WO2024045409A1 - Engine - Google Patents

Abstract

An engine. The engine (100) comprises a housing assembly (10), a crank-link mechanism (50), a valve mechanism (40), a transmission mechanism (60), a first cylinder (74), a second cylinder (75), and a starter motor (80). The housing assembly (10) comprises a crankcase (14), the crank-link mechanism (50) is at least partially mounted in the crankcase (14), and the valve mechanism (40) and the transmission mechanism (60) are both connected to the crank-link mechanism (50); the first cylinder (74) is arranged in a first direction, the second cylinder (75) is arranged in a second direction, the first direction and the second direction obliquely intersect and form a preset included angle, and the starter motor (80) is at least partially arranged within the range of the included angle formed by the first direction and the second direction.

Description

engine

Related applications

This application claims the priority of the Chinese patent application filed on August 31, 2022, with the application number 202211060909.7 and the invention name "Engine", the entire content of which is incorporated into this application by reference.

Technical field

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

Background technique

An engine is a machine that can convert other forms of energy into mechanical energy. Its function is to provide the power required for vehicle operation. Engines can be divided into single-cylinder engines and multi-cylinder engines. Multi-cylinder engines include dual-cylinder, three-cylinder, four-cylinder, etc.

In related technologies or traditional technologies, a multi-cylinder engine includes a starter motor, and the starter motor is used to drive the engine to operate. The starter motor is installed directly in front of the multi-cylinder engine and is connected to the engine crankshaft. This makes the maintenance and disassembly of the starter motor very inconvenient, and the installation position of the starter motor will cause the entire engine to occupy too much space.

Contents of the invention

According to various embodiments of the present application, an engine is provided that solves at least one of the above problems.

In one embodiment, the present application provides an engine, including: a housing assembly, the housing assembly including a crankcase; a crank connecting rod mechanism, the crank connecting rod mechanism is at least partially installed on the crank case; a valve mechanism, the valve mechanism is at least The transmission mechanism is partially located in the crankcase and connected to the crank connecting rod mechanism; the transmission mechanism is at least partially located in the crankcase and connected to the crank connecting rod mechanism; the transmission mechanism includes a transmission drum assembly, a shift fork assembly, a transmission gear set and a transmission The shift gear set and the shift fork assembly are respectively connected to the speed change drum assembly and the speed change gear set, and the shift gear set is located at the end of the speed change drum assembly; the engine also includes: a first cylinder block, the first cylinder block is arranged along the first direction; Two cylinders, the second cylinder is arranged along the second direction, the first direction and the second direction intersect obliquely and form a preset angle; the starting motor is at least partially arranged in the angle formed by the first direction and the second direction. Within the included angle range; the shifting gear set includes: a shifting driving gear unit, which is at least partially connected to the crankcase; and a shifting driven gear unit, which is located in the shift drum assembly. One end of the shift drum assembly is connected to the shift drum assembly and can drive the shift drum assembly to rotate, and the shift driven gear unit is at least partially meshed with the shift driving gear unit, so that the shift driving gear The unit can drive the shift driven gear unit to rotate.

In another embodiment, the present application provides an engine, including: a housing assembly, the housing assembly including a crankcase; a crank connecting rod mechanism, the crank connecting rod mechanism is at least partially installed on the crank case; a valve mechanism, a valve mechanism At least part of the transmission mechanism is located in the crankcase and connected to the crank connecting rod mechanism; the transmission mechanism is at least partially located in the crankcase and connected to the crank connecting rod mechanism; the engine also includes: a first cylinder block, the first cylinder block is located along the The second cylinder is arranged in one direction; the second cylinder is arranged along the second direction, and the first direction and the second direction intersect obliquely and form a preset angle; the starting motor is at least partially arranged between the first direction and the second direction. within the angle range formed by the second direction.

The details of one or more embodiments of the application are set forth in the accompanying drawings and the description below. Other features, objects and advantages of the application will become apparent from the description, drawings and claims.

Description of drawings

To better describe and illustrate embodiments and/or examples of those inventions disclosed herein, reference may be made to one or more of the accompanying drawings. The additional details or examples used to describe the drawings should not be construed as limiting the scope of any of the disclosed inventions, the embodiments and/or examples presently described, and the best modes currently understood of these inventions.

Figure 1 is a schematic structural diagram of an engine according to one or more embodiments.

Figure 2 is a schematic structural diagram of the oil passage route within the engine according to one or more embodiments.

Figure 3 is a schematic structural diagram of the first box viewed from right to left according to one or more embodiments.

Figure 4 is a schematic structural diagram of the first box viewed from right to left according to one or more embodiments.

Figure 5 is a schematic diagram of a partial structure of an engine according to one or more embodiments.

Figure 6 is a schematic structural diagram of an engine viewed from left to right according to one or more embodiments.

Figure 7 is a schematic diagram of a partial structure of the first box viewed from left to right according to one or more embodiments.

Figure 8 is a schematic structural diagram of the second box from a rear to front perspective according to one or more embodiments.

Figure 9 is a schematic structural diagram of the second box viewed from left to right according to one or more embodiments.

Figure 10 is a schematic structural diagram of the second box viewed from right to left according to one or more embodiments.

Figure 11 is a partial structural diagram of an engine according to one or more embodiments.

Fig. 12 is a cross-sectional view taken along line G-G in Fig. 11.

Figure 13 is a structural schematic diagram of part of the structure in Figure 11.

Figure 14 is a schematic diagram of a partial structure of an engine according to one or more embodiments.

Fig. 15 is a cross-sectional view taken at P-P in Fig. 14.

Figure 16 is a structural schematic diagram of a crankshaft flywheel structure according to one or more embodiments.

Figure 17 is a partial structural schematic diagram of the crankshaft flywheel structure, transmission tooling and magneto assembly according to one or more embodiments.

Figure 18 is a cross-sectional view of the crankshaft flywheel structure, transmission tooling and magneto assembly according to one or more embodiments.

Figure 19 is a partial enlarged view of V in Figure 18.

Figure 20 is a schematic structural diagram of a crankshaft flywheel structure according to one or more embodiments.

Figure 21 is a schematic structural diagram of a transmission mechanism according to one or more embodiments.

Figure 22 is an exploded view of a shift drum assembly, positioning star wheel, and parking cam in accordance with one or more embodiments.

Figure 23 is an exploded view of a rocker unit according to one or more embodiments.

Figure 24 is an exploded view of a shift driving gear unit according to one or more embodiments.

Figure 25 is an exploded view of a shift driven gear unit in accordance with one or more embodiments.

Figure 26 is an exploded view of a shift fork assembly in accordance with one or more embodiments.

Figure 27 is an exploded view of a driven gear unit in accordance with one or more embodiments.

Figure 28 is an exploded view of a driving bevel gear unit in accordance with one or more embodiments.

Figure 29 is an exploded view of a driven bevel gear unit in accordance with one or more embodiments.

Figure 30 is a schematic structural diagram of a transmission mechanism according to one or more embodiments.

Figure 31 is an exploded view of a driven gear unit according to one or more embodiments.

Figure 32 is an exploded view of a shift drum assembly, positioning star wheel, and parking cam in accordance with one or more embodiments.

Figure 33 is an exploded view of a shift fork assembly in accordance with one or more embodiments.

Figure 34 is a schematic structural diagram of a transmission mechanism according to one or more embodiments.

Figure 35 is an exploded view of a driven gear unit in accordance with one or more embodiments.

Figure 36 is an exploded view of the transmission drum assembly, positioning star wheel, parking cam, shift driven gear, first elastic member, bearing, and locking member according to one or more embodiments.

Figure 37 is an exploded view of a shift fork assembly in accordance with one or more embodiments.

Figure 38 is a schematic structural diagram of an engine according to one or more embodiments.

Figure 39 is an exploded view of a crankcase, suspension bracket, and transmission case in accordance with one or more embodiments.

Figure 40 is a partial structural diagram of a suspension bracket according to one or more embodiments.

Figure 41 is a schematic structural diagram of an engine according to one or more embodiments.

Fig. 42 is a cross-sectional view taken at Q-Q in Fig. 41.

Figure 43 is a partial structural diagram of a valve mechanism and a cylinder block according to one or more embodiments.

Figure 44 is a partial structural diagram of a valve mechanism and a cylinder block according to one or more embodiments.

Fig. 45 is a cross-sectional view of Fig. 44.

Figure 46 is a schematic structural diagram of a tensioner according to one or more embodiments.

Fig. 47 is a cross-sectional view of Fig. 46.

Detailed ways

In order to clearly explain the structure of the engine 100, this application defines the front end, rear end, upper end, lower end, left side and right side of the engine 100 in FIG. 1 . The engine 100 is a device that provides power to the vehicle and can convert 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 , which includes a cylinder cover 11 , a cylinder head 12 , a cylinder block 13 , a crankcase 14 and an oil pan 15 . The cylinder cover 11 is provided on the cylinder head 12 and is connected to the cylinder head 12. The cylinder cover 11 is used to cover and seal the cylinder head 12, keep the lubricating oil inside the engine 100, and isolate dirt and moisture from the engine 100. external. One end of the cylinder head 12 away from the cylinder cover 11 is connected to the cylinder block 13. The connection between the cylinder head 12 and the cylinder block 13 can seal the gas and form a combustion space to withstand high temperature and high pressure gas. One end of the cylinder block 13 away from the cylinder head 12 is connected to the crankcase 14 . The oil pan 15 is located at an end of the crankcase 14 away from the cylinder block 13 and is connected to the crankcase 14 . The oil pan 15 is used to seal the crankcase 14 to prevent impurities from entering, and to collect and store lubricating oil.

Referring to FIGS. 1-3 , the engine 100 also includes a lubrication system 20 located at least partially within the housing assembly 10 . The lubrication system 20 includes an oil pump 21 that is at least partially installed within the crankcase 14 . The oil in the oil pan 15 can enter the oil pump 21, and the oil is transported to various parts that need lubrication through the oil pump 21.

The crankcase 14 includes an oil pump chamber 146 in which the oil pump 21 is installed.

Please refer to FIG. 3 . The engine 100 further includes an oil suction port 151 . The oil suction port 151 is opened on the bottom wall of the oil pan 15 . The oil pump 21 can pump oil in through the oil suction port 151 . This embodiment makes the structure of the engine 100 simpler by directly opening the oil suction port 151 on the bottom wall of the oil pan 15 , making it easier for the oil pump 21 to pump oil, and saving the space occupied by the engine 100 .

Specifically, the oil suction port 151 is located at the lowest point of the oil pan 15 in the up-down direction. It should be noted that the up-down direction refers to the up-down direction of the engine 100 shown in FIG. 1 . The position of the lowest point enables the oil level to cover the oil suction port 151 no matter what state the vehicle is in, such as uphill or downhill, left or right tilt, etc., thereby facilitating the oil pump 21 to pump oil.

Please refer to Figures 3 and 4. The crankcase 14 and the oil pan 15 are integrally formed. Integrating the oil pan 15 on the crankcase 14 can make the entire engine 100 compact and further save the space occupied by the engine 100 . In this embodiment, the oil pan 15 and the crankcase 14 are arranged as an integrated structure, which not only saves the space occupied by the engine 100, but also reduces the assembly steps of the engine 100 and saves time. There is no need to connect the oil pan 15 and the crankcase 14 separately. .

It should be noted that in this embodiment, the crankcase 14 and the oil pan 15 are provided as an integrated structure. Therefore, the overall structure of the crankcase 14 and the oil pan 15 after they are integrally formed will be described in detail below using the crankcase 14. The crankcase 14 and the oil pan 15 are no longer discussed separately.

Referring to FIGS. 3 to 5 , the crankcase 14 includes a first case 141 and a second case 142 . The second case 142 is covered on one side of the first case 141 and is connected to the first case 141 . The oil pump 21 is at least partially installed on the first box 141 , and the oil suction port 151 is opened at the lowest point of the bottom wall of the first box 141 . It should be noted that the bottom wall of the first box 141 is located at the lowermost end of the first box 141 .

Please refer to FIG. 4 and FIG. 7 . The oil pump 21 includes an oil pump rotor cavity 211 .

The diameter of the oil pump rotor cavity 211 is D, and the vertical distance from the center of the oil pump 21 to the oil suction port 151 is H.

In this embodiment, the diameter D of the oil pump rotor cavity 211 is set to be equal to or greater than 20 mm and equal to or less than 70 mm. For example, D is 30㎜, 40㎜, 50㎜ or 60㎜. The vertical distance H from the center of the oil pump 21 to the oil suction port 151 is greater than or equal to 45 mm and less than or equal to 80 mm. For example, H is 50㎜, 60㎜ or 70㎜. In this way, the distance between the oil pump 21 and the oil suction port 151 is relatively close, which is convenient for pumping oil.

Among them, the ratio of D to H is greater than or equal to 0.45 and less than or equal to 0.85. In this way, the distance between the oil pump 21 and the oil suction port 151 is relatively close, which not only makes the structure of the engine 100 more compact and saves the space occupied by the engine 100, but also meets the oil pumping requirements of the oil pump 21, making it easier for the oil pump 21 to pump oil. . While the performance of the oil pump 21 reaches certain requirements, the space occupied by the engine 100 is reduced and the cost is greatly reduced.

In one embodiment, the ratio of D to H is greater than or equal to 0.5 and less than or equal to 0.75.

In one embodiment, the ratio of D to H is greater than or equal to 0.55 and less than or equal to 0.7.

Through the above arrangement, the internal structure of the engine 100 can be further compacted, saving the space occupied by the engine 100 and making it easier for the oil pump 21 to pump oil.

Referring to FIG. 2 , the lubrication system 20 further includes an oil filter 22 . The oil filter 22 is installed on the bottom wall of the first box 141 and connected to the first box 141 . The oil filter 22 can prevent impurities with large particle sizes from entering the oil pump 21. In this way, the oil pan 15 and the oil filter 22 are integrated on the crankcase 14. The degree of integration is high, the overall structure of the engine 100 is compact, and the engine can save money. 100 occupies space, reducing costs.

Specifically, the oil filter 22 is installed at the oil suction port 151 . When the oil pump 21 absorbs oil, the oil can first enter the oil filter 22. The oil filter 22 filters the oil and filters out the impurities contained in the oil, thereby preventing the impurities contained in the oil from being brought into the friction of the moving pair. surface, accelerating the wear of various parts and reducing the service life of the engine 100.

Please refer to Figures 2 and 4. The crankcase 14 includes an oil storage chamber 144. The oil storage chamber 144 is located between the oil pump 21 and the oil suction port 151; and the oil storage chamber 144 is connected to the oil pump 21 and the oil suction port 151 respectively. The oil can enter the oil storage chamber 144 through the oil suction port 151, and then enter the oil pump 21 through the oil storage chamber 144. The oil storage chamber 144 is arranged so that when the oil pump 21 absorbs oil, the oil first fills the oil storage chamber 144 for oil storage, so that the oil is in the oil storage chamber 144 in any state, such as when the vehicle is tilted left or right. It will not flow away, thereby ensuring that the oil pump 21 can absorb oil at all times, and preventing oil from being sucked in due to poor oil return when the vehicle is turning. Moreover, the arrangement of the oil storage chamber 144 can save engine oil and facilitate the oil pump 21 to absorb oil. Specifically, the oil pan 15 includes an oil storage chamber 144 .

Referring to Figure 2, the engine 100 also includes a pressure relief valve 16. The pressure relief valve 16 is at least partially connected to the oil pump 21. When the oil pressure is too high, the pressure relief valve 16 can allow part of the oil to flow directly back to the oil storage chamber 144. Avoid excessive oil pressure causing damage to the oil pump 21 and other components.

Referring to FIGS. 3 to 5 , the engine 100 further includes a partition unit 145 . The partition unit 145 is located in the crankcase 14 , between the oil pump 21 and the oil suction port 151 , and is connected to the crankcase 14 ; the partition unit 145 It and the crankcase 14 form an oil storage chamber 144 . In this way, the molding of the oil storage cavity 144 is simpler. Specifically, an accommodation chamber 143 is formed between the first box 141 and the second box 142. The partition unit 145 is located in the accommodation chamber 143 and is connected to the first box 141 and the second box respectively. 142 connections.

