CN120592758A

CN120592758A - Engine with a motor

Info

Publication number: CN120592758A
Application number: CN202410251064.2A
Authority: CN
Inventors: 刘欢; 娄峰; 杨陈
Original assignee: Zhejiang CFMOTO Power Co Ltd
Current assignee: Zhejiang CFMOTO Power Co Ltd
Priority date: 2024-03-05
Filing date: 2024-03-05
Publication date: 2025-09-05

Abstract

The present application discloses an engine, which includes a cylinder head, the cylinder head including an intake duct and an intake seat ring, one end of the intake seat ring abutting against one end of the intake duct to form an intake connection end, the end of the intake connection end near the intake duct being set as a first connection end, and the end of the intake connection end near the intake seat ring being set as a second connection end, defining a longitudinal plane perpendicular to the width direction of the engine, the projection of the first connection end along the width direction of the engine on the longitudinal plane being set as a first projection, and the projection of the second connection end along the width direction of the engine on the longitudinal plane being set as a second projection, the first projection having a preset tangent at the junction of the first connection end and the second connection end, the second projection having a preset extension direction, and the angle between the preset tangent and the preset extension direction being greater than or equal to 0° and less than or equal to 4.9°. Through the above arrangement, the structure of the intake duct and the intake seat ring is optimized, thereby facilitating an improvement in the flow coefficient of the intake duct.

Description

Engine with a motor

Technical Field

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

Background

In the prior art, an air inlet seat ring is arranged in a cylinder cover of an engine and is clamped in an air inlet channel of a cylinder body, and the air inlet channel and the air inlet seat ring are required to be subjected to later machining treatment, but the inner diameter of the air inlet seat ring and the inner diameter of the air inlet channel cannot be in smooth transition, so that the air inlet amount of the air inlet channel can be influenced by the air inlet seat ring, and air inlet of the air inlet channel is blocked.

Disclosure of Invention

In order to solve the defects in the prior art, the application aims to provide an engine, and the air inlet of an air inlet channel of the engine is smooth.

In order to achieve the above purpose, the present application adopts the following technical scheme:

An engine comprises a cylinder block and a cylinder head, wherein the cylinder head is connected with the cylinder block, the cylinder head comprises an air inlet channel and an air inlet seat ring, one end of the air inlet seat ring is abutted with one end of the air inlet channel to form an air inlet connecting end, one end of the air inlet connecting end, which is close to the air inlet channel, is set to be a first connecting end, one end of the air inlet connecting end, which is close to the air inlet seat ring, is set to be a second connecting end, a longitudinal plane perpendicular to the width direction of the engine is defined, the projection of the first connecting end on the longitudinal plane along the width direction of the engine is set to be a first projection, the projection of the second connecting end on the longitudinal plane along the width direction of the engine is set to be a second projection, a preset tangent line is arranged at the joint of the first connecting end and the second connecting end, the second projection is provided with a preset extending direction, and an included angle between the preset tangent line and the preset extending direction is more than or equal to 0 DEG and less than or equal to 4.9 deg.

Further, an included angle between the preset tangent line and the preset extending direction is more than or equal to 1 degree and less than or equal to 2.1 degrees.

Further, the radius of curvature of the first connecting end is substantially equal to the radius of curvature of the second connecting end.

Further, the engine also comprises an air inlet mechanism, the air inlet mechanism comprises an air inlet rod, and the air inlet rod is at least partially positioned in the air inlet channel

The axis of the air inlet seat ring is basically parallel to the axis of the air inlet rod.

Further, the cylinder head further comprises an exhaust passage and an exhaust seat ring, one end of the exhaust seat ring is abutted with one end of the exhaust passage to form an exhaust connecting end, one end of the exhaust connecting end, which is close to the exhaust passage, is set to be a third connecting end, one end of the exhaust connecting end, which is close to the exhaust seat ring, is set to be a fourth connecting end, projection of the third connecting end on a longitudinal plane along the width direction of the engine is set to be a third projection, projection of the fourth connecting end on the longitudinal plane along the width direction of the engine is set to be a fourth projection, a reference tangent line is arranged at the joint of the third connecting end and the fourth connecting end, the second projection is provided with a reference extending direction, and an included angle between the reference tangent line and the reference extending direction is more than or equal to 0 DEG and less than or equal to 5.2 deg.

Further, the radius of curvature of the third link is substantially equal to the radius of curvature of the fourth link.

Further, the cylinder block includes a cylinder bore, the engine includes an ignition mechanism extending substantially in an axial direction of the cylinder bore, and the intake passage and the exhaust passage are disposed around the ignition mechanism as viewed in the axial direction of the cylinder bore.

Further, the air inlet seat ring is communicated with the cylinder hole, and an included angle between the axis of the cylinder hole and the axis of the air inlet seat ring is more than or equal to 9 degrees and less than or equal to 17 degrees.

Further, the engine includes a throttle assembly in communication with the intake passage, the throttle assembly capable of injecting ambient air into the intake passage, the ambient air capable of passing through the intake runner into the cylinder bore.

Further, the aperture of the first connecting end is larger than the aperture of the third connecting end, and the aperture of the second connecting end is larger than the aperture of the fourth connecting end.

The engine can machine the air inlet seat ring and the air inlet channel, and optimize the structures of the air inlet channel and the air inlet seat ring, thereby being beneficial to improving the flow coefficient of the air inlet channel.

Drawings

Fig. 1 is a schematic diagram of an overall structure of an engine according to an embodiment of the present application.

Fig. 2 is an exploded view of an engine according to an embodiment of the present application.

Fig. 3 is a schematic diagram of an internal structure of an engine according to an embodiment of the present application.

Fig. 4 is a partial structural sectional view of an engine according to an embodiment of the present application.

Fig. 5 is a partial enlarged view of a portion a in fig. 3 according to an embodiment of the present application.

Fig. 6 is a left side view of an engine according to an embodiment of the present application.

Fig. 7 is a partial exploded view of a crank-link mechanism of an engine according to an embodiment of the present application.

Fig. 8 is a partial schematic view of a crank-link mechanism of an engine according to an embodiment of the present application.

Fig. 9 is a partial cross-sectional view of a crank and connecting rod mechanism of an engine according to an embodiment of the present application.

Fig. 10 is a cross-sectional view of a cylinder head of an engine provided by an embodiment of the present application.

Fig. 11 is a cross-sectional view of a tension member of an engine provided by an embodiment of the present application.

Fig. 12 is a schematic diagram showing connection between a crank link mechanism and a timing system of an engine according to an embodiment of the present application.

Fig. 13 is a partial cross-sectional view of a cylinder head and a cylinder head cover of an engine according to an embodiment of the present application.

Fig. 14 is a partial enlarged view of fig. 13B provided by an embodiment of the present application.

Fig. 15 is a schematic view of a part of the structure of a crankcase and a water pump of an engine according to an embodiment of the application.

Fig. 16 is a schematic view of a part of a crankcase and a water pump at another angle of an engine according to an embodiment of the application.

Fig. 17 is a left side view of a crankcase of an engine according to an embodiment of the application.

Fig. 18 is a schematic view of a portion of a connection between a crankshaft connecting rod mechanism and a crankcase of an engine according to an embodiment of the application.

Fig. 19 is a partial enlarged view of fig. 18 at C provided in an embodiment of the present application.

Fig. 20 is a top view of a gasket of an engine according to an embodiment of the present application.

Fig. 21 is an exploded view of a cylinder head, cylinder block and gasket of an engine according to an embodiment of the present application.

Fig. 22 is a schematic view of the overall structure of a cylinder head of an engine according to an embodiment of the present application.

Fig. 23 is a schematic connection diagram of an air cleaner and an air intake assembly of an engine according to an embodiment of the present application.

Fig. 24 is a partial enlarged view of D in fig. 23 provided by an embodiment of the present application.

Fig. 25 is a schematic view of a part of a structure of an air intake assembly of an engine according to an embodiment of the present application.

Fig. 26 is a top view of a crankcase of an engine according to an embodiment of the application.

Fig. 27 is a schematic view of a part of the structure of a crankcase and a fuel injection structure of an engine according to an embodiment of the application.

Fig. 28 is a partial enlarged view of fig. 27 at E according to an embodiment of the present application.

Detailed Description

In order to make the present application better understood by those skilled in the art, the technical solutions in the specific embodiments of the present application will be clearly and completely described with reference to the accompanying drawings in the embodiments of the present application.

As shown in fig. 1 and 2, an engine 100 is shown, the engine 100 including a housing 11, a crank mechanism 12, a timing system 13, a gear mechanism 14, and an intake mechanism 15. The housing 11 constitutes a basic frame of the engine 100, and an accommodation space 101 is formed inside the housing, the accommodation space 101 being for accommodating and protecting internal components of the engine 100. Wherein the housing 11 includes a cylinder head cover 111, a cylinder head 112, a cylinder block 113, and a crankcase 114, the accommodation space 101 is basically formed by interconnecting the cylinder head cover 111, the cylinder head 112, the cylinder block 113, and the crankcase 114. The crank-link mechanism 12 is at least partially disposed in the crankcase 114 and includes a link assembly 121, the link assembly 121 being at least partially disposed in the cylinder block 113. The timing system 13 is at least partially arranged in the accommodation space 101, the timing system 13 being in driving connection with the crankshaft linkage 12. Specifically, the timing system 13 includes a timing ring gear 131 and a timing chain 132, the timing ring gear 131 and the timing chain 132 are meshed, and the timing ring gear 131 is drivingly connected to the crank mechanism 12 through the timing chain 132. The air intake mechanism 15 is at least partially disposed in the accommodation space 101. In the case where the engine 100 is operated, fuel and air are mixed into a combustible mixture and then supplied to a combustion chamber of the engine 100, and a large amount of heat is released after the combustion of the combustible mixture, and the pressure and temperature of fuel gas in the cylinder block 113 are rapidly increased, thereby driving the link assembly 121 to move. Wherein the combustion chamber of the engine 100 is constituted by the bottom of the cylinder head 112 and the top of the cylinder block 113. The crank link mechanism 12 is connected to the link assembly 121, and movement of the link assembly 121 can drive the crank link mechanism 12 to move, thereby outputting power through the crank link mechanism 12. The timing system 13 is in transmission connection with the crank link mechanism 12 through a timing chain 132, and the movement of the crank link mechanism 12 can also drive the timing system 13 to move, so that the timing system 13 can control the air inlet of the air inlet mechanism 15. For clarity of explanation of the technical solution of the present application, front, rear, left, right, up and down are also defined as shown in fig. 1. It is to be understood that the front-rear direction in the embodiment of the present application refers to the longitudinal direction of the engine 100, the left-right direction refers to the width direction of the engine 100, and the up-down direction refers to the height direction of the engine 100. Among them, a cylinder head cover 111, a cylinder head 112, a cylinder block 113, and a crankcase 114 are distributed in the up-down direction of the engine 100, the cylinder block 113 is provided on the upper side of the crankcase 114, the cylinder head 112 is provided on the upper side of the cylinder block 113, and the cylinder head cover 111 is provided on the upper side of the cylinder head 112.

