CN218093226U - Engine - Google Patents

Abstract

The application relates to the technical field of power systems, in particular to an engine. The engine comprises a shell assembly and a speed change mechanism, wherein the shell assembly comprises a crankcase; the speed change mechanism part is positioned in the crankcase and comprises a speed change drum component, a positioning component, a parking component and a gear shifting gear set, and the positioning component part is sleeved on the speed change drum component; the parking assembly is at least partially sleeved on the speed changing drum assembly and is positioned on one side of the positioning assembly, which is far away from the inner wall of the crankcase; the gear shifting gear set is at least partially sleeved on the speed changing drum assembly and is positioned on one side, far away from the positioning assembly, of the parking assembly. One side of the parking assembly far away from the positioning assembly is arranged on the gear shifting gear set, the gear shifting gear set is moved to the position, close to the middle part, of the speed changing drum assembly from the end part of the speed changing drum assembly, the structure is more compact, the axial length of the speed changing mechanism in the axial direction of the speed changing drum assembly can be reduced, the axial length of the whole vehicle is reduced, and the space is greatly saved.

Description

Engine

Technical Field

The application relates to the technical field of power systems, in particular to an engine.

Background

The existing engine includes a speed change mechanism that includes a speed change gear set, a shift assembly, and a shift drum assembly. The gear shifting assembly is located at the end of the speed changing drum assembly and comprises a gear shifting shaft, a transmission plate and a gear shifting arm, one end of the transmission plate is connected with the gear shifting shaft, and the other end of the transmission plate is connected with the gear shifting arm. A plurality of cylindrical pins are uniformly distributed in the circumferential direction of the end part of the variable speed drum component.

The gear shifting shaft can drive the transmission plate to rotate along the axis of the gear shifting shaft, and the transmission plate drives the gear shifting arm to shift the cylindrical pin, so that the speed changing drum assembly rotates to shift gears of the speed changing gear set.

However, by adopting the structure, the gear shifting assembly is arranged at the end part of the speed changing drum assembly, so that the axial length of the whole vehicle is too long, and the occupied space is larger.

SUMMERY OF THE UTILITY MODEL

In order to solve the defects of the prior art, the utility model provides an engine with small occupied space and compact structure of a speed change mechanism.

In order to realize the purpose, the utility model adopts the following technical scheme: an engine, comprising: a housing assembly including a crankcase; the crank connecting rod mechanism is at least partially arranged on the crankcase; the gas distribution mechanism is at least partially positioned in the crankcase and is connected with the crank connecting rod mechanism; the speed change mechanism is at least partially positioned in the crankcase and is connected with the crank connecting rod mechanism, and the speed change mechanism comprises a speed change drum component; the speed change mechanism further includes: the positioning component is at least partially sleeved on the speed changing drum component; the parking assembly is at least partially sleeved on the speed changing drum assembly and is positioned on one side of the positioning assembly, which is far away from the inner wall of the crankcase; and the gear shifting gear set is at least partially sleeved on the speed changing drum assembly and is positioned on one side of the parking assembly, which is far away from the positioning assembly.

Further, the shift gear set includes: the gear shifting driving gear unit is at least partially connected with the crankcase; the gear shifting driven gear unit is sleeved on the speed changing drum assembly, and at least part of the gear shifting driven gear unit is meshed with the gear shifting driving gear unit; wherein, the driving gear unit of shifting can drive the driven gear unit of shifting and rotate, and the driven gear unit of shifting drives the rotation of variable speed drum subassembly.

Further, the shift driving gear unit includes a shift driving gear, and the shift driven gear unit includes a shift driven gear including: a gear part meshed with the gear shift driving gear; and the matching part is positioned on one side of the gear part far away from the gear shifting driving gear and is connected with the gear part.

Furthermore, the matching part is provided with a through groove, the gear shifting driven gear unit further comprises a first elastic piece, the first elastic piece is sleeved on the speed changing drum assembly, and the first elastic piece is located between the gear shifting driven gear and the parking assembly; the first elastic piece at least partially penetrates through and is limited in the through groove.