The partition unit 145 includes a plurality of partitions 1451, which are connected in sequence to form an oil storage chamber 144. When the vehicle is tilted left and right, the engine oil can be blocked by the partition 1451 to ensure that the engine oil is in the oil storage chamber 144, meeting the oil suction demand of the oil pump 21, and saving engine oil.

Please continue to refer to FIGS. 3 and 4 . The partition unit 145 includes a first partition 1452 and a second partition 1454 . The first partition 1452 is connected to the crankcase 14 , and the second partition 1454 is located near the first partition 1452 to absorb oil. One side of the opening 151 is connected to the first partition 1452 . The first partition 1452 and the second partition 1454 surround the oil storage chamber 144 . Among them, the first partition 1452 is provided with a through hole 1453, which is connected with the oil storage chamber 144 and the oil pump 21 respectively; the oil can enter the oil storage chamber 144 from the oil suction port 151, and then from the oil storage chamber 144 through the through hole 1453. Enter the oil pump 21.

In one embodiment, the first partition 1452 is basically in the shape of "冂", and the second partition 1454 is basically in the shape of L. Therefore, the cross-section of the oil storage chamber 144 enclosed by the first partition plate 1452 and the second partition plate 1454 is substantially rectangular. The engine oil can be evenly distributed in the oil storage chamber 144 to facilitate the oil pump 21 to absorb oil. Of course, in other embodiments, the first partition 1452 and the second partition 1454 can also be in other shapes, and the oil storage chamber 144 can also be in other shapes, as long as the same effect is achieved. In some embodiments, the number of partitions 1451 can also be set according to actual needs, as long as they can enclose a chamber for storing engine oil.

In one embodiment, the baffle unit 145 is integrally formed with the crankcase 14 . In this way, the overall structure formed by the partition unit 145 and the crankcase 14 has high structural strength and is easy to process. Moreover, the assembly steps of the engine 100 can be reduced, and there is no need to separately install the partition unit 145 in the crankcase 14 , thereby saving time, effort, and cost. Of course, in other embodiments, the partition unit 145 may also be provided with a separate structure from the crankcase 14 .

Referring to FIG. 6 , the lubrication system 20 further includes an oil filter 23 and the engine 100 further includes a cooling system 30 located at least partially within the housing assembly 10 . The cooling system 30 includes a water pump 31 and an oil cooler 32. The oil filter 23, the water pump 31 and the oil cooler 32 are at least partially connected to the crankcase 14.

Please refer to FIG. 2 and FIG. 6 . In this application, the oil cooler 32 is located at the oil outlet end of the oil filter 23 and is connected with the oil filter 23 . That is, the oil cooler 32 is located behind the oil filter 23. The oil from the oil pump 21 first enters the oil filter 23 for filtering, then enters the oil cooler 32 from the oil filter 23 for cooling, and then flows into the engine main oil passage 17. It flows to various parts that need lubrication and cooling. In this way, filtering the engine oil first and then cooling it can prevent the oil cooler 32 from being clogged due to excessive impurities, and at the same time, the oil cooling effect is better.

Specifically, please refer to FIGS. 5 and 6 . The oil filter 23 is at least partially installed on the first box 141 , and the oil filter 23 is located on one side of the first box 141 . The oil cooler 32 is at least partially installed on the second box 142 , and the oil cooler 32 is located on one side of the second box 142 . The oil filter 23 and the oil cooler 32 are located on the same side of the crankcase 14 .

Please refer to Figures 4 and 8. The oil filter 23 includes a first oil outlet 231 and a first oil inlet 232. The oil cooler 32 includes a second oil inlet 323 and a second oil outlet 324. The oil filter The first oil outlet 231 of the oil cooler 23 is connected with the second oil inlet 323 of the oil cooler 32 . The oil enters the oil filter 23 from the first oil inlet 232 for filtering. The oil filtered by the oil filter 23 flows out from the first oil outlet 231 and then enters the oil cooler 32 through the second oil inlet 323. Cooling is performed, and the cooled engine oil flows into the engine main oil passage 17 through the second oil outlet 324.

In this application, please refer to Figures 3 to 10. The oil cooler 32 includes a water passage 24 and an oil passage 33. Both the water passage 24 and the oil passage 33 are located in the crankcase 14; among them, the coolant of the water pump 31 enters the engine oil through the water passage 24. cooler 32, and then flows out from the oil cooler 32 into the engine water jacket 18; the oil from the oil pump 21 enters the oil cooler 32 through the oil line 33, and then flows out from the oil cooler 32 into the engine main oil passage 17.

The water path 24 and the oil path 33 of the oil cooler 32 of this application are both located inside the engine 100. By using built-in channels, the installation of external pipelines of the engine 100 can be reduced, greatly saving the space occupied by the engine 100 and reducing the cost of the entire machine. .

Please refer to Figures 3 and 9. The oil passage 33 includes a first oil passage 331. The first oil passage 331 is provided in the accommodation chamber 143. The first oil passage 331 is located between the oil filter 23 and the oil pump 21. One end of the first oil passage 331 is connected to the first oil inlet 232 of the oil filter 23 , and the other end of the first oil passage 331 is connected to the oil pump 21 . The oil can enter the first oil passage 331 from the oil pump 21 , enter the oil filter 23 through the first oil passage 331 , and then enter the oil cooler 32 through the first oil outlet 231 of the oil filter 23 .

Please refer to Figure 10. The oil passage 33 also includes a second oil passage 332. The second oil passage 332 is located on the side of the second box 142 away from the first box 141. The second oil passage 332 is located between the oil cooler 32 and the first box 141. Between the engine main oil passages 17 , one end of the second oil passage 332 is connected to the second oil outlet 324 of the oil cooler 32 , and the other end of the second oil passage 332 is connected to the engine main oil passage 17 . The oil can enter the second oil passage 332 from the second oil outlet 324 of the oil cooler 32, and enter the engine main oil passage 17 from the second oil passage 332.

The oil cooler 32 also includes an oil outlet hole 333. The oil outlet hole 333 is located between the second oil outlet 324 and the second oil passage 332, and is connected to the second oil outlet 324 and the second oil passage 332 respectively. The oil can enter the oil outlet hole 333 from the second oil outlet 324 of the oil cooler 32, then enter the second oil passage 332 through the oil outlet hole 333, and then enter the engine main oil passage 17 from the second oil passage 332.

By providing the first oil passage 331 and the second oil passage 332 in the crankcase 14, the oil can enter the main oil passage through the oil pump 21, the oil filter 23, and the oil cooler 32 in sequence. This reduces the number of external pipelines of the engine 100, greatly saves the space occupied by the engine 100, and reduces the cost of the entire machine.

Please refer to Figures 3, 4 and 9. The engine 100 also includes a first baffle unit 34. The first baffle unit 34 is located in the accommodation chamber 143 and is connected to the first box 141 and the second box 142 respectively. connect. The first baffle unit 34, the first box 141, and the second box 142 form a first oil passage 331. In this way, the forming of the first oil passage 331 is simpler.

Referring to Figures 12, 14 and 15, the first baffle unit 34 is basically arranged in an arc shape. The engine 100 also includes a magneto assembly 70 and a crank-link mechanism 50 that is at least partially installed within the crankcase 14 . The crank connecting rod mechanism 50 includes a crankshaft flywheel structure 51 , and the magneto assembly 70 is sleeved on the crankshaft flywheel structure 51 and connected with the crankshaft flywheel structure 51 . The first baffle unit 34 is basically arranged in an arc shape, which can satisfy the oil circulation while avoiding the installation of components such as the magneto assembly 70 in the engine 100 and preventing the first baffle unit 34 from interfacing with the magneto assembly in the engine 100 . 70 and other components interfere. Moreover, the first baffle unit 34 has a simple structure and is easy to be processed and formed. Of course, in other embodiments, the first baffle unit 34 can also be configured in other shapes according to actual needs, as long as the same effect is achieved.

Referring to FIG. 10 , the engine 100 further includes a second baffle unit 35 . The second baffle unit 35 is located on the second box 142 and is connected to the second box 142 . The second baffle unit 35 is located in the oil cooler. 32 and engine main oil passage 17. The second baffle unit 35 and the second box 142 form a second oil passage 332 . In this way, the formation of the second oil passage 332 is simpler.

The second baffle unit 35 is arranged substantially in a straight line. In this way, while satisfying the oil circulation, the length of the circulation path can be shortened as much as possible to ensure that the temperature of the oil is not affected. In addition, the use of processing materials can also be reduced. The second baffle unit 35 has a simple structure and is easy to process and shape. Of course, in other embodiments, the second baffle unit 35 can also be configured in other shapes according to actual needs, as long as the same effect is achieved.

In one embodiment, the first baffle unit 34 and the second baffle unit 35 are integrally formed with the crankcase 14 . In this way, the entire structure formed by the first baffle unit 34 , the second baffle unit 35 and the crankcase 14 has high structural strength and is easy to process. Moreover, the assembly steps of the engine 100 can be reduced, and there is no need to separately install the first baffle unit 34 and the second baffle unit 35 in the crankcase 14 , thereby saving time, effort, and cost. Of course, in other embodiments, the first baffle unit 34 and the second baffle unit 35 may also be provided with a separate structure from the crankcase 14 .

As an implementation manner, the first baffle unit 34, the second baffle unit 35 and the crankcase 14 are formed by casting, which has low cost and is easy to manufacture and process.

Referring to FIGS. 5 to 8 , the water pump 31 is installed on the crankcase 14 and is located between the oil filter 23 and the oil suction port 151 . Specifically, the water pump 31 is installed on the first box 141 and is located on the side of the first box 141 away from the second box 142 . The water pump 31 includes a first water inlet 311 and a first water outlet 312 . The oil cooler 32 includes a second water inlet 321 and a second water outlet 322 .

Referring to FIG. 4 , the water channel 24 includes a first water channel 241 , one end of the first water channel 241 is connected to the first water outlet 312 of the water pump 31 , and the other end of the first water channel 241 is connected to the second water inlet 321 of the oil cooler 32 . The coolant from the water pump 31 flows into the oil cooler 32 through the first water channel 241, and flows into the water inlet of the engine water jacket 18 through the second water outlet 322 of the oil cooler 32, taking away the heat of each component.

Please continue to refer to FIG. 4 . The water passage 24 is at least partially surrounding the oil filter 23 to cool the oil filter 23 . Specifically, the first water channel 241 is provided around the oil filter 23 . By arranging the water channel 24 around the oil filter 23, the oil filter 23 can be cooled. In this application, the oil is first filtered by the oil filter 23, and most of the oil filter 23 is high-temperature oil. Therefore, arranging the first water channel 241 around the oil filter 23 can directly cool down the high-temperature oil and avoid excessive temperature of the oil, which may cause local overheating in the oil filter 23 and cause local deformation and burning. .

The coolant from the water pump 31 flows into the first water channel 241, first takes away the heat from the oil filter 23, and then enters the oil cooler 32 for cooling. After cooling, it flows into the engine water through the second water outlet 322 of the oil cooler 32. Set the water inlet of 18, and then take away the heat of each component. In this way, the cooling efficiency of the water passage 24 is high, and the oil cooler 32 can be smaller in size while meeting the same performance.

Please refer to Figure 10. The water channel 24 also includes a second water channel 242. The second water channel 242 is located on the side of the second box 142 away from the first box 141. The second water channel 242 is located between the oil cooler 32 and the engine water jacket 18. During this period, one end of the second water channel 242 is connected to the second water outlet 322 of the oil cooler 32 , and the other end of the second water channel 242 is connected to the engine water jacket 18 . The oil can enter the second water channel 242 from the second water outlet 322 of the oil cooler 32, and enter the water inlet of the engine water jacket 18 from the second water channel 242, thereby taking away the heat of each component.

The oil cooler 32 also includes a water outlet hole 243. The water outlet hole 243 is located between the second water outlet 322 and the second water channel 242, and is connected to the second water outlet 322 and the second water channel 242 respectively. The oil can enter the water outlet 243 from the second water outlet 322 of the oil cooler 32, then enter the second water channel 242 through the water outlet 243, and then enter the water inlet of the engine water jacket 18 from the second water channel 242.

By arranging the first water channel 241 and the second water channel 242 in the crankcase 14 , the oil can enter the engine water jacket 18 through the water pump 31 , the peripheral side of the oil filter 23 , and the oil cooler 32 in order, thereby reducing the number of external pipes of the engine 100 The setting of the circuit greatly saves the space occupied by the engine 100, reduces the cost of the whole machine, and enhances the oil cooling effect.

Referring to FIG. 3 , the engine 100 further includes a third baffle unit 25 . The third baffle unit 25 is connected to the crankcase 14 , and the third baffle unit 25 and the crankcase 14 form a first water channel 241 . In this way, the forming of the first water channel 241 is simpler. Among them, the third baffle unit 25 is fixedly connected or integrally formed with the crankcase 14 .

The third baffle unit 25 is disposed around the oil filter 23 so that the coolant flows to cool the oil filter 23 . The shape of the third baffle unit 25 is adapted to the peripheral side of the oil filter 23 to facilitate cooling of the oil filter 23 over a large area.

Referring to FIG. 10 , the engine 100 further includes a fourth baffle unit 26 . The fourth baffle unit 26 is located on the second box 142 and is connected to the second box 142 . The fourth baffle unit 26 is located in the oil cooler. 32 and the engine water jacket 18. The fourth baffle unit 26 and the second box 142 form a second water channel 242 . In this way, the formation of the second water channel 242 is simpler. Among them, the fourth baffle unit 26 is fixedly connected or integrally formed with the second box 142 .

The fourth baffle unit 26 is basically arranged along a preset direction. In this way, the length of the circulation path can be shortened as much as possible while satisfying the coolant circulation, ensuring that the temperature of the coolant is not affected, and the use of processing materials can also be reduced. The fourth baffle unit 26 has a simple structure and is easy to process. forming. Of course, in other embodiments, the fourth baffle unit 26 can also be configured in other shapes according to actual needs, as long as the same effect is achieved.

In one embodiment, the third baffle unit 25 and the fourth baffle unit 26 are integrally formed with the crankcase 14 . In this way, the entire structure formed by the third baffle unit 25 , the fourth baffle unit 26 and the crankcase 14 has high structural strength and is easy to process. Moreover, the assembly steps of the engine 100 can be reduced, and there is no need to separately install the third baffle unit 25 and the fourth baffle unit 26 on the crankcase 14, thus saving time, effort, and reducing costs. Of course, in other embodiments, the third baffle unit 25 and the fourth baffle unit 26 may also be provided with a separate structure from the crankcase 14 .

In this embodiment, the third baffle unit 25, the fourth baffle unit 26 and the crankcase 14 are cast, which has low cost and facilitates manufacturing and processing.

Please refer to Figure 8. The second water inlet 321, the second water outlet 322, the second oil inlet 323 and the second oil outlet 324 are all located on the same side of the oil cooler 32, and the second water inlet 321, the second outlet The water port 322, the second oil inlet 323 and the second oil outlet 324 are distributed in a matrix. In this way, the second water inlet 321 , the second water outlet 322 , the second oil inlet 323 and the second oil outlet 324 have a compact structure, which facilitates the communication between the second oil passage 332 , the second water passage 242 and the oil cooler 32 .

Specifically, the second water inlet 321 is located above the second oil inlet 323, the second water outlet 322 is located above the second oil outlet 324, and the straight line between the second water inlet 321 and the second water outlet 322 is connected with the second water inlet 321. The straight lines where the oil inlet 323 and the second oil outlet 324 are located are parallel.