As shown in fig. 2 to 4, as one implementation, engine 100 includes a starting device 17. The crank-link mechanism 12 is located in the accommodating space 101, the crank-link mechanism 12 comprises a crankshaft 122 and a driving gear 123, the crankshaft 122 is fixedly connected with the driving gear 123, the starting device 17 is located in the accommodating space 101 and comprises a starting gear 171, and the starting gear 171 is in transmission connection with the crankshaft 122. Specifically, in the width direction of the engine 100, the starting gear 171 is located at the left end of the crankshaft 122, the driving gear 123 is located at the right end of the crankshaft 122, the crank-link mechanism 12 further comprises at least one link assembly 121 in driving connection with the crankshaft 122, the link assembly 121 is sleeved on the crankshaft 122, and the link assembly 121 is located at least partially between the driving gear 123 and the starting gear 171. With the above arrangement, the structure among the link assembly 121, the drive gear 123 and the start gear 171 is more compact, thereby contributing to the improvement of the structural compactness of the crank link mechanism 12 and the start device 17.

In the present embodiment, a distance D1 between starter gear 171 and drive gear 123 is 220mm or more and 300mm or less in the width direction of engine 100. Further, in the width direction of the engine 100, a distance D1 between the start gear 171 and the drive gear 123 is 230mm or more and 360mm or less. Further, in the width direction of the engine 100, the distance D1 between the start gear 171 and the drive gear 123 is 234mm. By the arrangement, the too long length of the crankshaft 121 caused by the too large distance D1 between the starting gear 171 and the driving gear 123 can be avoided, so that the crankshaft 121 is prevented from occupying a larger space, thereby being beneficial to improving the structural compactness of the engine 100, and the limited layout space of the connecting rod assembly 121 caused by the too small distance D1 between the starting gear 171 and the driving gear 123 can be avoided, so that the reduction of the strength caused by the thinning of the thickness of the connecting rod assembly 121 is prevented, and the improvement of the structural strength of the connecting rod assembly 121 is facilitated.

In the present embodiment, the drive gear 123 and the start gear 171 are provided at both ends of the crankshaft 122 in the width direction of the engine 100. In the width direction of engine 100, the ratio of maximum width W1 of housing 11 to the displacement of engine 100 is 0.6mm/mL or more and 1.2mm/mL or less. Specifically, in the width direction of engine 100, the ratio of maximum width W1 of housing 11 to the displacement of engine 100 is 0.7mm/mL or more and 1.1mm/mL or less. More specifically, in the width direction of engine 100, the ratio of maximum width W1 of housing 11 to the displacement of engine 100 is 0.8mm/mL or more and 1mm/mL or less. Further, the ratio of the maximum width W1 of the housing 11 to the displacement of the engine 100 is 0.85mm/mL. By the arrangement, the situation that the width of the shell 11 is overlarge due to the overlarge ratio of the width of the shell 11 to the displacement of the engine 100 can be avoided, so that the shell 11 is prevented from occupying a larger space, thereby being beneficial to improving the space utilization rate of the engine 100, and the situation that the displacement of the engine 100 is overlarge due to the overlarge ratio of the width of the shell 11 to the displacement of the engine 100 can be avoided, so that the energy consumption of the engine 100 is prevented from being larger, and further the energy conservation performance of the engine 100 is beneficial to being improved.

As an implementation manner, the starting device 17 further includes a starter 172 and a transmission member 173, and the starter 172 and the transmission member 173 are at least partially located on the upper side of the starting gear 171 in the height direction of the engine 100, and the starter 172 is in driving connection with the starting gear 171 through the transmission member 173. Specifically, both the starter 172 and the transmission 173 are disposed on a side away from the drive gear 123, so that the starter 172 and the transmission 173 can be disposed close to the starter gear 171. With the above arrangement, the starter 172, the transmission 173, and the starter gear 171 are more compact, thereby contributing to an improvement in the compactness of the starter 17 and thus the compactness of the engine 100.

As one implementation, engine 100 includes timing system 13 and magneto 25, timing system 13 and magneto 25 are each at least partially disposed in accommodation space 101, timing system 13 and magneto 25 are disposed at both ends of crankshaft 122 in the width direction of engine 100, where timing system 13 and drive gear 123 are disposed at the same end, and magneto 25 and start gear 171 are disposed at the same end. Specifically, the magneto 25 is used to provide electric energy for the engine 100, the timing system 13 is used to provide air for the engine 100, and because the volumes of the timing system 13 and the magneto 25 are large, in this embodiment, the timing system 13 and the magneto 25 are separately arranged, so that the timing system 13 and the magneto 25 are prevented from being arranged too close to occupy a large space, thereby being beneficial to improving the space utilization rate of the engine 100.

As one implementation, the timing system 13 includes a timing chain 132, with the timing chain 132 being drivingly connected to the crank mechanism 12. Specifically, the crank link mechanism 12 further includes a timing sprocket 124, the timing sprocket 124 is fixedly connected to the crankshaft 122, the timing sprocket 124 is in driving connection with a timing chain 132, and the timing sprocket 124 is disposed at the same end as the drive gear 123. Through the arrangement, the timing sprocket 124 and the crankshaft 122 can be integrally arranged, so that the structural strength of the timing sprocket 124 and the crankshaft 122 is improved, meanwhile, the structure between the timing sprocket 124 and the driving gear 123 is more compact, and the structural compactness of the timing sprocket 124 and the driving gear 123 is improved.

As one implementation, engine 100 further includes a shifting mechanism 18, shifting mechanism 18 being at least partially disposed in accommodation space 101, shifting mechanism 18 including a main shift shaft 181 and a secondary shift shaft 18a, both main shift shaft 181 and secondary shift shaft 18a being located rearward of crankshaft 122. The speed change main shaft 181 is provided with a driven gear 182 and a transmission gear 183, the driven gear 182 is in transmission connection with the driving gear 123, and the driven gear 182 and the transmission gear 183 synchronously rotate. Through the arrangement, the speed change mechanism 18 can be arranged close to the crankshaft 122, so that the structural compactness of the speed change mechanism 18 and the crank link mechanism 12 is improved, meanwhile, the length of the speed change main shaft 181 along the width direction of the engine 100 can be adjusted along with the position of the crankshaft 122, and the driven gear 182 and the transmission gear 183 are both arranged far away from the starting gear 171, so that the gravity center stability of the engine 100 is improved.

As an implementation, the engine 100 further comprises a lubrication system 19, the lubrication system 19 being at least partially arranged in the accommodation space 101, the lubrication system 19 comprising an oil pump 191, the oil pump 191 being in driving connection with the transmission gear 183. Specifically, in the height direction of the engine 100, an oil pump 191 is provided on the lower side of the transmission gear 183, and the oil pump 191 is capable of supplying lubrication oil to the transmission gear 183 and the like. Through the arrangement, the transmission gear 183 and the oil pump 191 can be synchronously operated, so that the oil pump 191 can timely provide lubricating oil for the engine 100, thereby being beneficial to improving the lubricating performance of the lubricating system 19.

As an implementation, engine 100 further comprises a cooling system 21, cooling system 21 being at least partially arranged in accommodation space 101, cooling system 21 comprising a water pump 211, water pump 211 being in driving connection with a transmission gear 183. Specifically, a water pump 211 is provided on the lower side of the transmission gear 183 in the height direction of the engine 100, and the water pump 211 is capable of supplying the transmission gear 183 and the like with the coolant. With the above arrangement, the transmission gear 183 and the water pump 211 can be operated synchronously, so that the water pump 211 can supply the cooling liquid to the engine 100 in time, thereby being beneficial to improving the cooling performance of the cooling system 21.

As shown in fig. 5, as an implementation manner, the oil pump 191 includes an oil pump rotating shaft 1911, the water pump 211 includes a water pump rotating shaft 2111, an axis of the oil pump rotating shaft 1911 is substantially coincident with an axis of the water pump rotating shaft 2111, a pump body gear 1912 is further disposed between the water pump 211 and the oil pump 191, the pump body gear 1912 is in transmission connection with the transmission gear 183, the pump body gear 1912 is located below the transmission gear 183, and the oil pump rotating shaft 1911 and the water pump rotating shaft 2111 are simultaneously connected to the pump body gear 1912, so that the pump body gear 1912 can drive the oil pump rotating shaft 1911 and the water pump rotating shaft 2111 to realize synchronous rotation of the oil pump rotating shaft 1911 and the water pump rotating shaft 2111. Through the arrangement, the oil pump 191 and the water pump 211 can work simultaneously, so that the work efficiency of the oil pump 191 and the water pump 211 is improved, and meanwhile, the transmission gear 183 can drive the oil pump 191 and the water pump 211 to run simultaneously, so that the number of internal parts of the engine 100 is reduced, and the layout rationality and the space utilization rate of the engine 100 are improved.

As shown in fig. 6, as an implementation, a reference surface 106 perpendicular to the longitudinal direction of the engine 100 is defined, the engine 100 includes a cylinder block 113, a cylinder bore 1133 is provided in the cylinder block 113, and an angle β between an axis of the cylinder bore 1133 and the reference surface 106 is 15 ° or more and 45 ° or less. Further, an angle β between the axis of cylinder bore 1133 and reference plane 106 is 17 ° or more and 37 ° or less. Still further, the angle β between the axis of cylinder bore 1133 and reference plane 106 is 30 °. With the above arrangement, it is possible to avoid strong vibration of engine 100 due to an excessively large or excessively small angle β between the axis of cylinder bore 1133 and reference surface 106, so that the operation stability of engine 100 can be improved. It should be noted that, the connecting rod assembly 121 (see fig. 2) is disposed in the cylinder hole 1133 of the engine 100, and the connecting rod assembly 121 generates a reciprocating motion with varying acceleration during the working process, so that an inertial force is generated, thereby causing vibration of the engine 100. In addition, the power ratio of the engine 100 in the present application is much larger than that of other engines in the art, and the power ratio refers to the ratio of the maximum power of the engine 100 per unit displacement to the mass thereof, wherein the power ratio of the engine 100 in the present application is 1.18.

