TWM591568U - engine - Google Patents

Abstract

An engine is provided. The engine includes a cylinder head, a cylinder, a crankcase, a crankshaft, a crankcase cover, an oil supply passage and a cushioning member. The cylinder is connected to the cylinder head. The crankcase is connected to the cylinder. The crankshaft is disposed in the crankcase. The crankshaft includes a crankshaft oil passage and a crankshaft end. The crankcase cover is connected to the crankcase, and connects to the crankshaft. A regulator tank is formed on the crankcase cover, and the crankshaft end is located in the regulator tank. The oil supply passage is communicated to the regulator tank and the crankshaft oil passage. A working fluid is supplied via the oil supply passage. The working fluid enters the regulator tank from the regulator tank, and then enters the crankshaft oil passage via the crankshaft end. The cushioning member is disposed on the regulator tank. When a first fluid pressure of the working fluid in the regulator tank overs a threshold value, the cushioning member is deformed.

Description

engine

The embodiment of the present invention relates to an engine, in particular to an engine which can reduce abnormal noise of oil pressure pulse.

The crankshaft of the conventional engine has a crankshaft oil passage, and the working fluid (lubricating oil) flows in the crankshaft oil passage. When the crankshaft rotates to a certain angle, the working fluid in the crankshaft oil passage will be ejected from the lubricating oil port of the crankshaft. Provide lubrication. After passing this specific angle, the lubricating oil port is instantly closed, thus causing an oil pressure pulse in the crankshaft oil circuit. The oil pressure pulse will cause vibration and noise of the internal parts of the engine, which not only affects the driver's attention, but also reduces the life of the engine.

This creation is an engine provided to solve the problems of the conventional technology, including a cylinder head, a cylinder, a crankcase, a crankshaft, a crankcase cover, an oil supply passage and a buffer. The cylinder is connected to the cylinder head. The crankcase is connected to the cylinder. The crankshaft is arranged inside the crankcase, wherein the crankshaft includes a crankshaft oil passage and a crankshaft end. A crankcase cover is connected to the crankcase and connected to the crankshaft, wherein a voltage stabilizing groove is formed on the crankcase cover, and the end of the crankshaft is located in the voltage stabilizing groove. The oil supply oil passage communicates with the pressure stabilizing groove and the crankshaft oil passage, wherein the oil supply oil passage provides a working fluid, the working fluid enters the pressure stabilizing groove from the oil supply oil passage, and then flows into the crankshaft through the crankshaft end Oil road. The buffer member is provided in the pressure stabilizing tank, wherein when a first fluid pressure of the working fluid in the pressure stabilizing tank exceeds a critical value, the buffer member is adapted to elastically deform to reduce the pressure of the working fluid.

In one embodiment, the stabilizing groove includes a continuous wall, the crankshaft end of the crankshaft extends into the stabilizing groove on a first side of the stabilizing groove, the continuous wall surrounds the end of the crankshaft, the buffer The member covers one of the second sides of the stabilizing groove, the first side is opposite to the second side, and the buffer member corresponds to the end of the crankshaft.

In an embodiment, the buffer member includes a flexible sheet that covers the second side of the pressure stabilizing tank, and when the fluid pressure of the working fluid exceeds the critical value, the flexible sheet elastically deforms To reduce the fluid pressure.

In an embodiment, the buffer member further includes a first washer sandwiched between the flexible sheet and the second side of the stabilizing groove, the first washer includes a first washer opening The opening of the first washer corresponds to the end of the crankshaft.

In an embodiment, the engine further includes a side cover, wherein the buffer member further includes a second gasket, the second gasket is sandwiched between the flexible sheet and the side cover, and the second gasket includes a The second gasket opening corresponds to the side cover.

In an embodiment, the engine further includes a plurality of lock fasteners, a plurality of lock attachment holes are formed on the second side of the voltage stabilizing tank, the lock fasteners pass through the side cover and the buffer member, and are connected to the Equally lock the holes to lock the side cover and the buffer to the second side of the voltage stabilizing tank.

In an embodiment, the material of the flexible sheet includes metal.

