber 601.

As shown in fig. 4 and 5, as an implementation manner, a weight 1316 is further included on the crankshaft 131, the weight 1316 is at least partially disposed on the first crankshaft 1311c, and the weight 1316 is disposed on a side of the first crankshaft 1311c away from the connecting rod journal 1313, for overcoming a centrifugal force generated in rotation of the crankshaft 131. Specifically, there may be two weights 1316, and rod journal 1313 is disposed at least partially between two weights 1316.

As shown in fig. 2, as one implementation, the engine 100 further includes an oil delivery mechanism 17, the oil delivery mechanism 17 is at least partially disposed in the third accommodation space 2013, and the oil delivery mechanism 17 is configured to deliver the lubricating oil in the crankcase 4. The crankcase 4 is provided with a mechanism cover 16 on one side, and specifically, the mechanism cover 16 is provided on one side cover 6. The mechanism cover 16 is used to cover and seal the oil delivery mechanism 17 so that the lubricating oil is retained inside the engine 100. The crankcase 4 includes a first case 401 and a second case 402, and the first case 401 and the second case 402 are partitioned by a case wall 403 and transmit lubricating oil through the oil transmission mechanism 17. Specifically, the crankcase 4 is provided with an oil inlet 4011 and an oil outlet 4013. The oil inlet 4011 is provided on the first case 401. The oil outlet hole 4012 is provided at least partially on the first case 401 and at least partially on the second case 402. The oil inlet 4011 and the oil outlet 4012 are communicated through an oil delivery mechanism 17. Oil inlet 4011 communicates first box 401, and oil outlet 4012 communicates first box 401 and second box 402 to make lubricating oil can carry to second box 402 from first box 401, be convenient for lubricating oil carry to drive mechanism 12 through defeated oil mechanism 17, thereby improve drive mechanism 12's lubricated effect, improve drive mechanism 12's life. Wherein the oil transportation mechanism 17 may be a scavenge pump.

In addition, the first tank 401 is provided with an oil storage mechanism 4013, and the oil storage mechanism 4013 is provided near the oil inlet 4011 and communicates with the oil inlet 4011, for storing the lubricating oil, and delivering the lubricating oil to the second tank 402 through the oil delivery mechanism 17. Specifically, the lubricant oil in the first casing 401 will accumulate in the oil reservoir 4013 due to gravity or the like, thereby achieving the storage of the lubricant oil. When the oil delivery mechanism 17 operates, the lubricating oil is delivered from the oil reservoir 4013 to the oil inlet 4011, and the lubricating oil in the oil inlet 4011 is delivered to the oil outlet 4012 through the oil delivery mechanism 17, so as to be delivered into the second tank 402 through the oil outlet 4012. When the oil delivery mechanism 17 does not work, the lubricating oil in the oil inlet 4011 cannot be delivered to the oil outlet 4012 through the oil delivery mechanism 17, and the lubricating oil can be stored in the oil storage mechanism 4013.

It will be understood that modifications and variations can be made by persons skilled in the art in light of the above teachings and all such modifications and variations are intended to be included within the scope of the utility model as defined in the appended claims.

Claims

1. An engine, comprising:

a crankcase formed with an accommodation space;

a crankshaft connecting rod mechanism at least partially disposed in the accommodating space and including a crankshaft;

a side cover for sealing the crankcase;

a motor oil chamber at least partially disposed in the side cover and at least partially communicating with the crankcase;

it is characterized in that the preparation method is characterized in that,

the crankshaft includes:

a first oil passage at least partially disposed at a first section of the crankshaft and substantially disposed in an axial direction of the crankshaft;

a second oil passage at least partially disposed at a second section of the crankshaft and not in communication with the first oil passage;

the third oil duct is at least partially arranged between the motor oil cavity and the first oil duct and is used for communicating the motor oil cavity with the first oil duct;

a first oil passing hole that is provided at least partially on the first oil passage for conveying lubricating oil into the first oil passage;

a second oil passage provided at least partially on the second oil passage for conveying lubricating oil into the second oil passage;

and the third oil through hole is at least partially arranged on the second oil passage and is used for conveying the lubricating oil in the second oil passage to the outside of the crankshaft.

2. The engine of claim 1, wherein the crankshaft comprises:

a shaft body;

a first main journal disposed at least partially on a first section of the shaft body;

the first oil passage is at least partially disposed in the first main journal, and the first oil passage is at least partially disposed in the first section of the shaft body;

the first oil passing hole is at least partially formed in the first main journal and is used for conveying lubricating oil outside the crankshaft to the first oil passage.

3. The engine of claim 2, wherein the third oil passage is at least partially disposed in the first main journal, and the third oil passage is at least partially disposed in the first section of the shaft body for conveying the lubricating oil in the first oil passage into the motor oil chamber.

4. The engine of claim 2, wherein the crankshaft further comprises:

a second main journal disposed at least partially on a second section of the shaft body;

a rod journal disposed at least partially on the shaft and at least partially between the first and second main journals;

the second oil through hole is at least partially arranged on the second section of the shaft body and is used for conveying lubricating oil outside the crankshaft to a second oil passage;

the third oil passing hole is at least partially arranged on the connecting rod journal and used for conveying the lubricating oil in the second oil channel to the connecting rod journal.

5. The engine of claim 4, wherein the second oil passage comprises:

a first passage at least partially disposed in the second section of the shaft body and at least partially disposed in the second main journal, the first passage having one end provided with the second oil passage for conveying the lubricating oil outside the crankshaft to a second oil passage;

and one end of the second channel is communicated with the other end of the first channel, and the other end of the second channel is provided with the third oil through hole for conveying the lubricating oil in the first channel to a connecting rod journal.

6. The engine of claim 4, wherein said shaft body comprises:

a first straight shaft connected to the first main journal;

the second straight shaft is connected with the second main journal;

a first crankshaft disposed at least partially between the first and second main journals, the first crankshaft connecting the first and second main journals.

7. An engine according to claim 6, wherein the first main journal is disposed between the first straight shaft and the first crankshaft;

the second main journal is disposed between the second straight shaft and the first crankshaft;

the connecting rod journal is disposed on the first crankshaft.

8. An engine, comprising:

a crankcase formed with an accommodation space;

a side cover for sealing the crankcase;

it is characterized in that the preparation method is characterized in that,

the crankshaft includes:

a third oil passing hole, at least a part of which is disposed on the second oil passage, for conveying the lubricating oil in the second oil passage to the outside of the crankshaft;

the aperture of the third oil duct is more than or equal to 1mm and less than or equal to 3 mm;

the aperture of the first oil through hole is more than or equal to 4mm and less than or equal to 6 mm;

the ratio of the aperture of the first oil through hole to the aperture of the third oil passage is greater than or equal to 0.7 and less than or equal to 6.

9. The engine of claim 8, wherein said crankshaft comprises: a shaft body;

10. The engine of claim 9, wherein the third oil passage is at least partially disposed in the first main journal, and the third oil passage is at least partially disposed in the first section of the shaft body for conveying the lubricating oil in the first oil passage into the motor oil chamber.