Referring to FIG. 10 , the second water channel 242 is located above the second oil channel 332 , and the second oil channel 332 and the second water channel 242 are parallel to each other. In this way, the manufacturing and processing of the second water passage 242 and the second oil passage 332 are facilitated, and the lengths of the water passage 24 and the oil passage 33 in the crankcase 14 are set as short as possible, thereby ensuring that the temperatures of the coolant and engine oil are not affected. Realize the transportation of coolant and engine oil.

By arranging the first oil passage 331 , the second oil passage 332 , the first water passage 241 and the second water passage 242 in the crankcase 14 , it is possible to reduce the number of external pipelines of the engine 100 on the basis of satisfying the transportation flow of engine oil and coolant. The setting reduces the use of processing and manufacturing materials and reduces the cost of the entire machine. Moreover, by integrating the oil pan 15 and the oil filter 22 on the crankcase 14, the overall structure of the crankcase 14 is highly integrated, which not only meets the oil pumping requirements of the oil pump 21, but also greatly saves the space occupied by the engine 100. Space.

In this application, the direction of the oil in the engine 100 is as follows: oil filter 22, oil pump 21, first oil passage 331, oil filter 23, oil cooler 32, second oil passage 332, and engine main oil passage 17, and then enter the crank connecting rod mechanism 50 and other components that need lubrication and cooling from the engine main oil passage 17.

The direction of the coolant is: water pump 31, first water channel 241, oil cooler 32, second water channel 242, engine water jacket 18, and then from the engine water jacket 18 to each component that needs to be cooled.

Referring to FIG. 11 , the engine 100 also includes a first cylinder 74 , a second cylinder 75 and a starter motor 80 . The first cylinder 74 is arranged along the first direction, and the second cylinder 75 is arranged along the second direction. The first direction and the second direction intersect obliquely and form a preset angle. The starter motor 80 is at least partially disposed within an included angle range formed by the first direction and the second direction. Since the water passage 24 and the oil passage 33 are both built into the crankcase 14 in this application, on the basis of satisfying the transportation flow of engine oil and coolant, the arrangement of external pipelines of the engine 100 is greatly reduced, thereby saving the first cylinder block. There is a large amount of space between 74 and the second cylinder block 75 to reduce the weight of the engine 100. Therefore, in this application, the starter motor 80 is at least partially disposed within the angle range formed by the first direction and the second direction, making full use of the space between the first cylinder 74 and the second cylinder 75 . Moreover, since the starter motor 80 is moved from right in front of the engine 100 to between the first cylinder 74 and the second cylinder 75 of the engine 100, the space at the original installation position of the starter motor 80 can be freed up to install other components. The overall structure of the engine 100 is more compact. At the same time, arranging at least part of the starter motor 80 within the angle range formed by the first direction and the second direction can also facilitate the disassembly and installation of the starter motor 80 , make maintenance easier, and facilitate the layout of the water passage 24 and the oil passage 33 of the engine 100 .

Referring to FIGS. 11 and 12 , the magneto assembly 70 includes an overrunning clutch 72 , which is sleeved on the crankshaft flywheel structure 51 and connected to the crankshaft flywheel structure 51 . The engine 100 also includes a duplex gear set 81 and a transition gear set 82 . The double gear set 81 and the transition gear set 82 are both installed in the crankcase 14. The double gear set 81 is located between the starter motor 80 and the transition gear set 82, and is connected to the starter motor 80 and the transition gear set 82 respectively. The transition gear set 82 is located between the double gear set 81 and the overrunning clutch 72, and is connected to the double gear set 81 and the overrunning clutch 72 respectively.

Among them, the starter motor 80 drives the double gear set 81 to rotate, the double gear set 81 drives the transition gear set 82 to rotate, the transition gear set 82 drives the overrunning clutch 72 to rotate, and the overrunning clutch 72 drives the crankshaft flywheel structure 51 of the crank linkage mechanism 50 to rotate. , thereby realizing power transmission.

Referring to Figure 13, the plane defining the axis passing through the starter motor 80 and the axis of the duplex gear set 81 at the same time is the first plane 101; the plane defining the axis passing through the axis of the duplex gear set 81 and the transition gear set 82 at the same time is the second plane. The second plane 102 defines the plane that passes through the axis of the transition gear set 82 and the axis of the overrunning clutch 72 at the same time as the third plane 103; defines the straight line extending in the up and down direction of the engine 100 as the reference straight line 104.

Among them, the angle between the first plane 101 and the reference straight line 104 is A, and A is greater than or equal to 0 degrees and less than or equal to 30 degrees; the angle between the second plane 102 and the reference straight line 104 is B, and B is greater than or equal to 20 degrees. and less than or equal to 60 degrees; the angle between the third plane 103 and the reference straight line 104 is C, and C is greater than or equal to 0 degrees and less than or equal to 45 degrees. In this way, on the basis of ensuring normal transmission of the engine 100, the requirements for compact layout of the engine 100 can be met, the space occupied by the engine 100 can be reduced, and the cost of the engine 100 can be reduced.

In other embodiments, the angle A between the first plane 101 and the reference straight line 104 may be 10 degrees, 15 degrees, 20 degrees or 25 degrees. The angle B between the second plane 102 and the reference straight line 104 may be 30 degrees, 40 degrees, 45 degrees or 55 degrees. The angle C between the third plane 103 and the reference straight line 104 may be 10 degrees, 20 degrees, 30 degrees or 40 degrees.

Referring to Figure 12, the vertical distance between the axis of the starter motor 80 and the axis of the duplex gear set 81 is M1, the vertical distance between the axis of the duplex gear set 81 and the axis of the transition gear set 82 is M2, and the transition gear The vertical distance between the axis of the group 82 and the axis of the overrunning clutch 72 is M3; where M2/M1 is greater than or equal to 0.6 and less than or equal to 1; M2/M3 is greater than or equal to 0.2 and less than or equal to 0.5. In this way, the starter motor 80 , the duplex gear set 81 , the transition gear set 82 and the overrunning clutch 72 can be arranged more compactly in the engine 100 to facilitate power transmission. Moreover, since the starter motor 80 is at least partially disposed between the first cylinder 74 and the second cylinder 75, by limiting the distance between the transmission gear sets, the duplex gear set 81, the transition gear set 82 and the overrunning gear set can be The clutch 72 is arranged as close to the starter motor 80 as possible, thereby further preventing the overrunning clutch 72 from interfering with the first baffle unit 34 . At the same time, it is easier to arrange the double gear set 81 , the transition gear set 82 and the overrunning clutch 72 in the engine 100 , the power transmission path between them is shorter, and the power transmission efficiency is higher. The arrangement of the starter motor 80 , the duplex gear set 81 , the transition gear set 82 and the overrunning clutch 72 can also greatly reduce the occupied space and facilitate the installation of other transmission structures in the engine 100 , thereby reducing the volume of the engine 100 and saving the space occupied by the engine 100 space, reducing the cost of the engine 100.

In other embodiments, M2/M1 may be 0.7, 0.8, or 0.9. M2/M3 can be 0.25, 0.3 or 0.4. Through the above arrangement, the starter motor 80 , the duplex gear set 81 , the transition gear set 82 and the overrunning clutch 72 can be further compactly arranged in the engine 100 , reducing the size of the engine 100 , and the power transmission path is shorter. Transmission efficiency is higher.

Please refer to Figure 12. Specifically, the double gear set 81 includes a primary double gear 811 and a secondary double gear 812 that mesh with each other. The transition gear set 82 includes a transition gear 821. The overrunning clutch 72 includes a driven gear 73. The gear 73 is sleeved on the crankshaft flywheel structure 51 and connected with the crankshaft flywheel structure 51 . Among them, the primary double gear 811 meshes with the output shaft of the starter motor 80 , the secondary double gear 812 meshes with the transition gear 821 , and the transition gear 821 meshes with the driven gear 73 . The starting motor 80 drives the primary double gear 811 to rotate, the secondary double gear 812 rotates synchronously with the primary double gear 811, the secondary double gear 812 drives the transition gear 821 to rotate, the transition gear 821 drives the driven gear 73 to rotate, so that The driven gear 73 drives the crankshaft flywheel structure 51 to rotate to realize power transmission.

In this application, please refer to FIGS. 14 to 16 . The crankshaft flywheel structure 51 includes a crankshaft 52 and a connecting structure 53 . The connecting structure 53 is at least partially disposed at the end of the crankshaft 52 and extends outward from the crankcase 14 to a predetermined length. The external motor set 54 can be connected to the connection structure 53 . The external motor set 54 is connected to the crankshaft 52 through the connection structure 53 , thereby driving the crankshaft 52 to rotate, allowing the engine 100 to operate, so as to conduct a cold test to detect the performance of the engine 100 . In this way, the crankshaft flywheel structure 51 has a simple structure, and facilitates the connection between the external motor set 54 and the crankshaft 52 when the engine 100 is being tested, eliminating the current hot test method of ignition, which can save the off-line test time of the engine 100 and the thermal test. The fuel cost required for the test.

In this implementation, the crankshaft 52 and the connecting structure 53 are an integrated structure. In this way, the overall structural strength formed by the crankshaft 52 and the connecting structure 53 is high, and assembly time can be saved. During assembly, there is no need to separate the crankshaft 52 and the connecting structure. 53 for assembly.

Please refer to Figures 15 and 16. In one embodiment, the connection structure 53 includes splines 531. The external motor set 54 is connected to the splines 531. The spline 531 is used for connection, which can withstand large torque and facilitate the rotation of the crankshaft 52. . In addition, the spline 531 transmits load through multiple teeth, the force is evenly distributed, and the stress concentration is small, thereby extending the service life.

The spline 531 is any one of an involute spline, a rectangular spline, a triangular spline, or a trapezoidal spline.

The ratio of the length of the spline 531 along the axial direction of the crankshaft 52 to the torque required to rotate the crankshaft 52 is greater than or equal to 0.15 and less than or equal to 0.35. In this way, it can be ensured that the spline 531 has sufficient strength to drive the crankshaft 52 to rotate. If the ratio of the length of the spline 531 to the torque required to rotate the crankshaft 52 is less than 0.15, then the length of the spline 531 is too short, and the engine 100 cannot operate without friction resistance. Spline 531 is not strong enough and can easily cause damage.

In one embodiment, the ratio of the length of the spline 531 along the axial direction of the crankshaft 52 to the torque required to rotate the crankshaft 52 is greater than or equal to 0.18 and less than or equal to 0.3.

In one embodiment, the ratio of the length of the spline 531 along the axial direction of the crankshaft 52 to the torque required to rotate the crankshaft 52 is greater than or equal to 0.2 and less than or equal to 0.25.

Through the above arrangement, it can be further ensured that the spline 531 has sufficient strength to drive the crankshaft 52 to rotate.

It should be noted that the unit of the length of the spline 531 is millimeters, and the unit of the torque required to rotate the crankshaft 52 is Nm.

The ratio of the length of the spline 531 along the axial direction of the crankshaft 52 to the radius of the spline 531 along the radial direction of the crankshaft 52 is greater than or equal to 0.25 and less than or equal to 0.55. In this way, it can be ensured that the spline 531 has sufficient strength to drive the crankshaft 52 to rotate. For example, the ratio of the length of the spline 531 along the axial direction of the crankshaft 52 to the radius of the spline 531 along the radial direction of the crankshaft 52 can be 0.3, 0.35, 0.4, 0.45 or 0.5. In this way, the spline 531 can be further ensured to have sufficient strength. Drive the crankshaft 52 to rotate.

Please refer to Figure 15 and Figure 17. The external motor unit 54 includes a motor body 541 and a transmission tool 542. One end of the transmission tool 542 is sleeved on the connection structure 53 and connected to the connection structure 53. The other end of the transmission tool 542 is connected to the motor body 541. connect. The motor body 541 drives the transmission tool 542 to rotate, and the transmission tool 542 drives the connecting structure 53 to rotate, thereby driving the crankshaft 52 to rotate.

Please refer to FIG. 15 . The engine 100 also includes a pressing member 55 and a gasket 56 . The magneto assembly 70 also includes a magneto 71 . The magneto 71 is at least partially sleeved on the crankshaft 52 . The gasket 56 is sleeved on the connecting structure 53 , and the gasket 56 is located between the transmission tool 542 and the magneto 71 , and abuts against the transmission tool 542 and the magneto 71 respectively. The arrangement of the gasket 56 can avoid wear between the transmission tool 542 and the magneto 71 due to long-term movement.

One end of the pressing piece 55 is passed through the transmission tool 542, the connecting structure 53 and the crankshaft 52 in sequence, and is connected to the crankshaft 52; the other end of the pressing piece 55 is in contact with the end of the transmission tool 542 away from the crankshaft 52 to limit the position and The transmission tool 542 and the magneto 71 are pressed tightly to prevent the transmission tool 542 and the magneto 71 from moving in the axial direction of the crankshaft 52 .

Please continue to refer to FIG. 15 . The pressing member 55 includes a fastening section 551 and a contact section 552 . One end of the fastening section 551 is connected to the abutting section 552 , and the other end of the fastening section 551 is connected to the crankshaft 52 . One end of the transmission tool 542 is against the gasket 56 , and the other end of the transmission tool 542 is provided with an accommodating groove 5421 . The abutment section 552 is at least partially located in the accommodation groove 5421 and abuts against the transmission tool 542 .

Referring to FIG. 16 , the crankshaft 52 includes a cone section 521 and a body section 522 . One end of the cone section 521 is connected to the body section 522 , and the other end of the cone section 521 is connected to the connecting structure 53 . The magneto 71 is at least partially sleeved on the cone section 521 . In this embodiment, the tapered surface section 521 and the body section 522 are integrally formed.

Along the axial direction of the crankshaft 52 and in the direction from the conical surface section 521 to the body section 522, the diameter of the conical surface section 521 shows an increasing trend. The diameter of the connecting structure 53 is smaller than the minimum diameter of the cone segment 521 , thus facilitating the processing and manufacturing of the crankshaft 52 .

Please refer to Figures 18 to 20. In another embodiment, a card slot 532 is provided on the connection structure 53. The external motor set 54 is partially inserted into the card slot 532 and snap-fitted with the connection structure 53, thereby realizing an external motor set. 54 drives the crankshaft 52 to rotate. In this way, the connection structure 53 is easy to process, and the assembly process is simple.

Please refer to FIGS. 19 and 20 . Specifically, the transmission tool 542 of the external motor set 54 is provided with a connecting block 5422 , and the connecting block 5422 is inserted into the slot 532 to realize the snap fit between the connecting structure 53 and the external motor set 54 .

Referring to FIG. 21 , FIG. 30 and FIG. 34 , the engine 100 also includes a transmission mechanism 60 . The speed change mechanism 60 is at least partially located in the crankcase 14, and the speed change mechanism 60 is at least partially connected to the crank linkage mechanism 50. The crank linkage mechanism 50 inputs power to the speed change mechanism 60, thereby driving the speed change mechanism 60 to operate to meet the driving speed requirements.

The transmission mechanism 60 includes a shift gear set 61 , a shift drum assembly 62 , a shift fork assembly 63 , a shift gear set 64 , a positioning assembly 65 and a transmission gear set 66 .

The shift gear set 61 and the transmission drum assembly 62 are at least partially installed in the crankcase 14 and connected with the crankcase 14 . The shift gear set 61 is connected to the speed change drum assembly 62, and the shift gear set 61 can drive the speed change drum assembly 62 to rotate.

The speed change gear set 64 is at least partially installed in the crankcase 14 , and the shift fork assembly 63 is at least partially located in the crankcase 14 and connected to the speed change gear set 64 and the speed change drum assembly 62 respectively. The rotation of the speed change drum assembly 62 can drive the shift fork assembly 63 Movement to cause the transmission gear set 64 to switch gears.

The transmission gear set 66 is at least partially installed in the crankcase 14 , and at least part of the transmission gear set 66 meshes with the transmission gear set 64 . The rotation of the transmission gear set 64 can drive the transmission gear set 66 to rotate.