Further, the transmission mechanism further includes a speed change gear set including: the driving gear unit is at least partially connected with the crank connecting rod mechanism; and the driven gear unit is meshed with the driving gear unit and comprises a parking gear.

Further, the parking assembly includes: the parking cam is sleeved on the speed change drum assembly and is connected with the speed change drum assembly; the parking rocking arm, the parking rocking arm cover is located on the parking cam, and the one end that the gearshift drum subassembly was kept away from to the parking rocking arm can with parking gear engagement.

Further, the positioning assembly comprises: the positioning star wheel is sleeved on the speed changing drum assembly and is connected with the speed changing drum assembly; one end of the rocker arm unit is connected with the crankcase, and the other end of the rocker arm unit can be in limit fit with the positioning star wheel; wherein, location star gear and parking cam integrated into one piece.

Further, speed change mechanism still includes fork assembly, and fork assembly includes: the shifting fork shaft is positioned between the speed change drum component and the speed change gear set; two ends of the first shifting fork are respectively connected with the speed changing drum assembly and the speed changing gear set; the second shifting fork and the first shifting fork are arranged at intervals along the axial direction of the shifting fork shaft, and two ends of the second shifting fork are respectively connected with the speed changing drum assembly and the speed changing gear set; the limiting seat is positioned on one side of the first shifting fork, which is far away from the second shifting fork, and is sleeved on the shifting fork shaft; and the limiting block is positioned between the first shifting fork and the second shifting fork and sleeved on the shifting fork shaft, and one end of the limiting block is connected with the speed change drum assembly.

Further, the fork assembly still includes: the second elastic piece is sleeved on the shifting fork shaft, is positioned between the limiting seat and the first shifting fork and is respectively abutted against the limiting seat and the first shifting fork; the third elastic piece is sleeved on the shifting fork shaft, is positioned between the first shifting fork and the limiting block and is respectively abutted against the first shifting fork and the limiting block; the fourth elastic piece is sleeved on the shifting fork shaft and located between the limiting block and the second shifting fork and respectively abutted against the limiting block and the second shifting fork.

Furthermore, first type wire casing, second type wire casing and third type wire casing have been seted up in proper order along self axial to the variable speed drum subassembly, and the one end of first shift fork stretches into first type wire casing, and the one end of stopper stretches into second type wire casing, and the one end of second shift fork stretches into third type wire casing.

Compared with the prior art, the engine that this application provided, one side of locating component is kept away from to the parking subassembly through locating the gear shifting gear train, will shift the gear train and move to the position that the speed change drum subassembly is close to the middle part from the tip of speed change drum subassembly, make the structure compacter, can reduce the axial length of speed change mechanism along speed change drum subassembly axis direction to reduce the axial length that whole car placed, save space greatly.

Drawings

Fig. 1 is a schematic structural diagram of an engine provided in the present application.

Fig. 2 is a schematic partial structural diagram of a valve train and a cylinder block provided by the present application.

Fig. 3 is a sectional view of a portion of the engine structure provided in the present application.

Fig. 4 is a schematic structural diagram of a transmission mechanism according to an embodiment of the present application.

Fig. 5 is an exploded view of a drum assembly, a shift gear set, a positioning star wheel, and a parking cam in one embodiment provided herein.

Fig. 6 is an exploded view of a rocker arm unit provided herein.

Fig. 7 is an exploded view of a shifting driven gear unit in an embodiment provided by the present application.

FIG. 8 is an exploded view of a fork assembly according to one embodiment of the present disclosure.

Fig. 9 is an exploded view of a drive bevel gear unit provided in the present application.

Fig. 10 is an exploded view of a driven bevel gear unit provided in the present application.

Detailed Description

The technical solutions of the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings, and obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work all belong to the protection scope of the present invention.