As shown in fig. 7, as an implementation manner, the crank link mechanism 12 further includes a connecting seat 125 and a split-type balancing weight 126, the crankshaft 122 is fixedly connected with the connecting seat 125, the split-type balancing weight 126 includes a connecting hole 1261 and a clamping portion 1262, the connecting seat 125 includes a first seat 1251 and a second seat 1252, the connecting hole 1261 is sleeved on the first seat 1251, and the clamping portion 1262 is clamped on the second seat 1252, so that the split-type balancing weight 126 is detachably connected with the connecting seat 125. Specifically, split type balancing weight 126 can be connected on bent axle 122 through connecting seat 125, because drive gear 123 and bent axle 122 integrated into one piece, the teeth of a cogwheel of drive gear 123 need carry out machining, in this embodiment, can be close to drive gear 123 setting with split type balancing weight 126 and connecting seat 125, when drive gear 123 needs to process, can dismantle split type balancing weight 126 from connecting seat 125 to drive gear 123's processing in order to be favorable to improving bent axle 122's machining efficiency. Further, the split type balancing weight 126 is provided with a first mounting hole 1263, the connecting seat 125 is provided with a second mounting hole 1253 corresponding to the first mounting hole 1263, and the first mounting hole 1263 and the second mounting hole 1253 are detachably connected through a fastener, that is, the split type balancing weight 126 and the connecting seat 125 are detachably connected through the fastener. Specifically, the fastener may be provided as a bolt to connect the split weight 126 and the connection block 125. Through above-mentioned setting, can improve split type balancing weight 126 and connecting seat 125's dismantlement speed, and then be favorable to improving split type balancing weight 126 and connecting seat 125's assembly efficiency. It should be noted that, the number of the first mounting holes 1263 and the second mounting holes 1253 may be designed according to the requirement, so as to improve the connection stability between the split-type balancing weight 126 and the connecting seat 125.

Illustratively, the split balancing weight 126 is further provided with a balancing weight groove 1264, and the crank-link mechanism 12 includes a balancing weight 127, where the balancing weight 127 is clamped in the balancing weight groove 1264. Specifically, the counterweight groove 1264 may be configured as a circular key groove, and the counterweight 127 may be configured as a cylinder, so that the cylinder can be tightly clamped in the circular key groove, thereby not only facilitating improvement of connection strength between the cylinder and the circular key groove, but also facilitating improvement of quality of the split-type counterweight 126 due to the fact that the counterweight 127 is configured as a metal material. Through the above arrangement, the shapes of weight groove 1264 and weight 127 can be set according to actual needs, thereby facilitating improvement of the assembling performance of weight groove 1264 and weight 127.

As one implementation, the timing sprocket 124 and the drive gear 123 are located at the same end of the crankshaft 122, the timing sprocket 124 and the drive gear 123 are both fixedly connected to the crankshaft 122, and the split weight 126 is located between the timing sprocket 124 and the drive gear 123. Through the arrangement, the structure of the timing chain wheel 124, the driving gear 123 and the split balancing weight 126 can be more compact, and the structural compactness of the timing chain wheel 124, the driving gear 123 and the split balancing weight 126 can be improved.

In the present embodiment, the timing sprocket 124 includes a timing threaded hole 1241, and the center axis of the timing threaded hole 1241 substantially coincides with the center axis of the crank mechanism 12. Specifically, the timing screw hole 1241 is machined along the axial direction of the crank mechanism 12, and when the crank mechanism 12 and the timing system 13 are adjusted, the rotation angle of the crank mechanism 12 can be adjusted by the fastener that cooperates with the timing screw hole 1241, thereby facilitating improvement of the assembly efficiency of the crank mechanism 12 and the timing system 13.

As shown in fig. 7 and 8, as an implementation, the crank mechanism 12 further includes a plurality of fixed counterweights 128, the fixed counterweights 128 being fixedly connected to the crankshaft 122, the fixed counterweights 128 being substantially distributed along the axial direction of the crank mechanism 12. Specifically, the fixed weight 128 cooperates with the connecting rod assembly 121 to avoid vibration of the crankshaft 122, thereby facilitating an increase in stability of the crankshaft 122. Wherein, fixed balancing weight 128 and split balancing weight 126 can both improve the stability of bent axle 122 in the rotation process, and then are favorable to crank link mechanism 12's rotation stability.

As shown in fig. 8, as an implementation, a ratio of the maximum thickness W2 to the minimum thickness W3 of the fixed weight 128 is 3.2 or more and 4.7 or less along the axial direction of the crank mechanism 12. Specifically, in the axial direction of the crank mechanism 12, the ratio of the maximum thickness W2 to the minimum thickness W3 of the fixed weight 128 is 3.5 or more and 4.3 or less. More specifically, the ratio of the maximum thickness W2 to the minimum thickness W3 of the fixed weight 128 along the axis of the crank mechanism 12 is 3.9. Through the arrangement, the problem that the minimum thickness W3 of the fixed balancing weight 128 is too small due to the fact that the ratio of the maximum thickness W2 to the minimum thickness W3 of the fixed balancing weight 128 along the axial direction of the crank connecting rod mechanism 12 is too large can be avoided, the structural strength of the fixed balancing weight 128 is prevented from being too low, the structural stability of the fixed balancing weight 128 is improved, the problem that the minimum thickness W3 of the fixed balancing weight 128 is too thick due to the fact that the ratio of the maximum thickness W2 to the minimum thickness W3 of the fixed balancing weight 128 along the axial direction of the crank connecting rod mechanism 12 is too small can be avoided, the quality of the fixed balancing weight 128 is prevented from being too high, the weight of the fixed balancing weight 128 is improved, the quality and the size of a crankshaft 122 are reduced, and the weight of the crankshaft 122 is improved.

As shown in fig. 7 to 9, as an implementation, a ratio of a maximum length L1 to a minimum length L2 of the fixed weight 128 in a length direction of the engine 100 is 2.2 or more and 3.2 or less. Further, in the longitudinal direction of the engine 100, the ratio of the maximum length L1 to the minimum length L2 of the fixed weight 128 is 2.5 or more and 2.9 or less. Further, the ratio of the maximum length L1 to the minimum length L2 of the fixed weight 128 along the length of the engine 100 is 2.7. Through the arrangement, the situation that the ratio of the maximum length L1 to the minimum length L2 of the fixed balancing weight 128 along the length direction of the engine 100 is too large to cause the overlarge of the maximum length L1 of the fixed balancing weight 128 can be avoided, so that the fixed balancing weight 128 is prevented from occupying a large space, the space utilization rate of the crank-link mechanism 12 is improved, and the situation that the ratio of the maximum length L1 to the minimum length L2 of the fixed balancing weight 128 along the length direction of the engine 100 is too small to cause the overlarge of the minimum length L2 of the fixed balancing weight 128 can be avoided, so that the structural strength of the fixed balancing weight 128 is prevented from being too low, and the structural stability of the fixed balancing weight 128 is improved.

As shown in fig. 2 and 10, as one implementation, engine 100 includes a cylinder head 112, with a cylinder block 113 coupled to cylinder head 112. Lubrication system 19 includes a main oil gallery 192, main oil gallery 192 extending at least partially through cylinder block 113 and cylinder head 112. Such that main oil gallery 192 is at least partially within cylinder head 112. Engine 100 also includes a detection mechanism 22, timing system 13 and detection mechanism 22 being at least partially located within cylinder head 112, detection mechanism 22 being capable of detecting oil pressure within cylinder head 112.

As shown in fig. 10 and 11, as one implementation, the timing system 13 includes a tensioning assembly 133, a tensioning hole 1121 is provided on the cylinder head 112, the tensioning assembly 133 is at least partially located in the tensioning hole 1121, an external oil groove 1331 is formed between the tensioning assembly 133 and the tensioning hole 1121, and the lubrication system 19 includes an auxiliary oil duct 193 in communication with the main oil duct 192, the auxiliary oil duct 193 being located in the cylinder head 112 and in communication with the external oil groove 1331. Specifically, the detection mechanism 22 includes oil pressure detectors (not shown) provided in the main oil passage 192, the sub oil passage 193, and the outer oil groove 1331. Through the above arrangement, the oil pressure detector can detect the oil pressure in the main oil passage 192, the auxiliary oil passage 193 and the outer oil groove 1331, so as to process the dimensions of the main oil passage 192, the auxiliary oil passage 193 and the outer oil groove 1331, thereby being beneficial to adjusting the oil pressure in the cylinder head 112, realizing stable operation of the tensioning assembly 133, and further being beneficial to improving the working stability of the timing system 13. In addition, when the oil pressure in the main oil passage 192, the auxiliary oil passage 193 and the outer oil groove 1331 is reduced, the tension assembly 133 may generate abnormal sound for a long time, thereby causing loud noise in the starting process of the engine 100, thus requiring the oil pressure detector to detect the oil passage 192, the auxiliary oil passage 193 and the outer oil groove 1331, and simultaneously providing detection data to external maintenance personnel, so as to find out the cause of abnormal sound generated by the tensioner 133 in time, and further being beneficial to improving the maintenance performance of the engine 100.

As one implementation, an inner oil cavity 1332 is formed inside the tensioning assembly 133, the inner oil cavity 1332 is located inside the tensioning assembly 133, at least two oil delivery holes 1333 are formed in the tensioning assembly 133, and the oil delivery holes are communicated with the outer oil groove 1331 and the inner oil cavity 1332. Specifically, the oil delivery hole 1333 is capable of delivering oil within the outer oil groove 1331 into the inner oil chamber 1332 and causing oil pressure to form within the inner oil chamber 1332, thereby enabling operation of the tensioning assembly 133. Through the above arrangement, the working efficiency of the tensioning assembly 133 can be improved, and the number of the oil delivery holes 1333 can be adjusted according to the detection result of the detection mechanism 22, so that the oil pressure in the tensioning assembly 133 can meet the requirement. It should be noted that, the faster the oil flushing amount of the inner oil chamber 1332, the faster the reaction speed of the tensioning assembly 133, so that the higher the working efficiency of the timing system 13 is, and the abnormal sound time of the timing chain 132 during the starting process can be reduced.