The engine 100 also includes an output shaft assembly 67 , which is disposed in the transmission gear set 66 and connected with the transmission gear set 66 . Both ends of the output shaft assembly 67 are respectively connected to the front axle and the rear axle of the vehicle. The rotation of the transmission gear set 66 can drive the output shaft assembly 67 to rotate, thereby driving the wheels to rotate to meet the driving speed requirements.

The positioning assembly 65 is located in the crankcase 14. The positioning assembly 65 is at least partially sleeved on the transmission drum assembly 62 and connected with the transmission drum assembly 62. The positioning assembly 65 can limit the gear position.

Please continue to refer to FIG. 21 . In one embodiment, the shift gear set 61 is located at one end of the transmission drum assembly 62 and is connected to the transmission drum assembly 62 .

Referring to FIGS. 21 to 23 , the positioning assembly 65 includes a positioning star wheel 651 and a rocker arm unit 652 . The positioning star wheel 651 is sleeved on the speed change drum assembly 62 and is connected to the speed change 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 limitedly matched with the positioning star wheel 651 to position and stop the positioning star wheel 651 . The shift gear set 61 can drive the positioning star wheel 651 and the speed change drum assembly 62 to rotate synchronously. 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 the preload force to achieve the positioning stop effect. The shift drum assembly 62 is stopped. Thereby, the movement of the shift fork assembly 63 is stopped to limit the shift cooperation between the shift fork assembly 63 and the transmission gear set 64 , thereby preventing the transmission gear set 64 from changing gears and fixing the gear of the engine 100 . In this way, the combination of the positioning star wheel 651 and the rocker arm unit 652 has a simple structure, can make shifting smoother and clearer, and improve the driver's experience during shifting operations.

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 shifting grooves 6511 are formed on the peripheral side of the positioning star wheel 651. As the positioning star wheel 651 rotates, the roller 6521 can be inserted into any one of the shifting grooves 6511 to position the rotation of the positioning star wheel 651. The gear position of the engine 100 is fixed.

In this embodiment, please refer to FIG. 21 , FIG. 24 and FIG. 25 . The shifting gear set 61 includes a shifting driving gear unit 611 and a shifting driven gear unit 612 . The shift driven gear unit 612 is located at one end of the transmission drum assembly 62 and is connected with the transmission drum assembly 62 . The shifting driving gear unit 611 is at least partially connected to the crankcase 14, and the shifting driving gear unit 611 can mesh with the shifting driven gear unit 612, and the shifting driving gear unit 611 can drive the shifting driven gear unit 612 to rotate, thereby The shift driven gear unit 612 drives the speed change drum assembly 62 to rotate. In this way, the shift gear set 61 has a simple structure, is easy to process and assemble, has a very low transmission failure rate through mutual meshing of the gears, and can make gear shifting smoother.

The shifting driving gear unit 611 includes a connecting shaft 6111 and a shifting driving gear 6112. The shifting driving gear 6112 is sleeved on the connecting shaft 6111. The shift driven gear unit 612 includes a shaft assembly 613, a shift driven gear 614 and a first elastic member 615. The shaft assembly 613 is located at one end of the transmission drum assembly 62 and is connected with the transmission drum assembly 62 . The shifting driven gear 614 is sleeved on the shaft assembly 613. The shifting driving gear 6112 can mesh with the shifting driven gear 614. The shifting driving gear 6112 drives the shifting driven gear 614 to rotate, and the shifting driven gear 614 drives the shifting driven gear 614. The shift drum assembly 62 rotates.

The first elastic member 615 is sleeved on the shaft assembly 613, and the first elastic member 615 is located on the side of the shift driven gear 614 away from the shift drum assembly 62. The first elastic member 615 at least partially penetrates and is limited to the shift driven gear 614. In the moving gear 614 and the shaft assembly 613. The arrangement of the first elastic member 615 can play a buffering role. When a tooth tip occurs in the transmission gear set 64, the first elastic member 615 can be rotated in place first, thereby driving the transmission drum assembly 62 to continue to rotate to meet the shifting requirements of the entire vehicle. Action needs to solve the problem of top teeth.

Please continue to refer to Figure 25. The shaft assembly 613 includes a shift pad 6131, a shift shaft 6133 and a fastener 6134. The shift driven gear 614 and the first elastic member 615 are both sleeved on the shift shaft 6133. The shift pad 6131 is located between the shift drum assembly 62 and the shift shaft 6133. The fastener 6134 passes through the shift shaft 6133, the shift pad 6131 and the shift drum assembly 62 in sequence, and connects the shift driven gear unit 612 It is tightly connected with the speed change drum assembly 62, so that when the shift driven gear unit 612 rotates, it drives the speed change drum assembly 62 to rotate.

The provision of the shift pad 6131 can prevent the shift driven gear 614 and the transmission drum assembly 62 from wearing.

The shaft assembly 613 also includes a first blocking piece 616 and a second blocking piece 617. The first blocking piece 616 is located at an end of the first elastic member 615 away from the shift driven gear 614. The first blocking piece 616 is sleeved on the fastener 6134. on, used to limit the position of the first elastic member 615. The fastener 6134 can be pressed against the first resisting piece 616 to ensure the compression amount of the first elastic member 615 . The second resisting piece 617 is sleeved on the shift shaft 6133 and is located between the first elastic member 615 and the shift driven gear 614. The first elastic member 615 can abut against the second resisting piece 617. The piece 617 can avoid wear between the shift driven gear 614 and the first elastic member 615 .

The shift pad 6131 is provided with a through slot 6132, and the first elastic member 615 at least partially extends into the through slot 6132 and abuts against the wall of the through slot 6132, thereby ensuring that the first elastic member 615 realizes the torsional compression process.

The shift driven gear 614 includes a gear portion 6141 and a mating portion 6142. The gear portion 6141 meshes with the shifting driving gear 6112. The mating portion 6142 is located on the side of the gear portion 6141 away from the shifting driving gear 6112 and is connected to the gear portion 6141. The provision of the matching portion 6142 can increase the overall structural strength of the shift driven gear 614 while ensuring that the size of the gear portion 6141 is constant.

The mating part 6142 includes a first reinforcing part 6143 and a second reinforcing part 6144. One end of the first reinforcing part 6143 is connected to the gear part 6141. One end of the second reinforcing part 6144 is connected to the gear part 6141. The first reinforcing part 6143 is connected to the second reinforcing part 6142. The reinforcing parts 6144 are arranged at intervals. The first elastic member 615 at least partially passes between the first reinforcing part 6143 and the second reinforcing part 6144 and extends into the through groove 6132.

In this embodiment, both the shifting driving gear 6112 and the gear portion 6141 of the shifting driven gear 614 are sector gears.

Please refer to Figures 21 and 26. The shift fork assembly 63 includes a shift fork shaft 631 and a shift fork unit 632. The shift fork shaft 631 is located between the transmission drum assembly 62 and the transmission gear set 64. The shift fork unit 632 is sleeved on the shift fork shaft. 631 , and one end of the shift fork unit 632 is connected to the transmission drum assembly 62 , and the other end of the shift fork unit 632 is connected to the transmission gear set 64 . The rotation of the speed change drum assembly 62 can drive the shift fork unit 632 to move along the axial direction of the speed change drum assembly 62 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. The first fork 6321 and the second fork 6322 are spaced apart 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 both connected to the transmission drum assembly 62 , and the other ends of the first shift fork 6321 and the other end of the second shift fork 6322 are connected to the transmission gear set 64 .

The fork assembly 63 also includes a second elastic member 6323, a third elastic member 6324 and a limiting block 6325. The second elastic member 6323, the third elastic member 6324 and the limiting block 6325 are all sleeved on the fork shaft 631, limiting the The position block 6325 is located on the side of the second shift fork 6322 away from the first shift fork 6321, and one end of the limit block 6325 is connected to the transmission drum assembly 62. Among them, the second elastic member 6323 is located between the first fork 6321 and the second fork 6322, and one end of the second elastic member 6323 abuts the first fork 6321, and the other end of the second elastic member 6323 contacts the second fork 6322. The shift fork 6322 abuts. The third elastic member 6324 is located between the second fork 6322 and the limiting block 6325. One end of the third elastic member 6324 abuts the second fork 6322, and the other end of the third elastic member 6324 abuts the limiting block 6325. Depend on.

The setting of the limiting block 6325 can adjust the force value of the elastic member, so that the force value of the second elastic member 6323 and the third elastic member 6324 is uniform, which facilitates the movement of the fork assembly 63.

The shift fork assembly 63 also includes a first retaining ring 6326 and a second retaining ring 6327. The first retaining ring 6326 and the second retaining ring 6327 are both sleeved on the shift fork shaft 631. The first retaining ring 6326 is located on the first shift fork 6321. The second retaining ring 6327 is located on the side of the limiting block 6325 away from the second shifting fork 6322 . The arrangement of the first retaining ring 6326 and the second retaining ring 6327 can prevent the fork unit 632 and the limiting block 6325 from being separated from the fork shaft 631 .

Referring to FIG. 22 , the speed change drum assembly 62 is sequentially provided with a first type wire trough 621 , a second type wire trough 622 and a third type wire trough 623 along its own axial direction. Among them, one end of the first shift fork 6321 extends into the first type wire trough 621, one end of the second shift fork 6322 extends into the second type wire trough 622, and one end of the limiting block 6325 extends into the third type wire trough 623. .

Referring to FIG. 21 , 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 and the driven gear unit 642 are in gear mesh, and the driving gear unit 641 inputs power to the driven gear unit 642 .

The shift fork assembly 63 is connected to the transmission drum assembly 62 and the driven gear unit 642 respectively. The rotation of the transmission drum assembly 62 can drive the shift fork assembly 63 to move along the axial direction of the driven gear unit 642 to realize the shifting action of the transmission gear set 64 .

Please continue to refer to FIG. 21 . The transmission gear set 64 also includes a reverse gear transition unit 643 . One end of the reverse gear transition unit 643 is installed on the crankcase 14 . The reverse gear transition unit 643 is located between the driving gear unit 641 and the driven gear unit 642, and meshes 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 so that the rotation direction of the driven gear unit 642 is the same as that of the driving gear unit 641, thereby meeting the reverse gear requirement.

Please refer to Figures 21 and 27. The driven gear unit 642 includes a high gear 6421, a low gear 6422, a reverse driven gear 6423, an output driving gear 6424 and a parking gear sequentially distributed along the axial direction of the driven gear unit 642. 6425. The driving gear unit 641 includes a reverse driving gear 6412 . Among them, the reverse gear transition unit 643 meshes with the reverse gear driving gear 6412 and the reverse gear driven gear 6423 respectively, so as to meet the reverse gear demand.

Referring to FIG. 21 , FIG. 28 and FIG. 29 , the transmission gear set 66 includes a driving bevel gear unit 661 and a driven bevel gear unit 662 . The driving bevel gear unit 661 is located between the driven bevel gear unit 662 and the driven gear unit 642, and the driving bevel gear unit 661 meshes with the driven bevel gear unit 662 and the driven gear unit 642 respectively. The output shaft assembly 67 passes through the driven bevel gear unit 662 and is connected with the driven bevel gear unit 662 . In this way, the rotation of the driving gear unit 641 drives the driven gear unit 642 to rotate. The rotation of the driven gear unit 642 can drive the driving bevel gear unit 661 to rotate. The rotation of the driving bevel gear unit 661 drives the driven bevel gear unit 662 to rotate. The driven bevel gear unit The rotation of 662 drives the output shaft assembly 67 to rotate, thereby driving the wheels to rotate to meet the driving speed requirements.

Referring to FIG. 28 , the driving bevel gear unit 661 includes a first bearing seat 6611 , a driving bevel gear 6612 and an output driven gear 6613 . The first bearing seat 6611 is at least partially connected to the crankcase 14 . The driving bevel gear 6612 is partially penetrated through the first bearing seat 6611 and connected to the first bearing seat 6611 . The driving bevel gear 6612 meshes with the driven bevel gear unit 662 . The output driven gear 6613 is located on the side of the first bearing seat 6611 away from the driven bevel gear unit 662, and the output driven gear 6613 is sleeved on the driving bevel gear 6612 and connected to the driving bevel gear 6612. The output driven gear 6613 is meshed with the driven gear unit 642. Among them, the output driven gear 6613 meshes with the output driving gear 6424 of the driven gear unit 642. The rotation of the output driving gear 6424 drives the output driven gear 6613 to rotate, the rotation of the output driven gear 6613 drives the driving bevel gear 6612 to rotate, the rotation of the driving bevel gear 6612 drives the driven bevel gear unit 662 to rotate, thereby driving the output shaft assembly 67 to rotate.

Referring to FIG. 29 , the driven bevel gear unit 662 includes a second bearing seat 6621 and a driven bevel gear 6622 . The second bearing seat 6621 is installed on the crankcase 14, the driven bevel gear 6622 is installed on the second bearing seat 6621, and the driven bevel gear 6622 meshes with the driving bevel gear 6612. The rotation of the driving bevel gear 6612 drives the driven bevel gear 6622 to rotate, and the rotation of the driven bevel gear 6622 drives the output shaft assembly 67 to rotate, thereby driving the wheels to rotate to meet the driving speed requirements.

Referring to FIG. 21 , the transmission mechanism 60 further includes a parking assembly 68 , which is at least partially sleeved on the transmission drum assembly 62 , and the parking assembly 68 is located on the side of the positioning assembly 65 away from the shift gear set 61 . The parking assembly 68 can at least partially mesh with the parking gear 6425 to facilitate parking on slopes and other locations.

The parking assembly 68 includes a parking cam 681 and a parking rocker arm 682. The parking cam 681 is sleeved on the transmission drum assembly 62 and is connected to the transmission drum assembly 62. The parking cam 681 is located on the positioning assembly 65 away from the shift gear. Group 61 on one side. The parking rocker arm 682 is sleeved on the parking cam 681 and the fork shaft 631, and the end of the parking rocker arm 682 away from the transmission drum assembly 62 can mesh with the parking gear 6425 to achieve parking.

Of course, in other embodiments, the positions of the parking component 68 and the positioning component 65 can also be changed according to actual needs. For example, the positioning component 65 is located on the side of the parking component 68 away from the shift gear set 61 .

30 to 33 show a transmission mechanism 60 in another embodiment of the present application. In this embodiment, the reverse gear transition unit 643 includes a reverse gear chain 6431. The reverse gear chain 6431 is respectively installed on the driving gear unit 641 and the driven gear unit 642 to meet the reverse gear requirement.

Referring to FIG. 31 , the driven gear unit 642 includes a low gear gear 6422 , a high gear gear 6421 , an output driving gear 6424 , a reverse driven sprocket 6426 and a parking gear 6425 that are sequentially distributed along the axial direction of the driven gear unit 642 . The driving gear unit 641 includes a reverse driving sprocket 6411. Among them, one end of the reverse gear chain 6431 is wound around the reverse gear driving sprocket 6411, and the other end is wound around the reverse gear driven sprocket 6426, so that the reverse gear driving sprocket 6411 and the reverse gear driven sprocket 6426 rotate synchronously. In this way, the chain transmission structure is used to realize the reverse gear, and the structure is compact, which can greatly save the space of the engine 100 and reduce the cost.

Please refer to FIG. 30 and FIG. 32 . In this embodiment, the positioning component 65 is located on the side of the parking component 68 away from the shift gear set 61 . In this way, the structure of the transmission mechanism 60 is compact, and the axial length of the transmission drum assembly 62 can be shortened, thereby saving space in the engine 100 .

Among them, the positioning star wheel 651 of the positioning assembly 65 and the parking cam 681 of the parking assembly 68 are integrally formed. In this way, the structure of the transmission mechanism 60 is more compact, saving the space of the engine 100, and reducing the assembly time of the engine 100.

Please refer to Figure 33. In this embodiment, the setting of the limiting block 6325 is cancelled, and a limiting seat 6328 is added to limit the position of the second elastic member 6323.