It will be understood that when an element is referred to as being "mounted on" another element, it can be directly mounted on the other element or intervening elements may also be present. When a component is referred to as being "disposed on" another component, it can be directly on the other component or intervening components may also be present. When an element is referred to as being "secured to" another element, it can be directly secured to the other element or intervening elements may also be present.

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

For clarity in illustrating the structure of the engine 100, the present application defines the front, rear, upper, lower, left, and right sides of the engine 100 in fig. 1. The engine 100 is a device that powers a vehicle and is capable of converting other forms of energy into mechanical energy to ensure stable operation of the vehicle.

Referring to fig. 1, an engine 100 includes a housing assembly 10, the housing assembly 10 including a cylinder head cover 11, a cylinder head 12, a cylinder block 13, and a crankcase 14. A cylinder cover 11 is provided to cover the cylinder head 12 and is connected to the cylinder head 12, and the cylinder cover 11 is used to cover and seal the cylinder head 12, to retain lubricating oil inside the engine 100, and to insulate dirt, moisture, and the like from the outside of the engine 100. The end of the cylinder head 12 far away from the cylinder cover 11 is connected with the cylinder block 13, and the cylinder head 12 is connected with the cylinder block 13 to seal gas and form a combustion space to bear high-temperature and high-pressure fuel gas. The end of the cylinder block 13 remote from the cylinder head 12 is connected to a crankcase 14.

Referring to fig. 2 to 4, the engine 100 further includes a valve train 40, a crank link mechanism 50 and a transmission mechanism 60. The crank mechanism 50 is at least partially mounted within the crankcase 14, and the valve train 40 is at least partially disposed within the crankcase 14 and coupled to the crank mechanism 50. The transmission mechanism 60 is located at least partially within the crankcase 14 and is connected to the crank linkage 50. The crank link mechanism 50 can transmit power to the valve train 40 and the speed change mechanism 60, thereby driving the valve train 40 and the speed change mechanism 60 to operate.

Referring to fig. 4, the transmission mechanism 60 includes a gear shift gear set 61, a shift drum assembly 62, a fork assembly 63, a gear shift gear set 64, a positioning assembly 65 and a transmission gear set 66.

The shift gear set 61 and the shift drum assembly 62 are at least partially mounted within the crankcase 14 and are coupled to the crankcase 14. The gear shift set 61 is connected with the transmission drum assembly 62, and the gear shift set 61 can drive the transmission drum assembly 62 to rotate.

The shift gear group 64 is at least partially installed in the crankcase 14, the shift fork assembly 63 is at least partially located in the crankcase 14 and is respectively connected with the shift gear group 64 and the shift drum assembly 62, and the shift drum assembly 62 rotates to drive the shift fork assembly 63 to move, so that the shift gear group 64 performs gear shifting.

The drive gear set 66 is at least partially mounted within the crankcase 14, and at least a portion of the drive gear set 66 is engaged with the speed change gear set 64 such that rotation of the speed change gear set 64 rotates the drive gear set 66.

The engine 100 further includes an output shaft assembly 67, and the output shaft assembly 67 is inserted into the transmission gear set 66 and connected to the transmission gear set 66. The two ends of the output shaft assembly 67 are respectively connected with a front axle and a rear axle of a vehicle, and the transmission gear set 66 rotates to drive the output shaft assembly 67 to rotate, so that wheels are driven to rotate, and the requirement of running speed is met.

The positioning assembly 65 is disposed in the crankcase 14, and the positioning assembly 65 is at least partially sleeved on the shift drum assembly 62. The positioning assembly 65 is located at one end of the shift drum assembly 62 and connected with the shift drum assembly 62, and the positioning assembly 65 can limit the gears.