In an embodiment, the thickness of the flexible sheet is between 0.1 mm and 1 mm.

In an embodiment, the thickness of the flexible sheet is between 0.2 mm and 0.5 mm.

In an embodiment, when the first fluid pressure of the working fluid in the surge tank exceeds the critical value, the first fluid pressure is greater than a second fluid pressure of the working fluid in the oil supply passage .

With the engine of the embodiment of the present invention, since the buffer member can be elastically deformed to reduce the pressure of the working fluid, the influence of the oil pressure pulse can be eliminated, which not only removes abnormal sounds, but also extends the life of the engine.

Referring to FIG. 1, it shows the appearance of the locomotive M of this creative embodiment, including faucet 91, front wheel 92, rear wheel 93, seat cushion 94, power system 95 and other components.

The locomotive M includes a front section, a middle section, a rear section, and so on. The front part of the locomotive M is provided with a faucet 91, a front wheel 92, a turn signal, a keyhole, and other elements. The middle part of the locomotive M is provided with components such as a power system 95, a seat cushion 94 and a tripod. The rear section of the locomotive M is provided with elements such as tail lights, rear wheels 93, and mudguards.

The faucet 91 is used to control the traveling direction of the locomotive M. The faucet 91 can be equipped with functional parts, including instruments, switches, rearview mirrors and other units. The faucet 91 also has a handle (including a refueling grip) and a handbrake. The user can control the steering of the faucet 91 through the handle, adjust the throttle angle of the power system 95 through the refueling grip to control the power output, and use the handbrake to turn the locomotive M slow down. The faucet 91 may also be provided with a main light, which provides the main light illumination for the locomotive M.

The faucet 91 and the front wheel 92 are linked through the faucet rotation shaft, whereby the angle of the front wheel 92 can be controlled by rotating the faucet 91, thereby controlling the traveling direction of the locomotive M.

The power system 95 connects and drives the rear wheels 93, thereby providing power to the locomotive M to advance the locomotive M.

Figure 2 shows the engine of an embodiment of the authoring. FIG. 3 is a partial cross-sectional view showing the engine of this creative embodiment. Referring to FIGS. 2 and 3, in one embodiment, the aforementioned power system includes an engine E, including a cylinder head 1, a cylinder 2, a crankcase 3, a crankshaft 4, a crankcase cover 5, a fuel supply Oil passage 6 and a buffer member 7. The cylinder 2 is connected to the cylinder head 1. The crankcase 3 is connected to the cylinder 2. The crankshaft 4 is disposed inside the crankcase 3, wherein the crankshaft 4 includes a crankshaft oil passage 41 and a crankshaft end 42. The crankcase cover 5 is connected to the crankcase 3 and connected to the crankshaft 4, wherein the crankcase cover 5 is formed with a voltage stabilizing groove 51, and the crankshaft end 42 is located in the voltage stabilizing groove 51. The oil supply passage 6 communicates with the pressure stabilizing tank 51 and the crankshaft oil passage 41, wherein the oil supply passage 6 provides a working fluid O, and the working fluid O enters the pressure stabilizing tank 51 from the oil supply passage 6 It then flows into the crankshaft oil passage 41 through the crankshaft end 42. The buffer 7 is provided in the voltage stabilizing tank 51. When the first fluid pressure of the working fluid O in the pressure stabilizing tank 51 exceeds a critical value, the buffer member 7 is adapted to elastically deform to reduce the pressure of the working fluid O.

In an embodiment, the cylinder head 1 includes a plurality of combustion chambers.

In one embodiment, the crankcase cover 5 is connected to the crankshaft 4 through bearings. Specifically, the crankshaft 4 penetrates from the inside of the crankcase cover 5 to the outside of the crankcase cover 5. The crankshaft end 42 of the crankshaft 4 is located on the outside of the crankcase cover 5 and inside the pressure stabilizing groove 51.