As one implementation, the diameter of the oil delivery hole 1333 is 3mm or more and 5mm or less. Specifically, the oil delivery hole 1333 has a diameter of 3.5mm or more and 4.5mm or less. More specifically, the oil delivery holes 1333 have a diameter of 4mm. Through the arrangement, the reduction of the oil delivery amount of the oil delivery hole 1333 caused by the too small diameter of the oil delivery hole 1333 can be avoided, so that the too low oil pressure of the inner oil cavity 1332 is prevented, the reaction speed of the tensioning assembly 133 is improved, the thinning of the wall thickness of the tensioning assembly 133 caused by the too large diameter of the oil delivery hole 1333 is avoided, the reduction of the structural strength of the tensioning assembly 133 is prevented, and the service life of the tensioning assembly 133 is prolonged.

As shown in fig. 1, 11 and 12, as one implementation, the timing system 13 includes a tension plate 134 for tensioning the timing chain 132, the timing chain 132 and the tension plate 134 being located within the crankcase 114, the tension assembly 133 passing through the tension hole 1121 and abutting the tension plate 134. Specifically, the tension assembly 133 includes a fixed portion 1334 and a telescoping portion 1335 slidable within the fixed portion 1334, the fixed portion 1334 being connected to the cylinder head 112, the telescoping portion 1335 abutting the tension plate 134. Through the arrangement, the oil pressure in the inner oil cavity 1332 can push the telescopic part 1335 to move, so that the telescopic part 1335 can drive the tensioning plate 134 to move towards the direction close to the timing chain 132, the timing chain 132 can be tensioned, and further abnormal sound time of the timing chain 132 can be reduced, and the working efficiency of the tensioning assembly 133 can be improved.

As one implementation, the tensioning assembly 133 further includes a pressure relief hole 1336, the pressure relief hole 1336 is disposed through the telescoping portion 1335, the pressure relief hole 1336 is communicated with the inner oil cavity 1332, and the pressure relief hole 1336 is disposed at one end of the telescoping portion 1335 abutting the tensioning plate 134. Specifically, the pressure relief hole 1336 can keep the oil pressure in the inner oil cavity 1332 in a stable interval all the time, so that the telescopic part 1335 can provide a substantially constant thrust to the timing chain 132, and the timing chain 132 cannot work due to the overlarge thrust of the telescopic part 1335, so that the working stability of the timing system 13 is improved.

As one implementation, the tensioning assembly 133 includes a return spring 1337, the return spring 1337 being located within the inner oil chamber 1332, and the fixed portion 1334 and the telescoping portion 1335 being connected by the return spring 1337. Specifically, the return spring 1337 may enable the oil pressure in the inner oil cavity 1332 to be substantially constant, so that the fixing portion 1334 and the telescopic portion 1335 can stretch and retract within a certain length, which is beneficial to improving the matching degree of the fixing portion 1334 and the telescopic portion 1335, and meanwhile, avoiding the telescopic portion 1335 from falling into the cylinder head 112 after being separated from the fixing portion 1334, which is beneficial to improving the service lives of the cylinder head 112 and the tensioning assembly 133.

As an implementation, as shown in fig. 3, 13 and 14, the diameter of the auxiliary oil passage 193 is 4mm or more and 6mm or less. Further, the diameter of the main oil gallery 192 is 5mm or more and 7mm or less. Still further, the main oil gallery 192 has a diameter of 6mm. Through the arrangement, the volume of the main oil duct 192 is prevented from being excessively large due to the excessively large diameter of the main oil duct 192, so that the space waste of the cylinder cover 112 is prevented, the space utilization rate of the cylinder cover 112 is improved, the oil conveying amount of the main oil duct 192 is prevented from being lower due to the excessively small diameter of the main oil duct 192, the oil pressures of the auxiliary oil duct 193, the outer oil groove 1331 and the inner oil groove 1332 are prevented from being lower, and the oil pressures of the auxiliary oil duct 193, the outer oil groove 1331 and the inner oil groove 1332 are improved.

As shown in fig. 13 and 14, as one implementation, the cylinder head 112 includes an intake duct 1122 and an intake runner 1123, one end of the intake runner 1123 abuts against one end of the intake duct 1122 to form an intake connection end 1124, one end of the intake connection end 1124 near the intake duct 1122 is provided as a first connection end 1124a, one end of the intake connection end 1124 near the intake runner 1123 is provided as a second connection end 1124b, a longitudinal plane 107 perpendicular to the width direction of the engine 100 is defined, a projection of the first connection end 1124a on the longitudinal plane 107 in the width direction of the engine 100 is provided as a first projection, a projection of the second connection end 1124b on the longitudinal plane 107 in the width direction of the engine 100 is provided as a second projection, a junction of the first projection and the second connection end has a preset extension direction, and an angle between the preset tangent and the preset extension direction is greater than or equal to 0 ° and less than or equal to 4.9 °. Specifically, an included angle between the preset tangent line and the preset extending direction is greater than or equal to 1 ° and less than or equal to 2.1 °. More specifically, the angle between the predetermined tangent line and the predetermined extending direction is 1.3 °. Through the above arrangement, the increase of the air intake resistance of the second connecting end 1124b caused by the overlarge included angle between the preset tangent line and the preset extending direction can be avoided, so as to prevent the flow coefficient of the air inlet 1122 from being reduced, thereby being beneficial to improving the air intake of the air inlet 1122. It should be noted that, when the included angle between the preset tangent line and the preset extending direction is equal to 0 °, that is, the first connection end 1124a and the second connection end 1124b can realize smooth transition, so that the intake resistance of the intake duct 1122 is minimum, that is, the flow coefficient of the intake duct 1122 is highest, which is further beneficial to improving the intake performance of the engine 100.

In one implementation, cylinder block 113 includes cylinder bore 1133 with a radius of curvature of first link end 1124a substantially equal to a radius of curvature of second link end 1124 b. In particular, the radius of curvature is primarily used to describe the degree to which a curve curves somewhere on the curve. With the above arrangement, the gas in the air inlet 1122 can smoothly pass through the air inlet connection end 1124, thereby facilitating an increase in the amount of air taken in the air inlet 1122, so that the gas is fully combusted in the cylinder hole 1133, and further the power performance of the engine 100 is improved.

As shown in FIG. 3, engine 100 also includes an air intake mechanism 15, as one implementation, where air intake mechanism 15 includes an air intake rod 156, and air intake rod 156 is at least partially positioned within air intake 1122. Specifically, intake rod 156 is movable within cylinder head 112 such that when gas within air inlet 1122 passes through intake seat 1123 and into cylinder bore 1133, intake rod 156 moves away from intake seat 1123 to separate intake rod 156 from intake seat 1123 for rapid entry of gas within air inlet 1122 into cylinder bore 1133, and when gas within air inlet 1122 ceases to supply gas to cylinder bore 1133, intake rod 156 moves toward intake seat 1123 to engage intake rod 156 with intake seat 1123. Through the arrangement, the air inlet seat ring 1123 is cut by machining, so that the air inlet rod 156 is attached to the machining surface of the air inlet seat ring 1123, and the matching degree of the air inlet seat ring 1123 and the air inlet rod 156 is improved. In addition, since the axis of the air intake seat 1123 is substantially parallel to the axis of the air intake rod 156, the fitting between the air intake rod 156 and the air intake seat 1123 is more compact, which is advantageous for improving the structural compactness of the air intake rod 156 and the air intake seat 1123.

As one implementation, the cylinder head 112 further includes an exhaust passage 1125 and an exhaust seat ring 1126, one end of the exhaust seat ring 1126 abuts against one end of the exhaust passage 1125 to form an exhaust connection end 1127, one end of the exhaust connection end 1127 close to the exhaust passage 1125 is provided as a third connection end 1127a, one end of the exhaust connection end 1127 close to the exhaust seat ring 1126 is provided as a fourth connection end 1127b, a projection of the third connection end 1127a on the longitudinal plane 107 in the width direction of the engine 100 is provided as a third projection, a projection of the fourth connection end 1127b on the longitudinal plane 107 in the width direction of the engine 100 is provided as a fourth projection, the third projection has a reference tangential line at a junction of the third connection end and the fourth connection end, the second projection has a reference extending direction, and an angle between the reference tangential line and the reference extending direction is greater than or equal to 0 ° and less than or equal to 5.2 °. Specifically, the included angle between the reference tangent and the reference extending direction is 1.5 ° or more and 3.5 ° or less. More specifically, the angle between the reference tangent and the reference extension direction is 2.2 °. With the above arrangement, an increase in exhaust resistance of the fourth connecting end 1127b due to an excessively large angle between the reference tangential line and the reference extending direction can be avoided to prevent a decrease in the flow coefficient of the exhaust passage 1125, thereby contributing to an improvement in the exhaust amount of the exhaust passage 1125. It should be noted that, when the included angle between the reference tangent line and the reference extending direction is equal to 0 °, that is, the third connecting end 1127a and the fourth connecting end 1127b can realize smooth transition, so as to minimize the exhaust resistance of the exhaust passage 1125, that is, the flow coefficient of the exhaust passage 1125 is the highest, which is further beneficial to improving the exhaust performance of the engine 100.

As one implementation, the radius of curvature of the third connecting end 1127a is substantially equal to the radius of curvature of the fourth connecting end 1127 b. With the above arrangement, the gas in cylinder bore 1133 can smoothly pass through exhaust connection port 1127, thereby facilitating an increase in the exhaust volume of exhaust passage 1125, so that the fully combusted gas in cylinder bore 1133 can be rapidly exhausted, thereby improving the power performance of engine 100.

As one implementation, engine 100 includes an ignition mechanism 16, where ignition mechanism 16 extends substantially along an axial direction of cylinder bore 1133, and intake passage 1122 and exhaust passage 1125 are disposed around ignition mechanism 16 as viewed along the axial direction of cylinder bore 1133. With the above arrangement, the ignition mechanism 16 is disposed at the center of the intake passage 1122 and the exhaust passage 1125, so that the ignition mechanism 16 ignites the gas in the cylinder block 113, thereby contributing to an improvement in the ignition efficiency of the engine 100.

As one implementation, intake runner 1123 communicates with cylinder bore 1133, and an angle α between an axis of cylinder bore 1133 and an axis of intake runner 1123 is 9 ° or more and 17 ° or less. Further, an angle α between an axis of cylinder bore 1133 and an axis of intake runner 1123 is 11 ° or more and 15 ° or less. Still further, the angle α between the axis of cylinder bore 1133 and the axis of intake seat 1123 is 13 °. By the arrangement, the flow coefficient in the air inlet duct 1122 is prevented from being lower due to the overlarge included angle alpha between the axis of the cylinder hole 1133 and the axis of the air inlet seat 1123, so that the flow coefficient of the air inlet duct 1122 is improved, and the arrangement space of the air inlet rod 156 and the ignition mechanism 16 is prevented from being reduced due to the overlarge included angle alpha between the axis of the cylinder hole 1133 and the axis of the air inlet seat 1123, so that the layout rationality of the engine 100 is improved.