Referring to fig. 5 and 6, the positioning assembly 65 includes a positioning star wheel 651 and a rocker arm unit 652, wherein the positioning star wheel 651 is sleeved on the shift drum assembly 62 and connected to the shift drum assembly 62. One end of the rocker arm unit 652 is connected to the crankcase 14, and the other end of the rocker arm unit 652 can be in limit fit with the positioning star wheel 651 to position and stop the positioning star wheel 651. The shift gear set 61 can bring the positioning star wheel 651 into synchronous rotation with the shift drum assembly 62. During the gear shifting process, when the positioning star wheel 651 moves, the rocker arm unit 652 can generate a large and uniform reaction force relative to the movement of the positioning star wheel 651 under the action of a pre-tightening force, so that a positioning and stopping effect is achieved, and the speed changing drum assembly 62 is stopped. Therefore, the movement of the shifting fork assembly 63 is stopped, the shifting fork assembly 63 is limited from being continuously matched with the speed change gear set 64 in a shifting mode, the speed change gear set 64 is prevented from carrying out gear change, and the fixation of the gear of the engine 100 is realized. So, adopt the combination of location star gear 651 and rocking arm unit 652, simple structure can make to shift more smoothly and clearly, improves the use impression of driver when the operation of shifting.

The rocker arm unit 652 includes a roller 6521 and a rocker arm 6522, one end of the rocker arm 6522 is connected to the crankcase 14, and the other end of the rocker arm 6522 is connected to the roller 6521. A plurality of shift grooves 6511 are formed on the peripheral side of the positioning star wheel 651, and the roller 6521 can be engaged into any one of the shift grooves 6511 in accordance with the rotation of the positioning star wheel 651 to position the rotation of the positioning star wheel 651, thereby fixing the shift position of the engine 100.

Referring to fig. 4, the transmission gear set 64 includes a driving gear unit 641 and a driven gear unit 642. The crank link mechanism 50 is at least partially connected to the driving gear unit 641, and the crank link mechanism 50 inputs power to the driving gear unit 641. The driving gear unit 641 is engaged with the driven gear unit 642 through gears, and the driving gear unit 641 inputs power to the driven gear unit 642.

Referring to fig. 4, the transmission gear set 64 further includes a reverse gear transition unit 643, and one end of the reverse gear transition unit 643 is mounted on the crankcase 14. The reverse transition unit 643 is located between the driving gear unit 641 and the driven gear unit 642, and is engaged with the driving gear unit 641 and the driven gear unit 642 respectively. In this way, the rotation direction of the driven gear unit 642 can be changed to make the rotation direction of the driven gear unit 642 the same as that of the driving gear unit 641, thereby satisfying the reverse gear requirement.

Referring to fig. 7, the driven gear unit 642 includes a low gear 6422, a high gear 6421, an output driving gear 6424, a reverse driven gear 6423, and a parking gear 6425, which are sequentially arranged along the axial direction of the driven gear unit 642. The drive gear unit 641 includes a reverse drive gear 6412. The reverse gear transition unit 643 is respectively engaged with the reverse gear driving gear 6412 and the reverse gear driven gear 6423, so as to satisfy the reverse gear requirement.

Referring to fig. 4 and 5, the shifting mechanism 60 further includes a parking assembly 68, the parking assembly 68 is at least partially disposed on the shift drum assembly 62, and the parking assembly 68 is disposed on a side of the positioning assembly 65 away from the inner wall of the crankcase 14 and connected to the shift drum assembly 62. Parking assembly 68 is at least partially engageable with parking gear 6425 to facilitate parking on a grade or the like.

The park assembly 68 includes a park cam 681 and a park rocker 682, the park cam 681 being disposed on the shift drum assembly 62 and coupled to the shift drum assembly 62. The parking rocker arm 682 is fitted over the parking cam 681 and a fork 631 described below, and one end of the parking rocker arm 682 remote from the shift drum assembly 62 is engageable with the parking gear 6425 to park the vehicle.