The limiting seat 6328 is located on the side of the first shift fork 6321 away from the second shift fork 6322, and is sleeved on the shift fork shaft 631. The second elastic member 6323 is located between the limiting seat 6328 and the first fork 6321. One end of the second elastic member 6323 abuts the limiting seat 6328, and the other end of the second elastic member 6323 abuts the first fork 6321. Depend on. The third elastic member 6324 is located between the first fork 6321 and the second fork 6322, and one end of the third elastic member 6324 is against the first fork 6321, and the other end of the third elastic member 6324 is against the second fork. 6322 against.

Referring to FIG. 32 , the speed change drum assembly 62 is sequentially provided with a first wire groove 621 and a second wire groove 622 along its axial direction. Among them, one end of the first shift fork 6321 extends into the first type wire trough 621, and one end of the second shift fork 6322 extends into the second type wire trough 622. In this way, when the speed change drum assembly 62 rotates, the first shift fork 6321 and the second shift fork 6322 can be driven to move, so as to realize gear switching of the speed change gear set 64 . In addition, the axial length of the transmission drum assembly 62 is greatly shortened, further reducing the space occupied by the transmission mechanism 60 in the engine 100 and reducing costs.

Figures 34 to 37 show the transmission mechanism 60 in another embodiment of the present application. In this embodiment, the positioning assembly 65 is at least partially sleeved on the transmission drum assembly 62, and the positioning assembly 65 is located on the transmission drum assembly 62. One end is connected with the gear drum assembly 62. The parking assembly 68 is at least partially sleeved on the transmission drum assembly 62 , and the parking assembly 68 is located on the side of the positioning assembly 65 away from the inner wall of the crankcase 14 and is connected to the transmission drum assembly 62 . The shift gear set 61 is at least partially sleeved on the shift drum assembly 62 , and the shift gear set 61 is located on the side of the parking assembly 68 away from the positioning assembly 65 and is connected to the shift drum assembly 62 . The parking assembly 68 is located between the shift gear set 61 and the positioning assembly 65 .

In this way, by moving the shift gear set 61 from the end of the speed change drum assembly 62 to a position near the middle of the speed change drum assembly 62, the structure of the speed change mechanism 60 is made more compact, and the speed of the speed change mechanism 60 along the axis of the speed change drum assembly 62 can be reduced. axial length, thereby reducing the axial length of the entire vehicle, greatly saving space within the engine 100.

The transmission mechanism 60 also includes a bearing 624 and a locking member 625. The bearing 624 is sleeved on the transmission drum assembly 62 and is located on the side of the positioning assembly 65 close to the shift gear set 61. The locking member 625 passes through the positioning star wheel 651 of the positioning assembly 65 and the transmission drum assembly 62, and the positioning assembly 65 is fastened to the transmission drum assembly 62.

The parking assembly 68 is located between the bearing 624 and the positioning assembly 65 . Among them, the positioning star wheel 651 of the positioning assembly 65 and the parking cam 681 of the parking assembly 68 are integrally formed. In this way, the structure of the transmission mechanism 60 is made more compact, the space occupied by the transmission mechanism 60 is reduced, and the assembly time of the transmission mechanism 60 can be reduced.

Referring to FIG. 35 , the driven gear unit 642 includes a low gear gear 6422 , a high gear gear 6421 , an output driving gear 6424 , a reverse driven gear 6423 and a parking gear 6425 that are sequentially distributed along the axial direction of the driven gear unit 642 .

In this embodiment, the shift driven gear unit 612 eliminates the installation of the shaft assembly 613 .

Referring to FIG. 34 and FIG. 36 , the shift driven gear unit 612 is sleeved on the transmission drum assembly 62 and meshes with the shift driving gear unit 611 . 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 transmission drum assembly 62, and the first elastic member 615 is sleeved on the transmission drum assembly 62. The first elastic member 615 is located between the shift driven gear 614 and the parking assembly 68. Specifically, the first elastic member 615 is located between the shift driven gear 614 and the bearing 624, and the first elastic member 615 is at least partially penetrated and limited within the shift driven gear 614 and the transmission drum assembly 62.

The arrangement of the first elastic member 615 can play a buffering role. When a tooth tip occurs in the transmission gear set 64, the first elastic member 615 can be rotated in place first, thereby driving the transmission drum assembly 62 to continue to rotate to meet the shifting requirements of the entire vehicle. Action needs to solve the problem of top teeth.

In this embodiment, the shift driven gear 614 includes a gear part 6141 and a fitting part 6142. The gear portion 6141 meshes with the shifting driving gear unit 611 , and the mating portion 6142 is located on a side of the gear portion 6141 away from the shifting driving gear unit 611 and is connected to the gear portion 6141 . The fitting portion 6142 is provided with a through groove 6132, and the first elastic member 615 at least partially penetrates and is limited in the through groove 6132.

In this embodiment, the gear portion 6141 and the matching portion 6142 substantially form a circle.

The shift driving gear unit 611 is located above the transmission drum assembly 62 . On the one hand, the space above the transmission drum assembly 62 can be fully utilized, and on the other hand, interference between the shift driving gear unit 611 and the transmission gear set 64 can be avoided.

Referring to FIG. 37 , the shift fork assembly 63 also includes a limiting seat 6328 and a fourth elastic member 6329 .

The limit seat 6328 is sleeved on the shift fork shaft 631, and the limit seat 6328 is located on the side of the first shift fork 6321 away from the second shift fork 6322. The limiting block 6325 is sleeved on the fork shaft 631, and the limiting block 6325 is located between the first fork 6321 and the second fork 6322. Among them, the second elastic member 6323 is sleeved on the fork shaft 631 and is located between the limit seat 6328 and the first fork 6321, and one end of the second elastic member 6323 is against the limit seat 6328, and the second The other end of the elastic member 6323 abuts against the first shifting fork 6321. The third elastic member 6324 is located between the first fork 6321 and the limiting block 6325. One end of the third elastic member 6324 is against the first fork 6321, and the other end of the third elastic member 6324 is against the limiting block. On block 6325. The fourth elastic member 6329 is located between the limiting block 6325 and the second fork 6322, and one end of the fourth elastic member 6329 is against the limiting block 6325, and the other end of the fourth elastic member 6329 is against the second dial. Fork 6322 on.

Referring to FIG. 36 , the speed change drum assembly 62 is sequentially provided with a first type wire groove 621 , a second type wire groove 622 and a third type wire groove 623 along its own axial direction. Among them, one end of the first shift fork 6321 extends into the first type wire trough 621, one end of the limiting block 6325 extends into the second type wire trough 622, and one end of the second shift fork 6322 extends into the third type wire trough 623. Inside. In this way, when the speed change drum assembly 62 rotates, the first shift fork 6321 and the second shift fork 6322 can be driven to move, so as to realize gear switching of the speed change gear set 64 .

Referring to FIGS. 38 and 39 , the housing assembly 10 further includes a transmission case 19 , which is at least partially located on one side of the crankcase 14 and connected to the crankcase 14 . The engine 100 also includes a suspension bracket 90 that is detachably connected to the crankcase 14 . The suspension bracket 90 is used to support the installation of the entire engine 100 on the entire vehicle. The suspension bracket 90 is made of a first material, and the transmission case 19 is made of a second material. The density of the first material is greater than the density of the second material, and the strength of the first material is greater than the strength of the second material.

In this application, the transmission case 19 and the suspension bracket 90 are arranged separately, and the transmission case 19 and the suspension bracket 90 are processed and formed by different materials, which can greatly reduce the weight of the engine 100 and reduce the cost; and , processing the suspension bracket 90 and the transmission case 19 separately can greatly reduce the processing difficulty of the transmission case 19. At the same time, the suspension bracket 90 is detachably connected to the crankcase 14, which facilitates processing, assembly or replacement, and can also reduce the overall volume and processing difficulty of the crankcase 14.

The density of the first material is greater than or equal to 2.5g/cm ³ and less than or equal to 2.9g/cm ³ , and the tensile strength of the first material is greater than or equal to 315MPa and less than or equal to 560MPa. In this way, the suspension bracket 90 made of the first material has high strength, is sturdy and durable.

In another embodiment, the density of the first material is greater than or equal to 2.6 g/cm ³ and less than or equal to 2.8 g/cm ³ . The tensile strength of the first material is greater than or equal to 345MPa and equal to or less than 480MPa.

In another embodiment, the density of the first material is greater than or equal to 2.65g/cm ³ and less than or equal to 2.7g/cm ³ . The tensile strength of the first material is equal to or greater than 380 MPa and equal to or less than 420 MPa.

Through the above arrangement, the high strength, firmness and durability of the suspension bracket 90 can be further ensured.

In other embodiments, the density of the first material may be 2.66g/cm ³ , 2.68g/cm ³ , 2.69g/cm ³ , 2.73g/cm ³ , or 2.78g/cm ³ . The tensile strength of the first material may be 320MPa, 330MPa, 355MPa, 410MPa, 450MPa, 510MPa or 550MPa.

The density of the second material is greater than or equal to 1.12g/cm ³ and less than or equal to 1.15g/cm ³ , and the tensile strength of the second material is greater than or equal to 20MPa and less than or equal to 80MPa. In this way, the transmission case 19 made of the second material is light in weight and has low manufacturing cost.

In another embodiment, the density of the second material is greater than or equal to 1.125g/cm ³ and less than or equal to 1.145g/cm ³ . The tensile strength of the first material is greater than or equal to 30 MPa and less than or equal to 60 MPa.

In another embodiment, the density of the first material is greater than or equal to 1.13g/cm ³ and less than or equal to 1.14g/cm ³ . The tensile strength of the first material is greater than or equal to 40 MPa and less than or equal to 50 MPa.

Through the above arrangement, the light weight and low cost of the transmission case 19 can be further ensured.

In other embodiments, the density of the second material may be 1.128g/cm ³ , 1.135g/cm ³ or 1.148g/cm ³ . The tensile strength of the second material may be 35MPa, 45MPa, 55MPa, 65MPa, 70MPa or 75MPa.

In this embodiment, the first material used for the suspension bracket 90 may be aluminum alloy, such as ZL111. The second material used in the transmission case 19 may be plastic, such as PA6. In this way, on the one hand, the transmission case 19 is made of plastic material, which can greatly reduce the weight of the engine 100 and reduce the cost of the engine 100 . On the other hand, the suspension bracket 90 is made of aluminum alloy material, which has high strength and can support the installation of the engine 100 on the entire vehicle.

Referring to Figures 39 and 40, the suspension bracket 90 includes a fixing unit 91 and a shock absorbing unit 92. The fixing unit 91 is at least partially connected to the crankcase 14, the shock absorbing unit 92 is connected to the fixing unit 91, and the shock absorbing unit 92 is connected to the entire unit. Car frame connection. In this way, it can not only support the engine 100 to be installed on the entire vehicle, but also reduce the transmission of vibration through the damping unit 92 .

The fixing unit 91 at least includes a first fixing part 914, a second fixing part 915 and a third fixing part 916. The first fixing part 914, the second fixing part 915 and the third fixing part 916 are all connected to the crankcase 14 to fix the suspension. The bracket 90 is firmly installed on the crankcase 14.

The first fixing part 914 , the second fixing part 915 and the third fixing part 916 are arranged in a triangle. In this way, the stability after connection can be higher and the firmness of the connection between the suspension bracket 90 and the crankcase 14 can be improved. Of course, in other embodiments, the number and position of the fixing members can be set according to actual needs, for example, the number of fixing members is four, five, six or more.

Please refer to Figures 38 and 39. The transmission case 19 includes an air guide 191 and a gearbox body 192. The gearbox body 192 is at least partially connected to the crankcase 14. The air guide 191 is connected to the gearbox body 192, and the air guide duct 191 is connected to the gearbox body 192. 191 is located on the same side of the crankcase 14 as the oil cooler 32 . The first fixing part 914 and the second fixing part 915 are both exposed and provided on the transmission case 19 , and the third fixing part 916 is located between the crankcase 14 and the air guide duct 191 .

The plane on which the side of the transmission case 19 away from the crankcase 14 is located is defined as the reference plane 105 . The vertical distance from the end of the first fixing member 914 close to the transmission case 19 to the reference plane 105 is the first height 106 . The vertical distance from the end of the second fixing member 915 close to the transmission case 19 to the reference plane 105 is the second height 107 . The vertical distance from the end of the third fixing member 916 close to the transmission case 19 to the reference plane 105 is the third height 108 . Among them, the first height 106 is equal to the second height 107, and the third height 108 is greater than the first height 106 and the second height 107.

In this way, the third fixing part 916 is disposed further away from the transmission case 19 than the first fixing part 914 and the second fixing part 915. Since the third fixing part 916 is located between the crankcase 14 and the air guide duct 191, the third fixing part 916 is The member 916 is further away from the transmission case 19 than the first fixed member 914 and the second fixed member 915 and can better avoid the air guide duct 191 and avoid interference between the third fixed member 916 and the air guide duct 191 .

Referring to FIG. 40 , the fixing unit 91 includes a first fixing platform 911 , a second fixing platform 912 and a third fixing platform 913 . The second fixed platform 912 is located between the first fixed platform 911 and the third fixed platform 913, and is connected to the first fixed platform 911 and the third fixed platform 913 respectively. Among them, the first fixed platform 911, the second fixed platform 912 and the third fixed platform 913 are basically arranged in a ladder shape.

The first fixing part 914 and the second fixing part 915 are installed on the second fixing platform 912 . The third fixing member 916 is installed on the third fixing platform 913.

The fixing unit 91 also includes a first reinforcing rib 917 and a second reinforcing rib 918. The first reinforcing rib 917 is connected to the first fixing platform 911 and the second fixing platform 912 respectively. The second reinforcing ribs 918 are connected to the second fixing platform 912 and the third fixing platform 913 respectively. In this way, the overall structural strength of the suspension bracket 90 can be improved.

In this embodiment, the number of the first reinforcing ribs 917 is two, and the number of the second reinforcing ribs 918 is one. In other embodiments, the number of first reinforcing ribs 917 may also be one, three, four or more. The number of the second reinforcing ribs 918 can also be two, three, four or more.

Please refer to FIG. 41 and FIG. 42 . The shock absorbing unit 92 includes a shock absorbing cylinder 921 , a shock absorbing structure 922 and a fourth fixing member 9223 . The outer peripheral side of the shock absorbing cylinder 921 is connected to the fixing unit 91. The shock absorbing structure 922 is at least partially installed in the shock absorbing cylinder 921. The fourth fixing member 9223 is at least partially penetrated through the shock absorbing structure 922 and locks the shock absorbing structure 922. In the shock absorber 921.

The shock-absorbing structure 922 includes a first shock-absorbing rubber sleeve 9221 and a second shock-absorbing rubber sleeve 9222. One end of the first shock-absorbing rubber sleeve 9221 extends into the shock-absorbing tube 921, and the other end of the first shock-absorbing rubber sleeve 9221 is located in the shock-absorbing tube 921. Outside the shock tube 921, and against the shock absorber 921. The second shock-absorbing rubber sleeve 9222 is arranged opposite to the first shock-absorbing rubber sleeve 9221. One end of the second shock-absorbing rubber sleeve 9222 extends into the shock-absorbing cylinder 921 and abuts against the end of the first shock-absorbing rubber sleeve 9221. The other end of the second shock-absorbing rubber sleeve 9222 is located outside the shock-absorbing cylinder 921 and is against the shock-absorbing cylinder 921. In this way, the vibration transmitted by the engine 100 through the shock absorber 921 can be greatly reduced. The fourth fixing member 9223 penetrates the first shock-absorbing rubber sleeve 9221 and the second shock-absorbing rubber sleeve 9222, and locks the first shock-absorbing rubber sleeve 9221 and the second shock-absorbing rubber sleeve 9222 in the shock-absorbing cylinder 921.

Referring to FIGS. 43 and 44 , the engine 100 also includes a valve mechanism 40 . The valve train 40 is at least partially located within the crankcase 14 and connected to the crank linkage 50 . The crank connecting rod mechanism 50 can transmit power to the valve mechanism 40 to drive the valve mechanism 40 to operate.

The valve mechanism 40 is installed in the housing assembly 10 . The valve mechanism 40 includes a camshaft structure 41 and a timing transmission structure 42 .