Referring to FIG. 2, in one embodiment, the stabilizing groove 51 includes a continuous wall 513. The crankshaft end 42 of the crankshaft 4 extends into the stabilizing groove 51 at a first side 511 of the stabilizing groove 51. In this case, the continuous wall 513 surrounds the crankshaft end 42, the buffer member 7 covers one of the second sides 512 of the stabilizing groove 51, the first side 511 is opposite to the second side 512, and the buffer member 7 corresponds to the crankshaft end 42.

FIG. 4A is an exploded view showing the buffer member 7 of this creative embodiment. FIG. 4B is a cross-sectional view showing the buffer member 7 of this creative embodiment. Referring to FIGS. 4A and 4B, in an embodiment, the buffer member 7 includes a flexible sheet 73 that covers the second side 512 of the voltage stabilizing tank 51. When the fluid pressure of the working fluid O exceeds the critical value, the flexible sheet 73 elastically deforms to reduce the fluid pressure.

Referring to FIG. 4A, in an embodiment, the cushioning member 7 further includes a first gasket 71 interposed between the flexible sheet 73 and the second side 512 of the stabilizing groove 51 The first gasket 71 includes a first gasket opening 711 corresponding to the crankshaft end 42.

With reference to FIGS. 2 and 4A, in one embodiment, the engine further includes a side cover 8, wherein the cushioning member 7 further includes a second gasket 72 interposed between the flexible sheet 73 Between the side cover 8, the second gasket 72 includes a second gasket opening 721 corresponding to the side cover 8.

With reference to FIGS. 2, 4A, and 4B, in one embodiment, the engine further includes a plurality of locking firmware 89, and a plurality of locking holes 514 are formed on the second side 512 of the voltage stabilizing tank 51. The firmware 89 passes through the side cover 8 and the buffer member 7 and is connected to the locking holes 514 to lock the side cover 8 and the buffer member 7 to the second side 512 of the voltage stabilizing tank 51. FIG. 5 shows the state in which the side cover 8 covers the second side 512 of the stabilizing groove 51, wherein the side cover 8 and the buffer 7 fully correspond to the crankshaft center 43 of the crankshaft 4, in this embodiment , The crankshaft center 43 passes the crankshaft end 42.

In one embodiment, the material of the flexible sheet 73 includes metal. In an embodiment, the thickness of the flexible sheet is between 0.1 mm and 1 mm. In a preferred embodiment, the thickness of the flexible sheet is between 0.2 mm and 0.5 mm.

Referring to FIGS. 2 and 4B, in an embodiment, the material of the first gasket 71 and the second gasket 72 may be rubber, and between the first gasket 71, the flexible sheet 73, and the second gasket 72 may be Secured by rivets 74.

In another embodiment, the flexible sheet 73 can be at least partially covered in the rubber material by injection molding.

In an embodiment, when the first fluid pressure of the working fluid O in the surge tank 51 exceeds the critical value, the first fluid pressure is greater than the first fluid pressure in the oil supply passage 6. Two fluid pressure. In other words, in an embodiment, when the first fluid pressure exceeds the second fluid pressure, the buffer member 7 is adapted to elastically deform to reduce the pressure of the working fluid. In one embodiment, the buffer 7 is adapted to elastically reciprocate to reduce the pressure of the working fluid. When the engine is to be operated at a high speed, the frequency of the buffer 7 acting will increase.

In one embodiment, the crankshaft end 42 is the oil inlet end of the crankshaft oil passage 41, thereby achieving a better pulse elimination effect. However, the above disclosure does not limit the creation. In different embodiments, the buffer member 7 may also be disposed at the oil outlet of the crankshaft oil passage 41.

With the engine of the embodiment of the present invention, since the buffer member can be elastically deformed to reduce the pressure of the working fluid, the influence of the oil pressure pulse can be eliminated, which not only removes abnormal sounds, but also extends the life of the engine.

Although this creation has been disclosed above with specific preferred embodiments, it is not intended to limit this creation. Anyone who is familiar with this technology can still make some changes and retouching without departing from the spirit and scope of this creation. Therefore, the scope of protection of this creation shall be deemed as defined by the scope of the attached patent application.