In the prior art, an engine includes a transmission mechanism including a speed change gear set, a shift assembly, and a shift drum assembly. The gear shifting assembly is located at one end of the speed changing drum assembly and comprises a gear shifting shaft, a transmission plate and a gear shifting arm, one end of the transmission plate is connected with the gear shifting shaft, and the other end of the transmission plate is connected with the gear shifting arm. A plurality of cylindrical pins are uniformly distributed in the circumferential direction of the end part of the variable speed drum component.

The gear shifting shaft can drive the transmission plate to rotate along the axis of the gear shifting shaft, and the transmission plate drives the gear shifting arm to shift the cylindrical pin, so that the speed changing drum assembly rotates to shift gears of the speed changing gear set. And in order to realize continuous gear shifting, after a gear is shifted, the gear shifting arm must rebound to clamp the next cylindrical pin, so that the next gear shifting is realized. However, with the above-described structure, in the process of realizing the continuous gear shifting, when the gear is shifted once, the operation lever rebounds, so that great discomfort is given to the driver. Moreover, the structure of the gear shifting assembly is too complex, the transmission process is complex, gear shifting is laborious, and faults are easy to occur.

In the present embodiment, referring to fig. 4 and fig. 5, the gear shift set 61 is at least partially sleeved on the shift drum assembly 62, and the gear shift set 61 is located on a side of the parking assembly 68 away from the positioning assembly 65 and connected to the shift drum assembly 62. Thus, the gear shifting gear set 61 is moved from the end part of the speed changing drum assembly 62 to the position, close to the middle part, of the speed changing drum assembly 62, the structure of the speed changing mechanism 60 is more compact, the axial length of the speed changing mechanism 60 in the axial direction of the speed changing drum assembly 62 can be reduced, the axial length of the whole vehicle is reduced, and the space in the engine 100 is greatly saved.

The shifting mechanism 60 further includes a bearing 624 and a locking member 625, wherein the bearing 624 is disposed on the shift drum assembly 62 and located on a side of the positioning assembly 65 close to the shift gear set 61. The lock member 625 penetrates the positioning star 651 of the positioning unit 65 and the shift drum unit 62, and fastens and mounts the positioning unit 65 to the shift drum unit 62.

Parking assembly 68 is located between bearing 624 and positioning assembly 65. Here, the positioning star wheel 651 of the positioning unit 65 is integrally formed with the parking cam 681 of the parking unit 68. In this way, the structure of the shift mechanism 60 is made more compact, the space occupied by the shift mechanism 60 is reduced, and the assembly time of the shift mechanism 60 can be reduced.

Referring to fig. 4 and 5, the shift gear set 61 includes a shift driving gear unit 611 and a shift driven gear unit 612. The shift driven gear unit 612 is sleeved on the shift drum assembly 62 and engaged with the shift driving gear unit 611. The shift driving gear unit 611 is capable of rotating the shift driven gear unit 612, such that the shift driven gear unit 612 rotates the shift drum assembly 62. So, gear shift gear train 61's simple structure, the processing and the equipment of being convenient for come transmission fault rate through gear intermeshing extremely low, and can make to shift more smoothly.

The shift driven gear unit 612 includes a shift driven gear 614 and a first elastic member 615. The shift driven gear 614 is sleeved on the drum assembly 62, the first elastic element 615 is sleeved on the drum assembly 62, and the first elastic element 615 is located between the shift driven gear 614 and the parking assembly 68. Specifically, the first elastic element 615 is located between the shift driven gear 614 and the bearing 624, and the first elastic element 615 is at least partially inserted and retained in the shift driven gear 614 and the shift drum assembly 62.

The first elastic piece 615 is arranged to play a role in buffering, and under the condition that the gear-shifting gear set 64 has the top teeth, the first elastic piece 615 can rotate in place firstly, so that the gear-shifting drum assembly 62 is driven to continue rotating, the requirement of gear shifting action of the whole vehicle is met, and the problem of the top teeth is solved.