The camshaft structure 41 is at least partially installed in the cylinder head 12 , one end of the timing transmission structure 42 is sleeved on at least part of the crank connecting rod mechanism 50 , and the other end of the timing transmission structure 42 is sleeved on at least part of the camshaft structure 41 . The rotation of the crank link mechanism 50 can drive the timing transmission structure 42 to move, the timing transmission structure 42 drives the camshaft structure 41 to rotate, and the crank link mechanism 50 transmits power to the camshaft structure 41 through the timing transmission structure 42 .

The timing transmission structure 42 includes a timing chain 43 and a tensioner 44 . The timing chain 43 is wound around the camshaft structure 41 and the crank link mechanism 50 respectively. The rotation of the crank link mechanism 50 drives the timing chain 43 to move, and the timing chain 43 drives the camshaft structure 41 to rotate. The tensioner 44 is at least partially installed in the cylinder block 13 and is used to adjust the tension of the timing chain 43 to keep the timing chain 43 within a preset tension range, ensuring the tension of the timing chain 43 while also maintaining the tension. It can reduce the wear of the timing chain 43, thereby increasing the service life and reducing maintenance costs.

Please refer to FIG. 45 . The tensioner 44 is at least partially inserted through the cylinder block 13 and is threadedly connected to the inner wall of the cylinder block 13 . One end of the tensioner 44 is in contact with the timing chain 43 , and the other end of the tensioner 44 is in contact with the cylinder block 13 . By arranging the tensioner 44 to be threadedly connected to the cylinder block 13, installation and disassembly of the tensioner 44 are facilitated, assembly time is saved, and costs are reduced. Avoid installing the tensioner on the cylinder block through bolts, flanges and other components. The structure is complex and the installation process is cumbersome. Moreover, the threaded connection in this application can also save the space occupied by the tensioner 44 after installation and reduce the weight of the engine 100 .

Please refer to Figures 46 and 47. The tensioner 44 includes a tensioning housing 441 and a tensioning assembly 442. A tightening thread 4421 is provided on the outside of the tensioning housing 441. The tensioning housing 441 is at least partially penetrated through the cylinder block 13. , and is threadedly connected to the cylinder block 13 by tightening the thread 4421. The tensioning assembly 442 is at least partially installed in the tensioning housing 441 and can move along the axial direction of the tensioning housing 441 to adjust the timing chain 43 . One end of the tensioning assembly 442 extends into the tensioning housing 441 , and the other end of the tensioning assembly 442 is in contact with the timing chain 43 .

The length of the tightening thread 4421 along the axial direction of the tensioning housing 441 is L1, the length of the tensioning housing 441 is L2, and L1/L2 is greater than or equal to 0.15 and less than or equal to 0.35. In this way, the stability of the connection between the tensioner 44 and the cylinder block 13 can be ensured, and the tensioner 44 can be prevented from being detached from the cylinder block 13. It can also facilitate the installation and disassembly of the tensioner 44, save assembly time of the tensioner 44, and reduce tension. The space occupied by the tightener 44 is installed.

If L1/L2 is less than 0.15, the tightness of the connection between the tensioner 44 and the cylinder block 13 is low, and the tensioner 44 is easily detached from the cylinder block 13, and the tensioning effect of the tensioner 44 on the timing chain 43 cannot be realized. If L1/L2 is greater than 0.35, the processing cost of the tensioner 44 and the cylinder block 13 will be too high, which will waste materials and take time to install.

The setting of L1/L2 can be changed according to actual conditions. In one embodiment, L1/L2 is greater than or equal to 0.18 and less than or equal to 0.3. In another embodiment, L1/L2 is equal to or greater than 0.2 and equal to or less than 0.25. Through the above arrangement, the firmness of the connection between the tensioner 44 and the cylinder block 13 can be further ensured.

Referring to Figure 47, the tensioning housing 441 includes a connecting section 4411 and a resisting section 4412. The tightening thread 4421 is provided on the outer peripheral side of the connecting section 4411. One end of the connecting section 4411 is connected to the abutment section 4412, and the other end of the connecting section 4411 penetrates the cylinder block 13 and is threadedly connected to the cylinder block 13. The abutment section 4412 is located outside the cylinder block 13 and abuts against the cylinder block 13. The abutment section 4412 is arranged to limit the distance of the connecting section 4411 into the cylinder block 13, making the installation of the tensioner 44 faster. convenient.

In this embodiment, the connecting section 4411 and the abutting section 4412 are integrally formed, which facilitates the processing of the tensioning housing 441 and saves assembly time of the tensioner 44. When installing the tensioner 44, there is no need to remove the abutting section 4412. Assemble separately with connecting section 4411.

Please continue to refer to Figure 47. The tensioning housing 441 includes a first receiving groove 4413, and the tensioning assembly 442 is at least partially installed in the first receiving groove 4413. The tensioning housing 441 is provided with a first internal oil passage 4414 and a second internal oil passage 4415. One end of the first internal oil passage 4414 is connected to the engine main oil passage 17, and the other end of the first internal oil passage 4414 is connected to the second internal oil passage 4415. Oil passage 4415 is connected. The second inner oil passage 4415 is connected with the first inner oil passage 4414 and the first receiving groove 4413 respectively. The oil in the main oil passage can flow into the second inner oil passage 4415 through the first inner oil passage 4414, and then into the first receiving groove 4413, so that the tensioning assembly 442 can achieve axial movement and compress the tensioning plate 45, thereby adjusting the tensioning assembly 442. Timing chain 43 tension.

The tensioning assembly 442 includes a one-way valve unit 443, a plunger spring 445, an oil control plate 446 and a plunger 444. The one-way valve unit 443 is installed in the first receiving groove 4413. One end of the plunger 444 is located in the first receiving groove 4413, and the other end of the plunger 444 is against the tensioning plate 45. And the plunger 444 is provided with a second accommodating groove 4443, and the second accommodating groove 4443 is connected with the first accommodating groove 4413. The oil control plate 446 is located in the second receiving groove 4443, and the oil control plate 446 is against the plunger 444. The plunger spring 445 is sleeved on at least part of the oil control plate 446, and one end of the plunger spring 445 is against the one-way valve unit 443, and the other end of the plunger spring 445 is against the oil control plate 446.

Among them, a high-pressure chamber 447 is formed between the one-way valve unit 443 and the plunger 444. The oil in the main oil passage 17 of the engine enters the first receiving groove 4413 through the first internal oil passage 4414 and the second internal oil passage 4415. When the oil pressure is greater than the spring force of the plunger spring 445, the oil pushes open the one-way valve unit 443. , the engine oil enters the high-pressure chamber 447 and pushes out the plunger 444, causing the plunger 444 to move toward the tension plate 45 along the axial direction of the tension housing 441, thereby compressing the tension plate 45 and adjusting the timing chain 43 .

An oil drain channel 4441 is also provided at one end of the plunger 444 close to the timing chain 43 . The high-pressure chamber 447 is connected to the oil drain channel 4441 through the oil control plate 446 . The oil control plate 446 includes a labyrinth channel (not shown). The labyrinth channel is connected with the high-pressure chamber 447 and the oil drain channel 4441 respectively, and the pressure in the high-pressure chamber 447 is adjusted by continuously draining oil.

Please continue to refer to Figure 47. The tensioner 44 also includes a clamping plate 47. A clamping plate groove 4442 is provided on the outer peripheral side of the plunger 444. The clamping plate 47 is installed in the clamping plate groove 4442 to prevent the plunger 444 from being moved during transportation. The plunger spring 445 extends out under the elastic force.

The tensioner 44 also includes a first limiting member 48 and a second limiting member 49. The groove wall of the first accommodating groove 4413 is provided with a first mounting groove 4416 and a second mounting groove 4417. The first mounting groove 4416 is located on the side of the second mounting groove 4417 away from the timing chain 43 . The first limiting member 48 is sleeved on the peripheral side of the plunger 444 , and the first limiting member 48 is located in the first installation groove 4416 . The second limiting member 49 is sleeved on the peripheral side of the plunger 444 , and the second limiting member 49 is located in the second installation groove 4417 . The first limiting member 48 and the second limiting member 49 can limit the moving distance of the plunger 444 along the axial direction of the tensioning housing 441 .

Referring to Figures 44 and 45, the timing transmission structure 42 also includes a tensioning plate 45. The tensioning plate 45 is at least partially located in the cylinder block 13, and the tensioning plate 45 is located between the tensioner 44 and the timing chain 43. The tensioning plate 45 is connected to the timing chain 43 . One end of the tensioning assembly 442 is located in the tensioning housing 441, and the other end of the tensioning assembly 442 is against the tensioning plate 45, so as to adjust the tensioning force of the timing chain 43 through the cooperation of the tensioning plate 45, thereby reducing the timing of the timing chain 43. When the chain 43 is worn, the service life is improved.

The timing transmission structure 42 also includes a guide plate 46 , which is at least partially located within the cylinder block 13 and connected to the cylinder block 13 . And the guide plate 46 is located on the side of the timing chain 43 away from the tensioning plate 45 and is connected to the timing chain 43 . The guide plate 46 is used to guide the movement of the timing chain 43 to make the movement of the timing chain 43 smoother.

The technical features of the above-described embodiments can be combined in any way. To simplify the description, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, All should be considered to be within the scope of this manual.

The above-described embodiments only express several implementation modes of the present application, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of the patent application. It should be noted that, for those of ordinary skill in the art, several modifications and improvements can be made without departing from the concept of the present application, and these all fall within the protection scope of the present application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims (105)

1. An engine including:

   a housing assembly including a crankcase;

   a crank connecting rod mechanism, the crank connecting rod mechanism is at least partially installed in the crankcase;

   A valve mechanism, the valve mechanism is at least partially located in the crankcase and connected with the crank connecting rod mechanism;

   A transmission mechanism, which is at least partially located in the crankcase and connected to the crank connecting rod mechanism; the transmission mechanism includes a transmission drum assembly, a shift fork assembly, a transmission gear set and a shift gear set, the The shift fork assembly is respectively connected to the transmission drum assembly and the transmission gear set, and the shift gear set is located at the end of the transmission drum assembly;

   It is characterized in that the engine also includes:

   a first cylinder, the first cylinder is arranged along the first direction;

   a second cylinder, the second cylinder is arranged along a second direction, and the first direction intersects with the second direction obliquely and forms a preset angle;

   a starting motor, which is at least partially disposed within the angle range formed by the first direction and the second direction;

   The shift gear set includes:

   a shifting driving gear unit, which is at least partially connected to the crankcase;

   A shift driven gear unit. The shift driven gear unit is located at one end of the shift drum assembly and is connected to the shift drum assembly and can drive the shift drum assembly to rotate. The shift driven gear The unit is at least partially meshed with the shifting driving gear unit, so that the shifting driving gear unit can drive the shifting driven gear unit to rotate.
2. The engine of claim 1, wherein the crank connecting rod mechanism includes a crankshaft flywheel structure, the engine further comprising:

   An overrunning clutch, the overrunning clutch is sleeved on the crankshaft flywheel structure and connected to the crankshaft flywheel structure;

   A double gear set, which is installed in the crankcase and connected to the starting motor;

   Transition gear set, the transition gear set is installed in the crankcase and is located between the double gear set and the overrunning clutch, and is connected to the double gear set and the overrunning clutch respectively.
3. The engine according to claim 2, wherein a plane defining an axis of the starter motor and an axis of the duplex gear set is a first plane, and a plane defining an axis of the duplex gear set and the transition gear The plane of the axis of the group is the second plane, the plane defining the axis of the transition gear group and the axis of the overrunning clutch is the third plane, and the straight line extending in the up and down direction of the engine is defined as the reference straight line;

   Wherein, the angle between the first plane and the reference straight line is greater than or equal to 0 degrees and less than or equal to 30 degrees; the angle between the second plane and the reference straight line is greater than or equal to 20 degrees and less than or equal to 60 degrees. degrees; the angle between the third plane and the reference straight line is greater than or equal to 0 degrees and less than or equal to 45 degrees.
4. The engine according to claim 2, wherein the vertical distance between the axis of the starter motor and the axis of the duplex gear set is M1, and the axis of the duplex gear set and the axis of the transition gear set are The vertical distance between them is M2, and the vertical distance between the axis of the transition gear set and the axis of the overrunning clutch is M3;

   Among them, M2/M1 is greater than or equal to 0.6 and less than or equal to 1; M2/M3 is greater than or equal to 0.2 and less than or equal to 0.5.
5. The engine of claim 2, wherein the duplex gear set includes an intermeshing primary duplex gear and a secondary duplex gear, the transition gear set includes a transition gear, and the overrunning clutch includes a driven gear, The driven gear is sleeved on the crankshaft flywheel structure and connected with the crankshaft flywheel structure;

   Wherein, the primary double gear meshes with the output shaft of the starter motor, the secondary double gear meshes with the transition gear, and the transition gear meshes with the driven gear.
6. The engine of claim 1, further comprising:

   a cooling system located at least partially within the housing assembly, the cooling system including an oil cooler connected to the crankcase;

   Wherein, the oil cooler includes a water passage and an oil passage, and both the water passage and the oil passage are provided inside the crankcase.
7. The engine of claim 6, wherein said crankcase includes:

   The first box;

   a second box, the second box cover is provided on one side of the first box and is connected to the first box; the oil cooler is at least partially installed on the second box ;

   Wherein, an accommodation chamber is formed between the first box and the second box.
8. The engine of claim 7, wherein the engine further includes:

   An oil filter, the oil filter and the oil cooler are located on the same side of the crankcase, and the oil filter is at least partially connected to the first box;

   A water pump, the water pump is at least partially connected to the first box;

   An oil pump is at least partially connected to the first box.
9. The engine according to claim 8, wherein the water pump includes a first water outlet, the oil cooler includes a second water inlet and a second water outlet; the water path includes:

   A first water channel, the first water channel is located around the circumference of the oil filter, and one end of the first water channel is connected to the first water outlet, and the other end of the first water channel is connected to the first water outlet. The second water inlet is connected;

   A second water channel is provided on a side of the second box away from the first box, and one end of the second water channel is connected to the second water outlet. The second water channel The other end is connected to the engine water jacket.
10. The engine according to claim 9, wherein the oil filter further includes a first oil inlet, the oil cooler includes a second oil outlet, and the oil circuit includes:

    A first oil passage, the first oil passage is provided in the accommodation chamber, and one end of the first oil passage is connected to the first oil inlet, and the other end of the first oil passage is connected to the first oil inlet. The oil pump is connected;

    A second oil passage is provided on a side of the second box away from the first box, and one end of the second oil passage is connected to the second oil outlet, so The other end of the second oil passage is connected with the main oil passage of the engine.
11. The engine of claim 10, wherein the engine further includes:

    A first baffle unit located in the accommodation chamber and connected to the first box and the second box respectively;

    a second baffle unit, the second baffle unit is located on the second box and is connected to the second box; and the second baffle unit is located between the oil cooler and the engine. between the main oil channels;

    Wherein, the first baffle unit and the crankcase enclose the first oil passage, and the second baffle unit and the second box enclose the second oil passage.
12. The engine of claim 11, wherein the engine further includes:

    a third baffle unit, the third baffle unit is located in the crankcase, and the third baffle unit is surrounding the circumference of the oil filter and connected to the crankcase;

    A fourth baffle unit, the fourth baffle unit is located on the second box and is connected to the second box, and the fourth baffle unit is located between the oil cooler and the engine. between water jackets;

    Wherein, the third baffle unit and the crankcase form the first water channel, and the fourth baffle unit and the second box form the second water channel.
13. The engine according to claim 12, wherein the second water inlet, the second water outlet, the second oil inlet and the second oil outlet are all located on the same side of the oil cooler. , and the second water inlet, the second water outlet, the second oil inlet and the second oil outlet are distributed in a matrix.
14. The engine of claim 8, wherein the engine further includes:

    a lubrication system located at least partially within the housing assembly, the lubrication system including an oil pump at least partially mounted within the crankcase;