E: Engine O: working fluid 1: cylinder head 2: cylinder 3: crankcase 4: crankshaft 41: Crankshaft oil circuit 42: crankshaft end 43: crankshaft center 5: crankcase cover 51: Voltage stabilizer 511: first side 512: second side 513: Continuous wall 514: Locking hole 6: Oil supply channel 7: Cushion 71: First washer 711: First washer opening 72: second washer 721: Second washer opening 73: Flexible sheet 74: rivet 8: side cover 89: Lock firmware 91: Faucet 92: front wheel 93: Rear wheel 94: seat cushion 95: power system M: locomotive

Figure 1 shows the appearance of the locomotive of this creative embodiment. Figure 2 shows the engine of an embodiment of the authoring. FIG. 3 is a partial cross-sectional view showing the engine of this creative embodiment. FIG. 4A is an exploded view showing the cushioning member of this creative embodiment. FIG. 4B is a cross-sectional view showing the cushioning member of this creative embodiment. Figure 5 shows the side cover of this creative embodiment covering the second side of the voltage stabilizing tank.

E: Engine

1: cylinder head

2: cylinder

3: crankcase

4: crankshaft

5: crankcase cover

51: Voltage stabilizer

512: second side

513: Continuous wall

514: Locking hole

7: Cushion

72: second washer

74: rivet

8: side cover

89: Lock firmware

Claims (10)

An engine includes: a cylinder head; a cylinder connected to the cylinder head; a crankcase connected to the cylinder; a crankshaft provided in the crankcase, wherein the crankshaft includes a crankshaft oil path and a crankshaft end; A crankcase cover is connected to the crankcase and connected to the crankshaft, wherein a pressure stabilizing groove is formed on the crankcase cover, the crankshaft end is located inside the stabilizing groove; an oil supply passage is connected to the stabilizing groove And the crankshaft oil passage, wherein the oil supply oil passage provides a working fluid, the working fluid enters the pressure stabilizing groove from the oil supply oil passage, and then flows into the crankshaft oil passage through the crankshaft end; and a buffer member is provided In the pressure stabilizing tank, when a first fluid pressure of the working fluid in the pressure stabilizing tank exceeds a critical value, the buffer member is adapted to elastically deform to reduce the pressure of the working fluid. The engine according to item 1 of the patent application scope, wherein the stabilizing groove includes a continuous wall, and the end of the crankshaft of the crankshaft extends into the stabilizing groove on a first side of the stabilizing groove, the continuous The wall surrounds the end of the crankshaft, the buffer member covers a second side of the stabilizing groove, the first side is opposite to the second side, and the buffer member corresponds to the end of the crankshaft. The engine as described in item 2 of the patent application scope, wherein the buffer member includes a flexible sheet covering the second side of the pressure stabilizing tank when the fluid pressure of the working fluid exceeds the critical value At this time, the flexible sheet elastically deforms to reduce the fluid pressure. The engine as described in item 3 of the patent application scope, wherein the buffer member further includes a first gasket interposed between the flexible sheet and the second side of the voltage stabilizing tank, the first A washer includes a first washer opening corresponding to the crankshaft end. The engine as described in item 4 of the patent application scope further includes a side cover, wherein the cushioning member further includes a second gasket interposed between the flexible sheet and the side cover, the The second gasket includes a second gasket opening corresponding to the side cover. The engine as described in item 5 of the patent application scope further includes a plurality of lock fasteners, a plurality of lock attachment holes are formed on the second side of the voltage stabilizing tank, the lock fasteners pass through the side cover and the buffer And connect the locking holes to lock the side cover and the buffer member to the second side of the voltage stabilizing tank. The engine as described in item 6 of the patent application scope, wherein the material of the flexible sheet includes metal. The engine as described in item 7 of the patent application scope, wherein the thickness of the flexible sheet is between 0.1 mm and 1 mm. The engine as described in item 8 of the patent application scope, wherein the thickness of the flexible sheet is between 0.2 mm and 0.5 mm. The engine as described in item 3 of the patent application scope, wherein, when the first fluid pressure of the working fluid in the surge tank exceeds the critical value, the first fluid pressure is greater than the pressure in the oil supply passage One of the working fluid, the second fluid pressure.

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