In the present embodiment, the shift driven gear 614 includes a gear portion 6141 and an engagement portion 6142. The gear portion 6141 meshes with the shift driving gear unit 611, and the engagement portion 6142 is located on a side of the gear portion 6141 away from the shift driving gear unit 611 and is connected to the gear portion 6141. The fitting portion 6142 has a through groove 6132, and the first elastic element 615 is at least partially inserted into and retained in the through groove 6132. The fitting portion 6142 can increase the structural strength of the entire shift driven gear 614 while ensuring a constant size of the gear portion 6141.

In the present embodiment, the gear portion 6141 and the engagement portion 6142 substantially surround a circle.

The shift driving gear unit 611 includes a connecting shaft 6111 and a shift driving gear 6112, and the shift driving gear 6112 is sleeved on the connecting shaft 6111. The shift driving gear unit 611 is located above the shift drum assembly 62. On the one hand, the space above the shift drum assembly 62 can be fully utilized, and on the other hand, interference between the shift drive gear unit 611 and the shift gear set 64 and the like can be avoided.

Referring to fig. 4 and 8, the shift fork assembly 63 is connected to the shift drum assembly 62 and the driven gear unit 642 respectively, and the shift drum assembly 62 rotates to drive the shift fork assembly 63 to move along the axial direction of the driven gear unit 642, so as to implement the shifting operation of the shift gear set 64.

Referring to fig. 8, the fork assembly 63 includes a fork shaft 631 and a fork unit 632, the fork shaft 631 is located between the shift drum assembly 62 and the shift gear set 64, the fork unit 632 is sleeved on the fork shaft 631, one end of the fork unit 632 is connected to the shift drum assembly 62, and the other end of the fork unit 632 is connected to the shift gear set 64. The shift drum assembly 62 rotates to drive the fork unit 632 to move along the axial direction of the shift drum assembly 62, so as to realize the shifting action of the speed change gear set 64.

The fork unit 632 at least includes a first fork 6321 and a second fork 6322, and the first fork 6321 and the second fork 6322 are spaced apart from each other along the axial direction of the fork shaft 631. And one end of the first shift fork 6321 and one end of the second shift fork 6322 are connected to the shift drum assembly 62, and the other end of the first shift fork 6321 and the other end of the second shift fork 6322 are connected to the shift gear group 64.

The fork assembly 63 further includes a second elastic member 6323, a third elastic member 6324, a limiting block 6325, a limiting seat 6328 and a fourth elastic member 6329. The limiting seat 6328 is disposed on the shifting fork shaft 631, and the limiting seat 6328 is located at a side of the first shifting fork 6321 away from the second shifting fork 6322. The limiting block 6325 is disposed on the shifting fork 631, and the limiting block 6325 is located between the first shifting fork 6321 and the second shifting fork 6322. The second elastic element 6323 is disposed on the shaft 631 and located between the position-limiting seat 6328 and the first fork 6321, one end of the second elastic element 6323 abuts against the position-limiting seat 6328, and the other end of the second elastic element 6323 abuts against the first fork 6321. The third elastic member 6324 is located between the first shifting fork 6321 and the stop block 6325, one end of the third elastic member 6324 abuts against the first shifting fork 6321, and the other end of the third elastic member 6324 abuts against the stop block 6325. The fourth elastic member 6329 is located between the limiting block 6325 and the second shifting fork 6322, one end of the fourth elastic member 6329 abuts against the limiting block 6325, and the other end of the fourth elastic member 6329 abuts against the second shifting fork 6322.

The shifting fork assembly 63 further includes a first retaining ring 6326 and a second retaining ring 6327, the first retaining ring 6326 and the second retaining ring 6327 are all sleeved on the shifting fork 631, the first retaining ring 6326 is located on one side of the limiting seat 6328 away from the second shifting fork 6322, and the second retaining ring 6327 is located on one side of the second shifting fork 6322 away from the first shifting fork 6321. The first retaining ring 6326 and the second retaining ring 6327 are provided to prevent the fork unit 632, the stopper 6325, and the stopper 6328 from being separated from the fork shaft 631.