    Wherein, the oil cooler includes a water channel and an oil channel, and the water channel and the oil channel are both located inside the crankcase; the coolant of the water pump can enter the oil cooler and engine water through the water channel. set; the oil from the oil pump can enter the oil cooler and the main oil passage of the engine through the oil circuit.
15. The engine of claim 14, wherein the lubrication system further includes:

    An oil filter, the oil filter and the oil cooler are located on the same side of the crankcase, and the oil filter is at least partially connected to the first box;

    Wherein, the oil filter includes a first oil outlet, the oil cooler includes a second oil inlet, the first oil outlet is connected with the second oil inlet, and the oil filter The oil inside can flow out through the first oil outlet and enter the oil cooler from the second oil inlet; the water channel is at least partially surrounding the circumference of the oil filter.
16. The engine according to claim 15, wherein the housing assembly further includes an oil pan, the oil pan is integrally formed with the crankcase, and the oil pan includes an oil storage chamber and an oil suction port, so The oil suction port is located at the lowest point of the oil pan in the up and down direction, the oil storage chamber is located between the oil pump and the oil suction port, and the oil storage chamber is connected to the oil pump and the oil suction port respectively. Mouth connected.
17. The engine of claim 1, wherein the shifting driving gear unit includes a shifting driving gear, and the shifting driven gear unit includes:

    a shaft assembly, the shaft assembly is located at one end of the transmission drum assembly and is connected to the transmission drum assembly;

    A shift driven gear is sleeved on the shaft assembly, and the shift driven gear meshes with the shift driving gear.
18. The engine of claim 17, wherein said shaft assembly includes:

    A shift shaft, the shift driven gear is sleeved on the shift shaft;

    A shift pad located between the shift drum assembly and the shift shaft;

    Fasteners, the fasteners pass through the shift shaft, the shift pad and the transmission drum assembly in sequence, and lock the shift driven gear unit and the transmission drum assembly.
19. The engine of claim 18, wherein the shift driven gear unit further includes:

    The first blocking piece is sleeved on the fastener;

    a second resisting piece, sleeved on the shift shaft;

    The first elastic member is sleeved on the shift shaft, and the first elastic member is at least partially located between the first resisting piece and the second resisting piece. An elastic member is at least partially penetrated and limited within the shift pad.
20. The engine according to claim 19, wherein the shift pad is provided with a through groove, and the first elastic member at least partially extends into the through groove and abuts against a groove wall of the through groove.
21. The engine of claim 20, wherein said shift driven gear includes:

    a gear part, the gear part meshes with the shift driving gear;

    A mating portion, the mating portion is located on a side of the gear portion away from the shifting driving gear and is connected to the gear portion.
22. The engine of claim 21, wherein the mating portion includes:

    a first reinforcing part, one end of the first reinforcing part is connected to the gear part;

    a second reinforced part, one end of the second reinforced part is connected to the gear part, and the first reinforced part is spaced apart from the second reinforced part;

    Wherein, the first elastic member at least partially passes between the first reinforcing part and the second reinforcing part and extends into the through groove.
23. The engine of claim 1, wherein the fork assembly includes:

    A shift fork shaft is located between the transmission drum assembly and the transmission gear set;

    A first shift fork, the two ends of the first shift fork are respectively connected to the transmission drum assembly and the transmission gear set;

    A second shift fork, the second shift fork and the first shift fork are arranged at intervals along the axial direction of the shift fork shaft, and the two ends of the second shift fork are respectively connected with the speed change drum assembly and the second shift fork. Transmission gear set connection;

    The limit block is located on the side of the second shift fork away from the first shift fork, and is sleeved on the shift fork shaft. One end of the limit block is connected to the transmission drum assembly. connect.
24. The engine of claim 23, wherein the fork assembly further includes:

    A second elastic member, the second elastic member is sleeved on the fork shaft, and the second elastic member is located between the first fork and the second fork, and is respectively connected with the The first shift fork and the second shift fork abut;

    A third elastic member is sleeved on the fork shaft, and the third elastic member is located between the second fork and the limiting block, and is connected to the third elastic member respectively. The second shift fork and the limit block abut.
25. The engine according to claim 1, wherein the transmission mechanism further includes a positioning component, the positioning component includes:

    Positioning star wheel, the positioning star wheel is sleeved on the speed change drum assembly and connected with the speed change drum assembly;

    Rocker arm unit, one end of the rocker arm unit is connected to the crankcase, and the other end of the rocker arm unit can be limitedly matched with the positioning star wheel.
26. The engine according to claim 1, wherein the transmission mechanism further includes a transmission gear set, the transmission gear set includes a driving gear unit and a driven gear unit that mesh with each other, the transmission gear set is at least partially connected to the driven gear unit. The moving gear unit meshes;

    The driven gear unit includes a reverse driven sprocket, the driving gear unit includes a reverse driving sprocket, and the transmission mechanism also includes a reverse chain. One end of the reverse chain is wound around the reverse gear. Driving sprocket, the other end of the reverse gear chain is wound around the reverse gear driven sprocket.
27. The engine of claim 1, wherein the transmission mechanism further includes:

    Positioning component, the positioning component is at least partially sleeved on the speed change drum component.
28. The engine of claim 27, wherein the driven gear unit includes a parking gear, and the transmission mechanism further includes:

    Parking assembly, the parking assembly is at least partially sleeved on the transmission drum assembly, and the parking assembly is located between the positioning assembly and the shift gear set. The parking assembly is at least partially capable of Engage with the parking gear.
29. The engine of claim 28, wherein said parking assembly includes:

    A parking cam, the parking cam is sleeved on the transmission drum assembly and connected with the transmission drum assembly;

    A parking rocker arm is sleeved on the parking cam, and one end of the parking rocker arm away from the transmission drum assembly can mesh with the parking gear.
30. The engine of claim 28, wherein the positioning assembly includes:

    Positioning star wheel, the positioning star wheel is sleeved on the speed change drum assembly and connected with the speed change drum assembly;

    Rocker arm unit, one end of the rocker arm unit is connected to the crankcase, and the other end of the rocker arm unit can be limitedly matched with the positioning star wheel;

    Wherein, the positioning star wheel and the parking cam are integrally formed.
31. The engine of claim 26, wherein the transmission mechanism further includes:

    An output shaft assembly is installed in the transmission gear set and connected with the transmission gear set.
32. The engine of claim 31, wherein said transmission gear set includes:

    A driving bevel gear unit, the driving bevel gear unit meshes with the driven bevel gear unit; a driven bevel gear unit, the driven bevel gear unit meshes with the driving bevel gear unit;

    Wherein, the output shaft assembly passes through the driven bevel gear unit and is connected with the driven bevel gear unit.
33. The engine of claim 1, wherein the housing assembly further includes an oil pan located below the crankcase and connected to the crankcase; the engine further includes a lubrication system, the lubrication system is located at least partially within the housing assembly, the lubrication system includes an oil pump, the oil pump is at least partially mounted within the crankcase;

    Wherein, the engine further includes an oil suction port, the oil suction port is located at the lowest point of the oil pan in the up and down direction, and the oil pump can pump oil in through the oil suction port.
34. The engine according to claim 33, wherein the oil pump includes an oil pump rotor cavity, the diameter of the oil pump rotor cavity is D, and the vertical distance from the center of the oil pump to the oil suction port is H, D The ratio to H is greater than or equal to 0.45 and less than or equal to 0.85.
35. The engine of claim 34, wherein the ratio of D to H is greater than or equal to 0.5 and less than or equal to 0.75.
36. The engine according to claim 35, wherein the ratio of D to H is greater than or equal to 0.55 and less than or equal to 0.7.
37. The engine of claim 33, wherein the oil pan is integrally formed with the crankcase.
38. The engine of claim 33, wherein the engine further includes:

    A pressure relief valve at least partially connected to the oil pump.
39. An engine including:

    a housing assembly including a crankcase;

    a crank connecting rod mechanism, the crank connecting rod mechanism is at least partially mounted on the crankcase;

    A valve mechanism, the valve mechanism is at least partially located in the crankcase and connected with the crank connecting rod mechanism;

    A speed change mechanism, which is at least partially located in the crankcase and connected with the crank connecting rod mechanism;

    It is characterized in that the engine also includes:

    a first cylinder, the first cylinder is arranged along the first direction;

    a second cylinder, the second cylinder is arranged along a second direction, and the first direction intersects with the second direction obliquely and forms a preset angle;

    A starter motor is at least partially disposed within an included angle range formed by the first direction and the second direction.
40. The engine of claim 39, wherein the crank connecting rod mechanism includes a crankshaft flywheel structure, the engine further comprising:

    An overrunning clutch, the overrunning clutch is sleeved on the crankshaft flywheel structure and connected with the crankshaft flywheel structure;

    A double gear set, which is installed in the crankcase and connected to the starting motor;

    Transition gear set, the transition gear set is installed in the crankcase and is located between the double gear set and the overrunning clutch, and is connected to the double gear set and the overrunning clutch respectively.
41. The engine according to claim 40, wherein a plane defining an axis of the starter motor and an axis of the duplex gear set is a first plane, and a plane defining an axis of the duplex gear set and the transition gear The plane of the axis of the group is the second plane, the plane defining the axis of the transition gear group and the axis of the overrunning clutch is the third plane, and the straight line extending in the up and down direction of the engine is defined as the reference straight line;

    Wherein, the angle between the first plane and the reference straight line is greater than or equal to 0 degrees and less than or equal to 30 degrees; the angle between the second plane and the reference straight line is greater than or equal to 20 degrees and less than or equal to 60 degrees. degrees; the angle between the third plane and the reference straight line is greater than or equal to 0 degrees and less than or equal to 45 degrees.
42. The engine of claim 40, wherein the vertical distance between the axis of the starter motor and the axis of the duplex gear set is M1, and the axis of the duplex gear set and the axis of the transition gear set are The vertical distance between them is M2, and the vertical distance between the axis of the transition gear set and the axis of the overrunning clutch is M3;

    Among them, M2/M1 is greater than or equal to 0.6 and less than or equal to 1; M2/M3 is greater than or equal to 0.2 and less than or equal to 0.5.
43. The engine of claim 40, wherein the duplex gear set includes an intermeshing primary duplex gear and a secondary duplex gear, the transition gear set includes a transition gear, and the overrunning clutch includes a driven gear, The driven gear is sleeved on the crankshaft flywheel structure and connected with the crankshaft flywheel structure;

    Wherein, the primary double gear meshes with the output shaft of the starter motor, the secondary double gear meshes with the transition gear, and the transition gear meshes with the driven gear.
44. The engine of claim 39, wherein the engine further includes:

    a cooling system located at least partially within the housing assembly, the cooling system including an oil cooler connected to the crankcase;

    Wherein, the oil cooler includes a water passage and an oil passage, and both the water passage and the oil passage are provided inside the crankcase.
45. The engine of claim 44, wherein said crankcase includes:

    The first box;

    a second box, the second box cover is provided on one side of the first box and is connected to the first box; the oil cooler is at least partially installed on the second box ;

    Wherein, an accommodation chamber is formed between the first box and the second box.
46. The engine of claim 45, wherein the engine further includes:

    An oil filter, the oil filter and the oil cooler are located on the same side of the crankcase, and the oil filter is at least partially connected to the first box;

    A water pump, the water pump is at least partially connected to the first box;

    An oil pump is at least partially connected to the first box.
47. The engine according to claim 46, wherein the water pump includes a first water outlet, the oil cooler includes a second water inlet and a second water outlet; the water path includes:

    A first water channel, the first water channel is located around the circumference of the oil filter, and one end of the first water channel is connected to the first water outlet, and the other end of the first water channel is connected to the first water outlet. The second water inlet is connected;

    A second water channel is provided on a side of the second box away from the first box, and one end of the second water channel is connected to the second water outlet. The second water channel The other end is connected to the engine water jacket.
48. The engine of claim 46, wherein the oil filter further includes a first oil inlet, the oil cooler includes a second oil outlet, and the oil circuit includes:

    A first oil passage, the first oil passage is provided in the accommodation chamber, and one end of the first oil passage is connected to the first oil inlet, and the other end of the first oil passage is connected to the first oil inlet. The oil pump is connected;

    A second oil passage is provided on a side of the second box away from the first box, and one end of the second oil passage is connected to the second oil outlet, so The other end of the second oil passage is connected with the main oil passage of the engine.
49. The engine of claim 47, wherein said engine further includes:

    a lubrication system located at least partially within the housing assembly, the lubrication system including an oil pump at least partially mounted within the crankcase;

    A cooling system, the cooling system is located at least partially within the housing assembly, the cooling system includes a water pump and an oil cooler, the water pump and the oil cooler are at least partially connected to the crankcase;

    Wherein, the oil cooler includes a water channel and an oil channel, and the water channel and the oil channel are both located inside the crankcase; the coolant of the water pump can enter the oil cooler and engine water through the water channel. set; the oil from the oil pump can enter the oil cooler and the main oil passage of the engine through the oil circuit.
50. The engine of claim 49, wherein said crankcase includes:

    The first box;

    a second box, the second box cover is provided on one side of the first box and connected to the first box; the oil cooler is at least partially installed on the second box ;

    Wherein, an accommodation chamber is formed between the first box and the second box.
51. The engine of claim 50, wherein the lubrication system further includes:

    An oil filter, the oil filter and the oil cooler are located on the same side of the crankcase, and the oil filter is at least partially connected to the first box;

    Wherein, the oil filter includes a first oil outlet, the oil cooler includes a second oil inlet, the first oil outlet is connected with the second oil inlet, and the oil filter The oil inside can flow out through the first oil outlet and enter the oil cooler from the second oil inlet.
52. The engine of claim 51, wherein the water passage is at least partially surrounding the oil filter.
53. The engine of claim 51, wherein the oil filter further includes a first oil inlet, the oil cooler includes a second oil outlet, and the oil circuit includes:

    A first oil passage, the first oil passage is provided in the accommodation chamber, and one end of the first oil passage is connected to the first oil inlet, and the other end of the first oil passage is connected to the first oil inlet. The above oil pump is connected;

    a second oil passage, the second oil passage is located on the side of the second box away from the first box, and one end of the second oil passage is connected to the second oil outlet, The other end of the second oil passage is connected with the engine main oil passage.
54. The engine of claim 53, wherein said engine further includes:

    A first baffle unit located in the accommodation chamber and connected to the first box and the second box respectively;

    a second baffle unit, the second baffle unit is located on the second box and is connected to the second box; and the second baffle unit is located between the oil cooler and the engine. between the main oil channels;

    Wherein, the first baffle unit and the crankcase enclose the first oil passage, and the second baffle unit and the second box enclose the second oil passage.
55. The engine according to claim 53, wherein the water pump includes a first water outlet, the oil cooler includes a second water inlet and a second water outlet; the water path includes:

    A first water channel, the first water channel is located around the circumference of the oil filter, and one end of the first water channel is connected to the first water outlet, and the other end of the first water channel is connected to the first water outlet. The second water inlet is connected;

    A second water channel is provided on a side of the second box away from the first box, and one end of the second water channel is connected to the second water outlet. The second water channel The other end is connected with the engine water jacket.
56. The engine of claim 54, wherein said engine further includes:

    a third baffle unit, the third baffle unit is located in the crankcase, and the third baffle unit is surrounding the circumference of the oil filter and connected to the crankcase;

    A fourth baffle unit, the fourth baffle unit is located on the second box and is connected to the second box, and the fourth baffle unit is located between the oil cooler and the engine. between water jackets;