As shown in fig. 6, 13 and 14, as one implementation, engine 100 includes a throttle assembly 151, throttle assembly 151 in communication with air inlet 1122, throttle assembly 151 capable of injecting ambient air into air inlet 1122, ambient air passing through air inlet seat 1123 and into cylinder bore 1133. Specifically, the throttle assembly 151 is disposed outside the cylinder head 112 and is detachably connected to the cylinder head 112. Through the arrangement, the connection strength of the throttle assembly 151 and the cylinder cover 112 is high, so that the connection stability of the throttle assembly 151 and the cylinder cover 112 is improved, and the structural strength of the engine 100 is improved.

As one implementation, the aperture of the first connection end 1124a is larger than the aperture of the third connection end 1127a, and the aperture of the second connection end 1124b is larger than the aperture of the fourth connection end 1127 b. With the above arrangement, the intake resistance value of the intake passage 1122 can be minimized, and the exhaust resistance value of the exhaust passage 1125 can be minimized, so that the flow coefficients of the intake passage 1122 and the exhaust passage 1125 can be advantageously increased, and the overall performance of the engine 100 can be improved.

As shown in fig. 15 and 16, as one implementation, the water pump 211 includes a water pump bearing 2112 and a water pump housing 2113. The water pump housing 2113 is used to protect components of the water pump 211. The water pump housing 2113 surrounds the accommodation space 2113a, and the water pump bearing 2112 is provided in the accommodation space 2113a, so that the operation stability of the water pump bearing 2112 and thus the operation stability of the water pump 211 can be improved.

An oil collection structure 1143 is provided on the crankcase 114, and a diversion structure 2114 is provided on the water pump housing 2113. The oil collecting structure 1143 is disposed near the water pump 211 and extends from the crankcase 114, a diversion structure 2114 is disposed on the water pump housing 2113, and the diversion structure 2114 is disposed below the oil collecting structure 1443. One end of the diversion structure 2114 communicates with the outside, and the other end of the diversion structure 2114 communicates with the accommodation space 2112. Flow guiding structure 2114 and oil collecting structure 1143 at least partially overlap in the height direction of engine 100. Through the arrangement, the oil mist in the crankcase 114 can be intensively attached to the oil collecting structure 1143, so that the oil mist is splashed to the diversion structure 2114 through the oil collecting structure 1143 and then transported to the surface of the water pump bearing 2112, so as to lubricate the water pump bearing 2112, thereby improving the utilization rate of lubricating oil. In addition, the operation stability of the water pump bearing 2112 is improved, and the operation stability of the water pump 211 is further improved. Since the engine 100 causes separation of lubricating oil molecules in high-speed motion, a large number of fine lubricating oil droplets are released into the air, thereby forming oil mist.

Specifically, the diversion structure 2114 includes a diversion trench 2114a and a diversion hole 2114b. One end of the diversion trench 2114a is connected with the outside, and the other end of the diversion trench 2114a is connected with the diversion hole 2114b. The oil collecting structure 1143 and the diversion hole 2114b at least partially overlap in the height direction of the engine 100. Through the arrangement, the oil mist splashed to the diversion trench 2114a by the oil collecting structure 1143 can be transported to the diversion trench 2114b through the diversion trench 2114a, so that the oil mist in the diversion trench 2114b can be transported to the surface of the water pump bearing 2112, the water pump bearing 2112 can be lubricated, the utilization rate of lubricating oil is improved, the working stability of the water pump bearing 2112 is improved, and the working stability of the water pump 211 is further improved. In addition, the oil mist is not only splashed to the diversion holes 2114b by the oil collecting structure 1143 and transported to the surface of the water pump bearing 2112, but also can be transported to the surface of the water pump bearing 2112 by the diversion grooves 2114 a. Wherein the diversion holes 2114b may be provided as circular holes.

More specifically, the diameter of the diversion hole 2114b may be 2mm or more and 9mm or less. As another implementation, the diameter of the diversion hole 2114b may be 3mm or more and 8mm or less. In the present embodiment, the diameter of the diversion hole 2114b may be 4mm or more and 7mm or less. Through the above arrangement, impurities such as scrap iron and the like except oil mist can be prevented from entering the water pump 211 due to the oversized diameter of the diversion hole 2114b, and unstable operation of the water pump 211 is avoided, so that the operation stability of the water pump 211 is improved, and the operation stability of the engine 100 is further improved. It is also possible to prevent the diameter of the diversion hole 2114b from being too small to cause that oil mist cannot be completely transported from the diversion hole 2114b to the water pump bearing 2112, thereby avoiding lowering the utilization rate of lubricating oil and further improving the utilization rate of lubricating oil.

In this embodiment, a preset straight line 108 is defined, the preset straight line 108 extends along the length direction of the engine 100, and the width of the diversion trench 2114a extending along the direction perpendicular to the preset straight line 108 is equal to the diameter of the diversion trench 2114b, so that the oil mist attached to the diversion trench 2114a can be fully transported to the diversion trench 2114b through the oil collecting structure 1143, and the utilization rate of the lubricating oil can be improved.

As shown in fig. 17, as another implementation, the oil collecting structure 1143 includes an oil collecting housing 1143a, an oil inlet 1143c, and an oil outlet 1143e. The oil collecting housing 1143a is formed with a housing space 1143b around, and the oil inlet 1143c and the oil outlet 1143e are disposed in the housing space 1143b, so that oil mist is splashed to the diversion structure 2114 through the oil outlet 1143e after being attached to the inner wall of the housing space 1143b through the oil inlet 1143c, and is transported to the surface of the water pump bearing 2112 through the diversion structure 2114, so as to lubricate the water pump bearing 2112, thereby improving the working stability of the water pump bearing 2112, and also improving the working stability of the engine 100. Specifically, a plane perpendicular to the height direction of the engine 100 is defined as a first projection plane, the projection of the oil inlet 1143c on the first projection plane along the height direction of the engine 100 is a first projection plane, the projection of the oil outlet 1143e on the first projection plane along the height direction of the engine 100 is a second projection plane, the first projection plane and the second projection plane are at least partially overlapped, and the area of the first projection plane is larger than the area of the second projection plane. Through the arrangement, the adhesion amount of oil mist of the oil inlet 1143c can be increased, so that the oil mist can be continuously splashed from the oil outlet 1143e to the diversion structure 2114 and then transported to the surface of the water pump bearing 2112 so as to lubricate the water pump bearing 2112, and the working stability of the water pump bearing 2112 is improved.

In the present embodiment, the projection of the diversion hole 2114b on the first projection plane in the height direction of the engine 100 is a third projection plane, which is at least partially overlapped with the second projection plane, and which is larger than the second projection plane. By the arrangement, the lubricating oil consumed by the fact that the oil outlet is splashed to the diversion hole 2114b can be reduced, and the oil mist of the oil outlet 1143e is prevented from splashing outside the diversion hole 2114b, so that the utilization rate of the lubricating oil is improved.

As shown in fig. 2 and 17, as another implementation, the housing 11 includes an oil pan 117, and the crankcase 114 includes a crankcase body 1144 and a crankcase side cover 1145. The crankcase body 1144 is connected to the crankcase side cover 1145, and the oil pan 117 is connected to the crankcase 114. The crankcase body 1144 is at least partially far away from the crankcase side cover 1145 and is provided with a diversion portion 1144a, and the diversion portion 1144a is communicated with the crankcase body 1144 and the crankcase side cover 1145, so that oil mist in the crankcase side cover 1145 can be transported into the crankcase body 1144 through the diversion portion 1144a, and the oil mist is transported to the oil pan 117, so that the utilization rate of lubricating oil is improved. Specifically, the deflector 1144a is disposed proximate the lowermost end of the junction of the crankcase body 1144 and the crankcase side cover 1145. Through the arrangement, the oil mist attached to the inner wall of the side cover 1145 of the crankcase slides down to the lowest position of the side cover 1145 of the crankcase due to gravity, so that the oil mist at the lowest position is transported into the crankcase body 1144 through the flow guiding part 1144a and then transported into the oil pan 117, thereby improving the utilization rate of the lubricating oil.

As shown in fig. 18 and 19, as one implementation, the transmission mechanism 18 includes a transmission structure 184, and the housing 11 further includes a transmission housing 115, where the transmission structure 184 is used to change the torque and rotational speed of the engine 100 so that the engine 100 always maintains an optimal operating state. The drive structure 184 is disposed within the transmission housing 115, thereby improving the operational stability of the drive structure 184.

The transmission housing 115 is provided with a boss structure 185. Wherein the raised structure 185 is disposed adjacent to the transmission structure 184 and extends from the transmission housing 115, the raised structure 185 is configured to collect oil mist so that the oil mist splashes onto the surface of the transmission structure 184, thereby lubricating the transmission structure 184. The bump structure 185 and the transmission structure 184 at least partially overlap in the height direction of the engine 100. When the engine 100 is operated, the oil mist attached to the protrusion structure 185 may splash to the surface of the transmission structure 184 by gravity, thereby lubricating the transmission structure 184 and further improving the working efficiency of the transmission structure 184. In addition, the utilization rate of oil mist is improved, and the utilization rate of lubricating oil is further improved. Specifically, the protrusion structure 185 includes a splash 1851 and a protrusion 1852, the protrusion 1852 being for attaching oil mist of the engine 100, the splash 1851 being for splashing the oil mist attached to the protrusion 1852 to the transmission structure 184. The boss 1852 is formed with a splash 1851, the splash 1851 extending at least partially along the drive structure 184. The boss 1852 is connected to the splash 1851. With the above arrangement, it is possible to splash the oil mist adhering to the boss 1852 and the splash 1851 to the surface of the transmission structure 184 through the splash 1851 to lubricate the transmission structure 184, thereby improving the working efficiency of the transmission structure 184 and thus the engine 100.

As one implementation, the splash 1851 may be provided as a hemisphere. With the above arrangement, the oil mist adhering to the boss 1852 and the splash 1851 can be transported to the lowest position of the splash 1851 through the spherical arc surface by the action of gravity, so that the oil mist concentrated in the splash 1851 splashes to the surface of the engagement portion 1843 to lubricate the engagement portion 1843, thereby improving the working stability of the main shaft gear 1841 and the counter shaft gear 1842.