Referring to fig. 5, the shift drum assembly 62 is sequentially provided with a first profile groove 621, a second profile groove 622, and a third profile groove 623 along the axial direction thereof. One end of the first shifting fork 6321 extends into the first molding line slot 621, one end of the limiting block 6325 extends into the second molding line slot 622, and one end of the second shifting fork 6322 extends into the third molding line slot 623. In this way, when the shift drum assembly 62 rotates, the first shift fork 6321 and the second shift fork 6322 can be driven to move, so as to switch the gears of the shift gear set 64.

Referring to fig. 4, 9 and 10, the transmission gear set 66 includes a driving bevel gear unit 661 and a driven bevel gear unit 662. The drive bevel gear unit 661 is located between the driven bevel gear unit 662 and the driven gear unit 642, and the drive bevel gear unit 661 is engaged with the driven bevel gear unit 662 and the driven gear unit 642, respectively. The output shaft assembly 67 is inserted through the driven bevel gear unit 662 and connected to the driven bevel gear unit 662. Therefore, the driving gear unit 641 rotates to drive the driven gear unit 642 to rotate, the driven gear unit 642 rotates to drive the driving bevel gear unit 661 to rotate, the driving bevel gear unit 661 rotates to drive the driven bevel gear unit 662 to rotate, and the driven bevel gear unit 662 rotates to drive the output shaft assembly 67 to rotate, so that the wheels are driven to rotate, and the requirement of running speed is met.

Referring to fig. 9, the drive bevel gear unit 661 includes a first bearing housing 6611, a drive bevel gear 6612, and an output driven gear 6613. The first bearing block 6611 is at least partially connected to the crankcase 14, the drive bevel gear 6612 is partially inserted through the first bearing block 6611 and connected to the first bearing block 6611, and the drive bevel gear 6612 is engaged with the driven bevel gear unit 662. The output driven gear 6613 is located on a side of the first bearing block 6611 away from the driven bevel gear unit 662, and the output driven gear 6613 is sleeved on the drive bevel gear 6612 and connected with the drive bevel gear 6612. The output driven gear 6613 meshes with the driven gear unit 642. The output driven gear 6613 meshes with an output driving gear 6424 of the driven gear unit 642. The output driving gear 6424 rotates to drive the output driven gear 6613 to rotate, the output driven gear 6613 rotates to drive the driving bevel gear 6612 to rotate, and the driving bevel gear 6612 rotates to drive the driven bevel gear unit 662 to rotate, so as to drive the output shaft assembly 67 to rotate.

Referring to fig. 10, the driven bevel gear unit 662 includes a second bearing housing 6621 and a driven bevel gear 6622. The second bearing housing 6621 is mounted on the crankcase 14, the driven bevel gear 6622 is mounted on the second bearing housing 6621, and the driven bevel gear 6622 is engaged with the drive bevel gear 6612. The driving bevel gear 6612 rotates to drive the driven bevel gear 6622 to rotate, and the driven bevel gear 6622 rotates to drive the output shaft assembly 67 to rotate, so that the wheels are driven to rotate, and the requirement of running speed is met.

It will be appreciated by those skilled in the art that the above embodiments are only for illustrating the present invention and are not to be taken as limiting the present invention, and that suitable modifications and variations of the above embodiments are within the scope of the invention as claimed.

Claims (10)

1. An engine, comprising:

a housing assembly including a crankcase;

a crank linkage at least partially mounted to the crankcase;

the valve actuating mechanism is at least partially positioned in the crankcase and is connected with the crank connecting rod mechanism;

the speed change mechanism is at least partially positioned in the crankcase and is connected with the crank connecting rod mechanism, and the speed change mechanism comprises a speed change drum assembly;

characterized in that the speed change mechanism further comprises:

the positioning assembly is at least partially sleeved on the speed change drum assembly;

the parking assembly is at least partially sleeved on the speed changing drum assembly and is positioned on one side, away from the inner wall of the crankcase, of the positioning assembly;

the gear shifting gear set is at least partially sleeved on the speed changing drum assembly and is positioned on one side, away from the positioning assembly, of the parking assembly.