    Wherein, the third baffle unit and the crankcase form the first water channel, and the fourth baffle unit and the second box form the second water channel.
57. The engine of claim 55, wherein the second water inlet, the second water outlet, the second oil inlet and the second oil outlet are all located on the same side of the oil cooler. , and the second water inlet, the second water outlet, the second oil inlet and the second oil outlet are distributed in a matrix.
58. The engine according to claim 49, wherein the housing assembly further includes an oil pan, the oil pan is integrally formed with the crankcase, and the oil pan includes an oil storage chamber and an oil suction port, so The oil suction port is located at the lowest point of the oil pan in the up and down direction, the oil storage chamber is located between the oil pump and the oil suction port, and the oil storage chamber is connected to the oil pump and the oil suction port respectively. Mouth connected.
59. The engine of claim 39, wherein the housing assembly further includes an oil pan located below the crankcase and connected to the crankcase; the engine further includes a lubrication system, the lubrication system is located at least partially within the housing assembly, the lubrication system includes an oil pump, the oil pump is at least partially mounted within the crankcase;

    Wherein, the engine further includes an oil suction port, the oil suction port is located at the lowest point of the oil pan in the up and down direction, and the oil pump can pump oil in through the oil suction port.
60. The engine according to claim 59, wherein the oil pump includes an oil pump rotor cavity, the diameter of the oil pump rotor cavity is D, and the vertical distance from the center of the oil pump to the oil suction port is H, D The ratio to H is greater than or equal to 0.45 and less than or equal to 0.85.
61. The engine of claim 60, wherein the ratio of D to H is greater than or equal to 0.5 and less than or equal to 0.75.
62. The engine according to claim 61, wherein the ratio of D to H is greater than or equal to 0.55 and less than or equal to 0.7.
63. The engine of claim 59, wherein the oil pan is integrally formed with the crankcase.
64. The engine of claim 59, wherein the engine further includes:

    A pressure relief valve at least partially connected to the oil pump.
65. The engine of claim 59, wherein the transmission mechanism further includes:

    Gear drum assembly;

    A positioning component, which is at least partially sleeved on the speed change drum component;

    A parking assembly, the parking assembly is at least partially sleeved on the transmission drum assembly, and the parking assembly is located on the side of the positioning assembly away from the inner wall of the crankcase;

    A gear shift set is at least partially sleeved on the gear shift drum assembly, and the shift gear set is located on the side of the parking assembly away from the positioning assembly.
66. The engine of claim 65, wherein said shift gear set includes:

    a shifting driving gear unit, which is at least partially connected to the crankcase;

    A shift driven gear unit, the shift driven gear unit is sleeved on the shift drum assembly, and the shift driven gear unit is at least partially meshed with the shift driving gear unit;

    Wherein, the shifting driving gear unit can drive the shifting driven gear unit to rotate, and the shifting driven gear unit drives the speed change drum assembly to rotate.
67. The engine of claim 66, wherein the shifting driving gear unit includes a shifting driving gear, the shifting driven gear unit includes a shifting driven gear, and the shifting driven gear includes:

    a gear part, the gear part meshes with the shift driving gear;

    A mating portion, the mating portion is located on a side of the gear portion away from the shifting driving gear and is connected to the gear portion.
68. The engine according to claim 67, wherein the matching portion is provided with a through slot, and the shift driven gear unit further includes a first elastic member, and the first elastic member is sleeved on the transmission drum assembly. , and the first elastic member is located between the shift driven gear and the parking assembly; the first elastic member is at least partially penetrated and limited in the through slot.
69. The engine of claim 65, wherein the transmission mechanism further includes a transmission gear set, the transmission gear set includes:

    A driving gear unit, the driving gear unit is at least partially connected to the crank link mechanism;

    A driven gear unit meshes with the driving gear unit, and the driven gear unit includes a parking gear.
70. The engine of claim 69, wherein said parking assembly includes:

    A parking cam, the parking cam is sleeved on the transmission drum assembly and connected with the transmission drum assembly;

    A parking rocker arm is sleeved on the parking cam, and one end of the parking rocker arm away from the transmission drum assembly can mesh with the parking gear.
71. The engine of claim 70, wherein the positioning assembly includes:

    Positioning star wheel, the positioning star wheel is sleeved on the speed change drum assembly and connected with the speed change drum assembly;

    Rocker arm unit, one end of the rocker arm unit is connected to the crankcase, and the other end of the rocker arm unit can be limitedly matched with the positioning star wheel;

    Wherein, the positioning star wheel and the parking cam are integrally formed.
72. The engine of claim 69, wherein the transmission mechanism further includes a shift fork assembly, the shift fork assembly includes:

    A shift fork shaft is located between the transmission drum assembly and the transmission gear set;

    A first shift fork, the two ends of the first shift fork are respectively connected to the transmission drum assembly and the transmission gear set;

    A second shift fork, the second shift fork and the first shift fork are arranged at intervals along the axial direction of the shift fork shaft, and the two ends of the second shift fork are respectively connected with the speed change drum assembly and the second shift fork. Transmission gear set connection;

    A limiter seat, the limiter seat is located on the side of the first shift fork away from the second shift fork, and is sleeved on the shift fork shaft;

    A limit block, the limit block is located between the first shift fork and the second shift fork, and is sleeved on the shift fork shaft, and one end of the limit block is in contact with the transmission drum. Component connections.
73. The engine of claim 72, wherein the fork assembly further includes:

    The second elastic member is sleeved on the shift fork shaft, and the second elastic member is located between the limit seat and the first shift fork, and is connected to the limiter respectively. The seat and the first shift fork abut;

    The third elastic member is sleeved on the fork shaft, and the third elastic member is located between the first fork and the limiting block, and is connected to the third elastic member respectively. A shift fork and the limit block abut;

    The fourth elastic member is sleeved on the fork shaft, and the fourth elastic member is located between the limiting block and the second fork, and respectively abuts against the fork shaft. The limit block is on the second shift fork.
74. The engine according to claim 72, wherein the transmission drum assembly is provided with a first type wire trough, a second type wire trough and a third type wire trough in sequence along its own axial direction, and one end of the first shift fork extends into the first type wire trough, one end of the limiting block extends into the second type wire trough, and one end of the second shift fork extends into the third type wire trough.
75. The engine of claim 66, wherein the transmission mechanism further includes a positioning component, the positioning component includes:

    Positioning star wheel, the positioning star wheel is sleeved on the speed change drum assembly and connected with the speed change drum assembly;

    Rocker arm unit, one end of the rocker arm unit is connected to the crankcase, and the other end of the rocker arm unit can be limitedly matched with the positioning star wheel.
76. The engine of claim 66, wherein the housing assembly includes a cylinder block, the valve mechanism includes a camshaft structure and a timing transmission structure, one end of the timing transmission structure is sleeved on at least part of the On the crank connecting rod mechanism, the other end of the timing transmission structure is sleeved on at least part of the camshaft structure; the timing transmission structure includes:

    Timing chains, the timing chains are respectively wound around the camshaft structure and the crank connecting rod mechanism;

    Tensioner, the tensioner includes a tensioning housing, a tightening thread is provided on the outside of the tensioning housing, the tensioning housing is at least partially penetrated through the cylinder block, and passes through the tightening thread. Threadedly connected to the cylinder block.
77. The engine according to claim 76, wherein the length of the tightening thread along the axial direction of the tensioning housing is L1, the length of the tensioning housing is L2, and L1/L2 is greater than or equal to 0.15 and less than or equal to 0.35. .
78. The engine of claim 77, wherein said tensioned housing includes:

    A connecting section, the tightening thread is provided on the outer peripheral side of the connecting section, the connecting section penetrates the cylinder block and is threadedly connected to the cylinder block;

    abutting section, which is connected to the connecting section, is located outside the cylinder body, and abuts against the cylinder block.
79. The engine of claim 78, wherein the connecting section and the abutting section are integrally formed.
80. The engine of claim 76, wherein the tensioner further includes:

    A tensioning component, one end of which extends into the tensioning housing, and the other end of which is in contact with the timing chain.
81. The engine according to claim 80, wherein the engine further includes an engine main oil passage, the tensioning housing includes a first receiving groove, a first internal oil passage and a second internal oil passage, and the tensioning The assembly is at least partially installed in the first receiving tank, one end of the first internal oil passage is connected to the engine main oil passage, and the other end of the first internal oil passage is connected to the second internal oil passage. Communicated, the second internal oil passage is communicated with the first internal oil passage and the first accommodation groove respectively;

    Wherein, the oil in the main oil passage of the engine can flow into the second inner oil passage through the first inner oil passage, and then flow into the first accommodation groove to promote the movement of the tensioning assembly.
82. The engine of claim 81, wherein said tensioning assembly includes:

    One-way valve unit, the one-way valve unit is installed in the first accommodation tank;

    Plunger, one end of the plunger is located in the first accommodation groove, the other end of the plunger is against the timing chain, and the plunger is provided with a second accommodation groove, so The second accommodating groove is connected with the first accommodating groove;

    An oil control plate, the oil control plate is located in the second accommodation groove, and the oil control plate is against the plunger;

    Plunger spring, the plunger spring is sleeved on at least part of the oil control plate, and one end of the plunger spring is against the one-way valve unit, and the other end of the plunger spring is against the on the oil control plate.
83. The engine according to claim 82, wherein a high-pressure chamber is formed between the one-way valve unit and the plunger, and an oil drain channel is provided at one end of the plunger close to the timing chain; The high-pressure chamber is connected with the oil drain passage through the oil control plate.
84. The engine of claim 76, wherein the timing transmission structure further includes:

    A tensioning plate is located at least partially in the cylinder body, and is located between the tensioner and the timing chain and is connected to the timing chain.
85. The engine of claim 84, wherein the timing transmission structure further includes:

    Guide plate, the guide plate is at least partially located in the cylinder body and connected to the cylinder body, and the guide plate is located on the side of the timing chain away from the tension plate and connected to the timing chain. Chain connection.
86. The engine of claim 66, wherein the crankshaft connecting rod mechanism includes a crankshaft flywheel structure; the crankshaft flywheel structure includes:

    a crankshaft, said crankshaft being at least partially installed in said crankcase;

    A connecting structure at least partially disposed at the end of the crankshaft and extending outward from the crankcase to a predetermined length.
87. The engine of claim 86, wherein the crankshaft is integrally formed with the connecting structure.
88. The engine of claim 86, wherein the connection structure includes splines, and an external motor set can be connected to the splines of the connection structure and drive the crankshaft to rotate through the splines.
89. The engine according to claim 88, wherein a ratio of the length of the spline along the axial direction of the crankshaft to the torque required to rotate the crankshaft is greater than or equal to 0.15 and less than or equal to 0.35.
90. The engine of claim 88, wherein a ratio of a length of the spline along the axial direction of the crankshaft to a radius of the spline along the radial direction of the crankshaft is greater than or equal to 0.25 and less than or equal to 0.55.
91. The engine of claim 88, wherein the splines are any one of involute splines, rectangular splines, triangular splines or trapezoidal splines.
92. The engine of claim 86, wherein an external motor set is connectable to the connection structure; the external motor set includes:

    Motor body;

    Transmission tool, one end of the transmission tool is sleeved on the connection structure and connected to the connection structure, and the other end of the transmission tool is connected to the motor body.
93. The engine according to claim 92, wherein a clamping slot is provided on the connecting structure, a connecting block is provided on the transmission tooling, the connecting block is inserted into the clamping slot and is clamped with the connecting structure. Cooperate.
94. The engine of claim 92, wherein said engine further includes:

    A magneto, which is at least partially sleeved on the crankshaft;

    A gasket, the gasket is sleeved on the connection structure, the gasket is located between the transmission tooling and the magneto, and is against the transmission tooling and the magneto respectively;

    A compression piece, one end of the compression piece is inserted through the transmission tooling, the connecting structure and the crankshaft in sequence, and is connected to the crankshaft; the other end of the compression piece is in contact with the transmission One end of the tooling away from the crankshaft is used to limit and compress the transmission tooling and the magneto.
95. The engine of claim 86, wherein said crankshaft includes:

    body segment;

    A cone section, one end of which is connected to the body section, and the other end of which is connected to the connection structure;

    Wherein, along the axial direction of the crankshaft and in the direction from the cone section to the body section, the diameter of the cone section shows an increasing trend, and the diameter of the connecting structure is smaller than that of the cone section. Minimum diameter.
96. The engine of claim 66, wherein the housing assembly further includes a transmission case located on one side of the crankcase and connected to the crankcase; the crank connecting rod mechanism It includes a crankshaft flywheel structure; the valve mechanism is connected to the crankshaft flywheel structure; the transmission mechanism is connected to the crankshaft flywheel structure; the engine also includes a suspension bracket, and the suspension bracket can be connected to the crankcase. Disassembly and connection;

    Wherein, the suspension bracket is processed and formed from a first material, and the transmission box is processed and formed from a second material. The density of the first material is greater than the density of the second material, and the strength of the first material is greater than The strength of the second material.
97. The engine according to claim 96, wherein the density of the first material is greater than or equal to 2.5g/ ^cm3 and less than or equal to 2.9g/ ^cm3 , and the density of the second material is greater than or equal to 1.12g/ ^cm3 and less than Equivalent to 1.15g/cm ³ .
98. The engine according to claim 96, wherein the tensile strength of the first material is greater than or equal to 315 MPa and less than or equal to 560 MPa, and the tensile strength of the second material is greater than or equal to 20 MPa and less than or equal to 80 MPa.
99. The engine of claim 96, wherein said mounting bracket includes:

    a fixing unit, which is at least partially connected to the crankcase;

    A shock-absorbing unit is connected to the fixed unit.
100. The engine of claim 99, wherein the fixing unit at least includes:

     a first fixing member, the first fixing member is connected to the crankcase;

     a second fixing member, the second fixing member is connected to the crankcase;

     a third fixing member, the third fixing member is connected to the crankcase;

     Wherein, the first fixing part, the second fixing part and the third fixing part are arranged in a triangle.
101. The engine of claim 100, wherein the fixed unit further includes:

     a first fixed platform, the first fixed platform is connected to the shock-absorbing unit;

     a third fixing platform, the third fixing member is installed on the third fixing platform;

     a second fixed platform, the second fixed platform is located between the first fixed platform and the third fixed platform, and is connected to the first fixed platform and the third fixed platform respectively; the first fixed platform The fixing part and the second fixing part are installed on the second fixing platform.
102. The engine of claim 101, wherein the transmission case includes:

     A gearbox body, which is at least partially connected to the crankcase;

     An air guide duct, the air guide duct is connected to the gearbox body;

     Wherein, the first fixing part and the second fixing part are both exposed and arranged on the transmission case, and the third fixing part is located between the crankcase and the air guide duct.
103. The engine according to claim 100, wherein a plane defining a side of the transmission case away from the crankcase is a reference plane, and an end of the first fixing member close to the transmission case extends to the reference plane. The vertical distance of the plane is the first height, the vertical distance from the end of the second fixing member close to the transmission case to the reference plane is the second height, and the third fixing member is close to one end of the transmission case. The vertical distance to the reference plane is a third height; wherein the third height is greater than the first height and the second height.
104. The engine of claim 99, wherein the damping unit includes:

     A shock-absorbing cylinder, the outer peripheral side of the shock-absorbing cylinder is connected to the fixed unit;

     A shock-absorbing structure, the shock-absorbing structure is at least partially installed in the shock-absorbing cylinder;

     The fourth fixing member is at least partially penetrated through the shock absorbing structure and locks the shock absorbing structure in the shock absorbing cylinder.
105. The engine of claim 104, wherein the damping structure includes:

     A first shock-absorbing rubber sleeve. One end of the first shock-absorbing rubber sleeve extends into the shock-absorbing cylinder. The other end of the first shock-absorbing rubber sleeve is located outside the shock-absorbing cylinder and is against the shock-absorbing cylinder. on the shock absorber;

     A second shock-absorbing rubber sleeve is arranged opposite to the first shock-absorbing rubber sleeve. One end of the second shock-absorbing rubber sleeve extends into the shock-absorbing tube and is connected with the first shock-absorbing rubber sleeve. The end of the first shock-absorbing rubber sleeve is in contact with the second shock-absorbing rubber sleeve, and the other end of the second shock-absorbing rubber sleeve is located outside the shock-absorbing cylinder and abuts against the shock-absorbing cylinder.

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