As one implementation, the protrusion 1852 is formed with a recess 1853, the recess 1853 extending at least partially away from the transmission structure 184, the splash 1851 being disposed below the recess 1853, the recess 1853 being connected to the splash 1851. With the above arrangement, the space utilization of the boss 1852 can be improved, and the structural compactness of the boss structure 185 can also be improved.

As an implementation manner, the protruding portion 1852 is further provided with a guide groove 1852b, the guide groove 1852b is connected to the splash portion 1851, and the guide groove 1852b is distributed at both sides of the splash portion 1851. Through the arrangement, the contact area of the oil mist to the protruding portion 1852 is increased, so that the adhesion amount of the oil mist on the protruding portion 1852 can be increased, the oil mist is transported to the splashing portion 1851 through the guiding groove 1852b, the oil mist is splashed to the surface of the transmission structure 184 through the splashing portion 1851, and the utilization rate of lubricating oil is further improved. More specifically, the drive structure 184 includes a number of main shaft gears 1841 and a number of countershaft gears 1842. Engagement of the main shaft gear 1841 with the countershaft gear 1842 may cause the main shaft gear 1841 and the countershaft gear 1842 to work in tandem to change torque to achieve a speed change. Wherein, the meshing part 1843 is arranged at the meshing part of one main shaft gear 1841 and one auxiliary shaft gear 1842, and the number of splash parts 1851 is the same as that of the meshing part 1843. With the above arrangement, the oil mist concentrated in the splash portion 1851 can be splashed to the engagement portion 1843 to lubricate the engagement portion 1843, thereby lubricating the transmission structure 184, improving the operation stability of the transmission structure 184, and also improving the utilization rate of the lubricating oil.

In the present embodiment, a preset straight line 109 is defined, and the preset straight line 109 extends along the length direction of the transmission case 115. The engagement portion 1843 and the splash portion 1851 at least partially overlap in the direction of the predetermined straight line 109. With the above arrangement, the oil mist adhering to the splash 1851 and the protrusion 1852 is splashed on the surface of the meshing portion 1843 by the splash 1851 to lubricate the meshing portion 1843, thereby improving the operation stability of the main shaft gear 1841 and the counter shaft gear 1842. Specifically, the splash 1851 is provided with a first end 1851a away from the transmission body 115, the boss 1852 is provided with a second end 1852a near the transmission body 115, and a distance between the first end 1851a and the second end 1852a is a first distance L3, and a length of the first distance L3 may be 8mm or more and 13mm or less. Specifically, the length of the first distance L3 may be 9mm or more and 12mm or less. More specifically, the length of the first distance L3 may also be 10mm or more and 11mm or less. By the arrangement, the interference between the protruding structure 185 and the main shaft gear 1841 caused by the overlong protruding structure 185 can be prevented, and the interference between the cam shaft 135 and the auxiliary shaft gear 1842 can be avoided, so that the working efficiency of the transmission structure 184 is improved.

As shown in fig. 20 and 21, as one implementation, the housing 11 includes a gasket 118, and the gasket 118 is disposed between the cylinder head 112 and the cylinder block 113.

Specifically, gasket 118 includes a gasket body 1181 and a boss 1182, boss 1182 extending at least partially to the outside, boss 1182 being connected to gasket body 1181, and gasket 181 being located at the seam of cylinder head 112 and cylinder block 113 when cylinder head 112 is assembled with cylinder block 113. The protruding portion 1182 is provided at least partially protruding from the cylinder head 112, and the protruding portion 1182 is provided at least partially protruding from the cylinder block 113. With the above arrangement, the provision of the protruding portion 1182 enables an operator to intuitively observe whether the gasket 118 is mounted between the cylinder head 112 and the cylinder block 113 at the time of operation, so that the assembly efficiency of the cylinder head 112 and the gasket 118 can be improved, and the assembly efficiency of the cylinder block 113 and the gasket 118 can also be improved.

As one implementation, the housing 11 includes a fixture for fixedly connecting the cylinder head 112 and the cylinder block 113, and the gasket body 1181 includes a through hole 1181a, the through hole 1181a being for passing the fixture, the through hole 1181a being connected with the boss 1182. Through the arrangement, the fixing piece and the gasket body 1181 can be integrally formed, so that the protrusion 1182 can be prevented from falling off from the gasket body 1181 due to incorrect operation of operators, such as error of too hard assembly, and the like.

Specifically, the protruding portion 1182 extends at least partially in the longitudinal direction of the engine 100, the length of the protruding portion 1182 in the longitudinal direction of the engine 100 is a second length L4, the length of the gasket 118 in the longitudinal direction of the engine 100 is a third length L5, the ratio of the second length L4 to the third length L5 is 0.5 or more and 4 or less, specifically, the ratio of the second length L4 to the third length L5 is 1 or less and 1.5 or less, and more specifically, the ratio of the second length L4 to the third length L5 is 1.1 or less and 1.3 or less. By the arrangement, the interference between the protruding part 1182 and the parts of the cylinder block 113 and/or the cylinder head 112 caused by the overlong protruding part 1182 can be prevented, so that the working stability of the cylinder block 113 and the cylinder head 112 is improved, and the situation that whether the gasket 118 is installed or not can not be directly observed by an operator due to the excessively short protruding part 1182 can be prevented, so that the assembly efficiency of the gasket 118 is improved.

As one implementation, the protruding portion 1182 extends at least partially in the width direction of the engine 100, the width of the protruding portion 1182 in the width direction of the engine 100 is a first width W4, the width of the gasket 118 in the width direction of the engine 100 is a second width W5, and the ratio of the first width W4 to the second width W5 is 0.01 or less and 0.07 or less. Specifically, the ratio of the first width W4 to the second width W5 is 0.02 or more and 0.06 or less. More specifically, the ratio of the first width W4 to the second width W5 is 0.03 or less and 0.05 or less. By the arrangement, the interference between the protruding part 1182 and the parts of the cylinder body 113, the protruding part 1182 and the cylinder head 112 caused by the too wide protruding part 1182 can be prevented, so that the working stability of the cylinder body 113 and the cylinder head 112 is improved, and the situation that an operator cannot directly observe whether the gasket 118 is installed or not due to the too narrow protruding part 1182 can be prevented, so that the assembly efficiency of the gasket 118 is improved.

As an implementation manner, the protruding portion 1182 is further provided with a lightening hole 1182a, and the lightening hole 1182a is connected with the protruding portion 1182. With the above arrangement, the spacer body 1181 can be made lightweight, while also reducing the cost of producing the spacer 118. In the present embodiment, the diameter of the lightening hole 1182a may be 1mm or more and 7mm or less, specifically, the diameter of the lightening hole 1182a may be 2mm or more and 6mm or less, and more specifically, the diameter of the lightening hole 1182a may be 3mm or more and 5mm or less. By the above arrangement, the weight-reducing hole 1182a can be prevented from being excessively large to cause insufficient structural strength of the protruding portion 1182, thereby improving structural strength of the protruding portion 1182.

As shown in fig. 21 and 22, as one implementation, the gasket 118 includes a first deflector 1183, a second deflector 1184, and a third deflector 1185. The first, second, and third flow guide portions 1183, 1184, 1185 are used to control the flow rate of the coolant in the cylinder block 113 flowing into the cylinder head 112. The first deflector 1183 is disposed proximate to the water outlet 1128, the second deflector 1184 is disposed proximate to the water inlet 1134, and the third deflector 1185 is disposed proximate to the ignition mechanism 16. The flow rate of the cooling liquid passing through the first flow guiding portion 1183 in unit time is smaller than the flow rate of the cooling liquid passing through the second flow guiding portion 1184 in unit time, and the flow rate of the cooling liquid passing through the third flow guiding portion 1185 in unit time is larger than the flow rate of the cooling liquid passing through the second flow guiding portion 1184 in unit time. More specifically, the flow rate of the coolant in the cylinder block 113 to the cylinder head 112 may be reduced by reducing the flow rate of the second flow guide 1184, so that the coolant originally flowing to the cylinder head 112 may be more retained in the cylinder block 113, thereby improving the coolant efficiency of the coolant. By adding the third flow guide portion 1185, the flow amount of the coolant near the ignition mechanism 16 can be increased to improve the cooling effect of the ignition mechanism 16. Through the arrangement, due to the fact that the flow of the first flow guiding portion 1183 is reduced in unit time, the cooling liquid passing through the second flow guiding portion 1184 enters the water outlet 1128 after fully cooling the cylinder cover 112, cross flow of the cooling liquid in the cylinder cover 112 is achieved, the utilization rate of the cooling liquid is improved, and the cooling effect of the cylinder cover 112 is also improved. The third diversion portion 1185 is disposed near the ignition mechanism 16, so that the ignition mechanism 16 can be sufficiently cooled, the temperature of the ignition mechanism 16 can be kept at the optimal operating temperature of the ignition mechanism 16, and the operating efficiency of the ignition mechanism 16 can be improved. In addition, the cooling liquid flowing through the cylinder block 113 can sufficiently cool the cylinder block 113, thereby also lowering the temperature of the cylinder block 113, so that the components on the cylinder block 113 are always kept at the optimal working temperature, and the working efficiency of the components on the cylinder block 113 is improved.

As an implementation manner, the number of the first diversion parts 1183 is smaller than the number of the second diversion parts 1184, so that the amount of the cooling liquid passing through the first diversion parts 1183 in unit time is smaller than the amount of the cooling liquid passing through the second diversion parts 1184 in unit time, and the cooling liquid passing through the second diversion parts 1184 fully cools the cylinder cover 112 and then enters the water outlet 1128, thereby realizing the cross flow of the cooling liquid in the cylinder cover 112, improving the cooling efficiency of the cylinder cover 112 and the cooling efficiency of the cylinder block 113 and the cylinder cover 112. Specifically, the shim 118 includes an upper boss 1186, a lower boss 1187, and a recess 1188. Wherein, boss 1186 sets up the position near delivery port 1128, and lower boss 1187 sets up the position near delivery port 1128, and recess 1188 sets up the position near firing mechanism 16, and upper boss 1186 and lower boss 1187 are connected, and recess 1188 is connected with upper boss 1186. The first diversion portion 1183 is disposed on the upper protruding portion 1186, the second diversion portion 1184 is disposed on the lower protruding portion 1187, and the third diversion portion 1185 is disposed on the recessed portion 1188. Through the arrangement, the first flow guiding part 1183, the second flow guiding part 1184 and the third flow guiding part 1185 can be arranged in the key area of the cylinder water jacket 212, so that the flow velocity of the key area in the cylinder water jacket 212 is ensured, and the cooling efficiency of the cooling liquid in the cylinder water jacket 212 on the cylinder block 113 and the cylinder head 112 can be improved. The key region refers to a position where the cylinder head 112 is connected and/or drivingly connected to components on the cylinder head 112, and a position where the cylinder block 113 is connected and/or drivingly connected to components on the cylinder block 113.