2. The engine of claim 1, wherein the shift gear set comprises:

a shift drive gear unit at least partially connected with the crankcase;

the gear shifting driven gear unit is sleeved on the speed changing drum assembly, and at least part of the gear shifting driven gear unit is meshed with the gear shifting driving gear unit;

the gear shifting driving gear unit can drive the gear shifting driven gear unit to rotate, and the gear shifting driven gear unit drives the speed changing drum assembly to rotate.

3. The engine of claim 2, wherein the shift driving gear unit includes a shift driving gear, the shift driven gear unit includes a shift driven gear, the shift driven gear includes:

a gear part engaged with the shift driving gear;

and the matching part is positioned on one side of the gear part, which is far away from the gear shifting driving gear, and is connected with the gear part.

4. The engine of claim 3, wherein said engagement portion defines a through slot, said shift driven gear unit further comprises a first elastic member sleeved on said shift drum assembly and located between said shift driven gear and said parking assembly; the first elastic piece is at least partially arranged in the through groove in a penetrating mode and limited in the through groove.

5. The engine of claim 1, wherein the variator further comprises a speed gearset comprising:

the driving gear unit is at least partially connected with the crank connecting rod mechanism;

a driven gear unit engaged with the driving gear unit, and including a parking gear.

6. The engine of claim 5, wherein the park assembly comprises:

the parking cam is sleeved on the speed changing drum component and is connected with the speed changing drum component;

the parking rocker arm is sleeved on the parking cam, and one end, far away from the speed changing drum assembly, of the parking rocker arm can be meshed with the parking gear.

7. The engine of claim 6, wherein the positioning assembly comprises:

the positioning star wheel is sleeved on the speed changing drum assembly and is connected with the speed changing drum assembly;

one end of the rocker arm unit is connected with the crankcase, and the other end of the rocker arm unit can be in limit fit with the positioning star wheel;

the positioning star wheel and the parking cam are integrally formed.

8. The engine of claim 5, wherein the transmission mechanism further comprises a fork assembly, the fork assembly comprising:

a shift fork shaft located between the shift drum assembly and the shift gear set;

the two ends of the first shifting fork are respectively connected with the speed changing drum assembly and the speed changing gear set;

the second shifting fork and the first shifting fork are arranged at intervals along the axial direction of the shifting fork shaft, and two ends of the second shifting fork are respectively connected with the speed changing drum assembly and the speed changing gear set;

the limiting seat is positioned on one side, away from the second shifting fork, of the first shifting fork and is sleeved on the shifting fork shaft;

the limiting block is located between the first shifting fork and the second shifting fork and sleeved on the shifting fork shaft, and one end of the limiting block is connected with the speed changing drum assembly.

9. The engine of claim 8, wherein the fork assembly further comprises:

the second elastic piece is sleeved on the shifting fork shaft, is positioned between the limiting seat and the first shifting fork and is respectively abutted against the limiting seat and the first shifting fork;

the third elastic piece is sleeved on the shifting fork shaft, is positioned between the first shifting fork and the limiting block and is respectively abutted against the first shifting fork and the limiting block;

the fourth elastic piece is sleeved on the shifting fork shaft and located between the limiting block and the second shifting fork, and the fourth elastic piece is abutted to the limiting block and the second shifting fork respectively.

10. The engine of claim 8, wherein the speed-changing drum assembly is provided with a first molded groove, a second molded groove and a third molded groove along the axial direction thereof in sequence, one end of the first shifting fork extends into the first molded groove, one end of the limiting block extends into the second molded groove, and one end of the second shifting fork extends into the third molded groove.

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