As one implementation, the first, second and third flow guide portions 1183, 1184 and 1185 may be provided as first, second and third flow guide holes. Wherein the first, second and third guide holes may be provided as circular holes. Through the above arrangement, the structural strength of the first diversion portion 1183, the second diversion portion 1184 and the third diversion portion 1185 can be improved, and the abrasion of the gasket 118 caused by too high flow velocity of the cooling liquid passing through the first diversion hole, the second diversion hole and the third diversion hole can be reduced, so that the service life of the gasket 118 can be prolonged. In addition, the round hole is easy to process, and the processing cost is reduced. Specifically, the diameter of the first deflector hole may be 2mm or more and 3mm or less. More specifically, the diameter of the first deflector hole may be 2.3mm or more and 2.7mm or less. In this embodiment, the diameter of the first deflector hole may be 2.5mm. Through the arrangement, the excessive flow of the cooling liquid passing through the first diversion holes in unit time caused by the excessive diameter of the first diversion holes can be prevented, the total amount of the cooling liquid in the cylinder block 113 is prevented from being reduced, and therefore the cooling effect of the cylinder block 113 is improved, the insufficient flow of the cooling liquid passing through the first diversion holes in unit time caused by the excessive diameter of the first diversion holes can be prevented, the excessive cooling liquid retained in the cylinder block 113 is prevented, and the utilization rate of the cooling liquid is improved.

As another implementation, the diameter of the third deflector hole may be 3.2mm or more and 4.8mm or less. Specifically, the diameter of the third deflector hole may be 3.6mm or more and 4.4mm or less. More specifically, the diameter of the third deflector hole may be 3.8mm or more and 4.1mm or less. Through the arrangement, too small strength of the concave part 1188 caused by too large diameter of the third diversion hole can be avoided, so that structural strength of the concave part 1188 is improved, too little cooling liquid passing through the third diversion hole 1185a in unit time caused by too small diameter of the third diversion hole 1185a can be avoided, too little cooling liquid passing through the ignition mechanism 16 is avoided, temperature of the ignition mechanism 16 is improved, and therefore the ignition mechanism 16 is prevented from working in a high-temperature environment, and further working efficiency of the ignition mechanism 16 is improved. As one implementation, the third flow guide 1185 is provided as one. By the arrangement, the cooling effect of the ignition mechanism 16 can be improved, and the ignition mechanism 16 can be always kept within the optimal working temperature, so that the working efficiency of the ignition mechanism 16 is improved.

As another implementation manner, the number of the first diversion portions 1183 may be set to be a multiple of 2 in the upper protruding portion 1186, and the first diversion portions 1183 are uniformly distributed on the upper protruding portion 1186. Through the arrangement, the first diversion parts 1183 can be arranged on each upper protruding part 1186, so that cooling liquid can enter the cylinder cover 112 through the first diversion parts 1183 to fully cool the cylinder cover 112, the cooling efficiency of the cylinder cover 112 is improved, and further, the best working temperature of parts on the cylinder cover 112 is always kept. Specifically, the number of the first diversion portions 1183 is plural, wherein a distance between two first diversion portions 1183 is 28mm or more and 72mm or less. More specifically, the number of the first flow guiding portions 1183 is plural, wherein the distance between two first flow guiding portions 1183 is 32mm or more and 64mm or less. As another implementation manner, the number of the first diversion portions is a plurality, wherein a distance between two first diversion portions is greater than or equal to 35mm and less than or equal to 57mm. Through the arrangement, the air cylinder cover 112 can be prevented from being incapable of being fully cooled due to the overlarge distance between the first diversion parts 1183, so that the cooling effect of the air cylinder cover 112 is improved, and the structural strength of the gasket 118 can be prevented from being reduced due to the overlarge distance between the first diversion parts 1183, so that the structural strength of the gasket 118 can be improved, and the service life of the gasket 118 is prolonged.

As shown in fig. 23, as one implementation, engine 100 includes an air cleaner 23, and intake assembly 15 includes a first intake pipe 157, with first intake pipe 157 at least partially disposed within housing 11. The air cleaner 23 communicates with the first intake pipe 157, so that air can be taken into the air cleaner 23 from the first intake pipe 157, so that the filtered air can participate in the operation of the engine 100. The intake assembly 15 includes a second intake pipe 158, one end of the second intake pipe 158 communicates with the outside, and the other end of the second intake pipe 158 communicates with the first intake pipe 157. By the arrangement, the outside air can enter the air filter 23 through the first air inlet pipe 157 and the second air inlet pipe 158, so that the arrangement of the engine 100 under different environments can be adapted, and the universality of the air filter 23 is improved. In addition, the ram air intake amount of the engine 100 is increased, and the air in the air cleaner 23 enters the combustion chamber through the intake manifold 15a to make the fuel in the combustion chamber (not shown) fully contact-combust with the air, thereby improving the power of the engine 100 and also improving the operating efficiency of the engine 100.

In the present embodiment, the second intake pipe 158 may be provided in one or more, and the number of the first intake pipes 157 and the second intake pipes 158 coincides with the number of the intake pipes. With the above arrangement, the total amount of air that is transported into the air cleaner 23 can be increased, and the air-fuel ratio in the combustion chamber can be maintained at an optimum state, to improve the operation efficiency of the engine 100. The air-fuel ratio is a ratio of the mass of air and fuel when engine 100 is operating. The second air intake pipe 158 may be provided in a cylindrical shape. In the arrangement of the engine 100, the air intake assembly 15 needs to be bent to adapt to the arrangement of the engine 100 in different environments, so that the air intake assembly 15 is arranged in a cylindrical shape, which is beneficial to reducing ventilation resistance when the air intake assembly 15 is bent, improving air intake amount of the air intake assembly 15, improving environment adaptability of the air intake assembly 15, and enabling the engine 100 to be arranged in different environments. The second air intake pipe 158 may be provided as a rubber pipe, a plastic pipe, or the like.

As shown in fig. 23 to 25, as another implementation, the air intake assembly 15 further includes a connection structure 159, the connection structure 159 is disposed on the first air intake pipe 157, and the connection structure 159 is disposed near the second air intake pipe 158, and the second air intake pipe 158 is connected to the connection structure 159. With the above arrangement, when the second air intake pipe 158 is damaged, the second air intake pipe 158 can be directly detached from the connecting structure 159, and a new second air intake pipe 158 is connected with the connecting structure 159, thereby improving the assembly efficiency of the air intake assembly 15 and the air intake pipe. Wherein the connection structure 159 may be provided in a cylindrical shape. Specifically, the second air inlet tube 158 is interference fit with the connecting structure 159. Through the arrangement, the connection stability of the connection structure 159 and the second air inlet pipe 158 can be improved, and the loss of air flowing through the matching position of the connection structure 159 and the second air inlet pipe 158 can be avoided, so that the tightness between the connection structure 159 and the second air inlet pipe 158 is improved, the air quantity entering the air filter 23 is improved, the air-fuel ratio in the combustion chamber is always kept, and the working efficiency of the engine 100 is further improved. More specifically, the connection structure 159 includes a first clamping portion 1591, and the second air inlet tube 158 includes a second clamping portion 1581. The first clamping portion 1591 is disposed near the second air inlet pipe 158, the second clamping portion 1581 is disposed near the connecting structure 159, and an inner contour of the second clamping portion 1581 is identical to an outer contour of the first clamping portion 1591, so that the first clamping portion 1591 and the second clamping portion 1581 can be clamped. By the above arrangement, the connection stability of the connection structure 159 and the second air intake pipe 158 can be improved, the loss of air flowing through the connection of the connection structure 159 and the second air intake pipe 158 can be prevented, the amount of air entering the air cleaner 23 can be increased, the air content in the combustion chamber can be increased, and the optimum air-fuel ratio in the combustion chamber can be maintained all the time, so that the working efficiency of the engine 100 can be improved. The second clamping portion 1581 may be provided as a clamping hole, so that a processing step and an assembling step of the second clamping portion may be reduced, and further, an assembling efficiency of the first clamping portion 1591 and the second clamping portion 1581 is improved.

As an implementation, the connection structure 159 is further provided with a mating portion 1592, and the mating portion 1592 extends along the second air inlet tube 158. The connection structure 159 is interference fit with the second air inlet pipe 158 through the fitting portion 1592. By the above arrangement, the connection stability of the connection structure 159 and the second air intake pipe 158 can be further improved, and the sealability of the connection structure 159 and the second air intake pipe 158 can be further improved. In addition, the limit portion 1593 serves to prevent the second air intake pipe 158 from being displaced due to vibration generated when a large amount of air enters the second air intake pipe 158, so that the stability of the second air intake pipe 158 can be improved. As another implementation manner, the connection structure 159 is further provided with a limiting portion 1593, the limiting portion 1593 extends along the second air inlet pipe 158, and when the second air inlet pipe 158 is assembled with the connection structure 159, one end of the second air inlet pipe 158 abuts against the limiting portion 1593. With the above arrangement, when the connection structure 159 and the second air intake duct 158 are required to be assembled, the arrangement position of the second air intake duct 158 can be determined by the position of the limit portion 1593, and the assembly efficiency of the connection structure 159 and the second air intake duct 158 is improved.

As an implementation manner, the connection structure 159 includes a first connection port 1594, the second air inlet tube 158 includes a second connection port 1582, and the second connection port 1582 is sleeved on the first connection port 1594. Through the above arrangement, the tightness of the first connecting port 1594 and the second connecting port 1582 can be improved, and when air enters the joint of the connecting structure 159 and the second air inlet pipe 158, the loss of air is reduced, so as to increase the air quantity entering the air filter 23, and further, the fuel in the combustion chamber can be fully contacted with air for combustion, so that the working efficiency of the engine 100 is improved. It should be noted that, the first connection port 1594 is at least partially disposed in the second intake pipe 158, and the second intake pipe 158 is communicated with the outside through the first intake pipe 157, so that air can be transported to the first connection port 1594 after entering the second intake pipe 158 through the first intake pipe 157, then enter the air cleaner 23 after entering the first intake pipe 157 through the first connection port 1594, and finally a sufficient amount of air can enter the combustion chamber, so as to stabilize the operation of the engine 100.

As shown in fig. 26 and 27, as one implementation, engine 100 includes lubrication system 19. The crank mechanism 12 includes a crankshaft 122. The lubrication system 19 includes a fuel injection structure 194 for delivering fuel to the crankshaft 122, and the crank mechanism 12 further includes a crankshaft thrust slot 129, the crankshaft thrust slot 129 being configured to limit displacement of the crankshaft 122, the fuel injection structure 194 being in communication with the crankshaft thrust slot 129. With the above arrangement, the lubricating oil in the oil injection structure 194 can be transported to the crankshaft 122 through the crankshaft thrust groove 129 to lubricate the crankshaft 122, thereby improving the operational stability of the crankshaft 122. Specifically, engine 100 includes a housing 11, and housing 11 includes a crankcase 114. The oil injection structure 194 includes an oil injection rod 1941 and an oil delivery portion 1942, the oil delivery portion 1942 for delivering lubricating oil to the oil injection rod 1941, the oil injection rod 1941 for spraying the lubricating oil onto the crankshaft 122 to lubricate the crankshaft 122. A fuel injection rod 1941 is connected to the fuel delivery portion 1942. The crankshaft thrust groove 129 communicates with the oil delivery portion 1942, the crankcase 114 is provided with a mounting portion 1146, one end of the injection rod 1941 is disposed in the mounting portion 1146, and the other end of the injection rod 1941 is fixedly connected with the crankcase 114. By the above arrangement, the connection stability of the injection rod 1941 and the crankcase 114 can be improved, and the lubricating oil in the injection rod 1941 can be sprayed to the surface of the crankshaft 122 to lubricate the crankshaft 122, thereby improving the working stability of the crankshaft 122 and further improving the working stability of the engine 100.

As shown in fig. 26 to 28, in particular, the injection rod 1941 surrounds a housing chamber 1941a formed for passing the lubricating oil, the injection rod 1941 further includes an injection portion 1941b, one end of the injection portion 1941b communicates with the outside, and the other end of the injection portion 1941b communicates with the housing chamber 1941 a. With the above arrangement, the lubricating oil in the housing chamber 1941a can be sprayed to the surface of the crankshaft 122 through the oil spraying portion 1941b, thereby lubricating the crankshaft 122, improving the working stability of the crankshaft 122 and further improving the working stability of the engine 100.

In one implementation, the crankshaft 122 includes a connecting rod journal (not shown) disposed at least partially within the crankcase 114, defining a predetermined line 10a, and the injection portion 1941b at least partially coincides with the connecting rod journal when viewed from the predetermined line 10 a. Through the arrangement, the lubricating oil in the accommodating cavity 1941a can be directly sprayed to the connecting rod shaft diameter through the oil spraying part 1941b, so that the lubrication degree of the connecting rod shaft diameter is improved, the working stability of the crankshaft 122 during working is improved, and the working stability of the engine 100 is further improved. More specifically, the number of oil spouts 1941b coincides with the number of connecting rod journals. With the above arrangement, the lubricating oil in the accommodation chamber 1941a can be sprayed to each connecting rod journal through the oil spraying portion 1941b, so that the operation stability of the crankshaft 122 at the time of operation can be further improved, and the operation stability of the engine 100 can be further improved.

In the present embodiment, the diameter of the oil injection portion 1941b may be 0.1mm or more and 2mm or less, specifically, the diameter of the oil injection portion 1941b is 0.2mm or more and 1.8mm or less, and more specifically, the diameter of the oil injection portion 1941b is 0.5mm or more and 1.3mm or less. Through the arrangement, too much lubricating oil sprayed from the oil spraying part 1941b caused by too large diameter of the oil spraying part 1941b can be prevented, so that the waste of the lubricating oil is avoided, too little lubricating oil sprayed to the connecting rod shaft diameter part by the oil spraying part 1941b caused by too small diameter of the oil spraying part 1941b can be prevented, the condition that the connecting rod shaft diameter cannot be fully lubricated is avoided, and therefore the working stability of the connecting rod shaft diameter is improved, and the working stability of the crankshaft 122 is further improved.

As one implementation, the diameter of the oil delivery portion 1942 may be 0.5mm or more and 5mm or less, specifically, the diameter of the oil delivery portion 1942 may be 1mm or more and 4mm or less, and more specifically, the diameter of the oil delivery portion 1942 may be 2mm or more and 3mm or less. Through the arrangement, too little lubricating oil passing through the oil conveying part 1942 can be prevented, and the phenomenon that the lubricating oil cannot be transported from the oil conveying part 1942 to the oil spraying part 1941b is avoided, so that the connecting rod shaft diameter can be lubricated, the working stability of the connecting rod shaft diameter is improved, and the working stability of the crankshaft 122 is further improved.

As one implementation, oil delivery portion 1942 is the same distance from both ends of injection rod 1941, i.e., oil delivery portion 1942 is the same length from both ends of injection rod 1941, so that oil delivery portion 1942 is disposed at an intermediate position of injection rod 1941. By the arrangement, the lubricating oil in the oil delivery portion 1942 can be uniformly conveyed to the two ends of the oil injection rod 1941 from the two ends, so that the lubricating oil in the oil injection rod 1941 is uniformly conveyed to each oil injection portion 1941b, and the lubricating oil in the oil injection rod 1941 is sprayed to each connecting rod journal through the oil injection portion 1941b, so that the working stability of the crankshaft 122 during working can be further improved, and the working stability of the engine 100 is also further improved. The fuel injection structure 194 includes a clamping portion 1943, the clamping portion 1943 extending at least partially along the crankcase 114, the clamping portion 1943 for preventing leakage of lubricant. The crankcase 114 is provided with a mounting portion 1146 on which the fuel injection structure 194 is mounted, and the engagement portion 1943 abuts against the mounting portion 1146. By the above arrangement, the lubricating oil in the oil injection structure 194 can be prevented from leaking out through the abutting portion of the clamping portion 1943 and the mounting portion 1146, so that the sealing property between the crankcase 114 and the oil injection structure 194 is improved. In addition, the clamping portion 1943 is abutted to the mounting portion 1146, and a sealing ring is not required to be additionally arranged, so that the oil spraying structure 194 is simple in structure and cost is reduced. Specifically, the mounting portion 1146 is formed with a connection space 1147a around, and the clamping portion 1943 is at least partially disposed in the connection space 1147 a. The inner wall of the connecting space 1147a is substantially identical to the outer edge of the clamping portion 1943. By the above arrangement, the lubricating oil in the oil injection structure 194 can be further prevented from leaking out through the abutting portion of the clamping portion 1943 and the mounting portion 1146, so that the sealing property between the crankcase 114 and the oil injection structure 194 can be further improved.

It will be understood that modifications and variations will be apparent to those skilled in the art from the foregoing description, and it is intended that all such modifications and variations be included within the scope of the following claims.

Claims

1. An engine, comprising:

a cylinder block;

A cylinder head connected with the cylinder block;

The cylinder head comprises an air inlet channel and an air inlet seat ring, one end of the air inlet seat ring is abutted to one end of the air inlet channel to form an air inlet connecting end, one end, close to the air inlet channel, of the air inlet connecting end is set to be a first connecting end, one end, close to the air inlet seat ring, of the air inlet connecting end is set to be a second connecting end, a longitudinal plane perpendicular to the width direction of the engine is defined, the projection of the first connecting end on the longitudinal plane along the width direction of the engine is set to be a first projection, the projection of the second connecting end on the longitudinal plane along the width direction of the engine is set to be a second projection, a preset tangent line is arranged at the joint of the first connecting end and the second connecting end, the second projection is provided with a preset extending direction, and an included angle between the preset tangent line and the preset extending direction is more than or equal to 0 DEG and less than or equal to 4.9 deg.

2. The engine of claim 1, wherein the engine is configured to control the engine speed,

And an included angle between the preset tangent line and the preset extending direction is more than or equal to 1 degree and less than or equal to 2.1 degrees.

3. The engine of claim 1, wherein the engine is configured to control the engine speed,

The radius of curvature of the first connecting end is substantially equal to the radius of curvature of the second connecting end.

4. The engine of claim 1, wherein the engine is configured to control the engine speed,

The engine further comprises an air inlet mechanism, the air inlet mechanism comprises an air inlet rod, the air inlet rod is at least partially positioned in the air inlet channel, and the axis of the air inlet seat ring and the axis of the air inlet rod are arranged in parallel basically.

5. The engine of claim 4, wherein the engine is configured to control the engine speed,

The cylinder head further comprises an exhaust passage and an exhaust seat ring, one end of the exhaust seat ring is abutted with one end of the exhaust passage to form an exhaust connecting end, one end of the exhaust connecting end, which is close to the exhaust passage, is set to be a third connecting end, one end of the exhaust connecting end, which is close to the exhaust seat ring, is set to be a fourth connecting end, the projection of the third connecting end on the longitudinal plane along the width direction of the engine is set to be a third projection, the projection of the fourth connecting end on the longitudinal plane along the width direction of the engine is set to be a fourth projection, a reference tangent line is arranged at the joint of the third connecting end and the fourth connecting end, the second projection is provided with a reference extending direction, and an included angle between the reference tangent line and the reference extending direction is more than or equal to 0 DEG and less than or equal to 5.2 deg.

6. The engine of claim 5, wherein the engine is configured to control the engine speed,

The radius of curvature of the third link is substantially equal to the radius of curvature of the fourth link.

7. The engine of claim 5, wherein the engine is configured to control the engine speed,

The cylinder block includes a cylinder bore, the engine includes an ignition mechanism extending substantially in an axial direction of the cylinder bore, and the intake passage and the exhaust passage are disposed around the ignition mechanism as viewed in the axial direction of the cylinder bore.

8. The engine of claim 6, wherein the engine is configured to control the engine speed,

The air inlet seat ring is communicated with the cylinder hole, and an included angle between the axis of the cylinder hole and the axis of the air inlet seat ring is more than or equal to 9 degrees and less than or equal to 17 degrees.

9. The engine of claim 8, wherein the engine is configured to control the engine,

The engine comprises a throttle valve assembly, wherein the throttle valve assembly is communicated with the air inlet passage, the throttle valve assembly can inject external gas into the air inlet passage, and the external gas can enter the cylinder hole through the air inlet seat ring.

10. The engine of claim 5, wherein the engine is configured to control the engine speed,

The aperture of the first connecting end is larger than that of the third connecting end, and the aperture of the second connecting end is larger than that of the fourth connecting end.