CN107061004B

CN107061004B - Oil-electricity hybrid multi-energy horizontally-opposed internal air-cooled straight-shaft high-speed engine

Info

Publication number: CN107061004B
Application number: CN201710252036.2A
Authority: CN
Inventors: 张道勤; 张琪玲
Original assignee: Hedong Doctoral Research Institute Of Linyi County
Current assignee: Hedong Doctoral Research Institute Of Linyi County
Priority date: 2017-04-17
Filing date: 2017-04-17
Publication date: 2021-02-09
Anticipated expiration: 2037-04-17
Also published as: CN107061004A

Abstract

The invention provides an oil-electricity hybrid multi-energy horizontally-opposed inner air-cooled straight-shaft high-speed engine; the transmission assembly is arranged in a spindle box, air cylinder assemblies are arranged on two sides of the spindle box, the air cylinder assemblies are horizontally arranged on the spindle box in an opposite mode, the air cylinder assemblies are used as power parts of the transmission assembly and connected with the transmission assembly, and a left spindle and a right spindle are arranged in the middle of the spindle box; the main shaft is connected with the split shaft through the output gear, the split shaft is connected with the clutch through the transmission chain, the rear end of the clutch is provided with the speed change device, and the rear end of the speed change device is connected with the transmission assembly. The timing advance device can simultaneously control gas distribution and oil supply, can automatically adjust the timing advance ignition time according to the rotating speed of the engine, and adopts secondary supercharging oil inlet and secondary exhaust to accelerate the cooling and exhaust speed of the cylinder, so that the engine can adapt to various novel energy sources without any modification.

Description

Oil-electricity hybrid multi-energy horizontally-opposed internal air-cooled straight-shaft high-speed engine

Technical Field

The invention relates to an oil-electricity hybrid multi-energy horizontally-opposed inner air-cooled straight-shaft high-speed engine.

Background

The existing engines all use a crankshaft as an output shaft, a piston is also directly processed on the crankshaft, and the crankshaft journal is often hollow in order to reduce the mass of the crankshaft and the centrifugal force generated during movement. Oil holes are opened on each journal surface to introduce or withdraw oil for lubricating the journal surface. In order to reduce stress concentration, the joints of the main journal, the crank pin and the crank arm are connected by transition arcs, so that the processing procedure of the crankshaft is complicated and cannot be integrally processed, and the strength of the crankshaft is reduced to a certain extent due to the hollow crankshaft; with the existing ignition mechanism of the engine, it is conventionally known that VVT (variable valve timing) changes the phase (crank angle) of opening/closing of an intake valve or an exhaust valve by detecting a camshaft phase condition by measuring a deviation by a sensor. Generally in a variable valve timing apparatus, a camshaft opens/closes an intake valve or an exhaust valve by rotating the camshaft relative to a sprocket or the like to change a phase. The camshaft is rotated by an actuator such as a hydraulic mechanism or an electric motor. A problem with the hydraulic variable valve timing apparatus is that the control accuracy of the variable valve timing deteriorates as the hydraulic pressure drops or the responsiveness of the hydraulic control decreases in cold climates or at the start of operation of the engine. Combustion engines have employed various mechanisms to vary the relative timing between the camshaft and the crankshaft to improve engine performance or reduce emissions. Most of these Variable Camshaft Timing (VCT) mechanisms use one or more "vane phasers" on the engine camshaft (or camshafts in a multiple camshaft engine). Vane phasers have a rotor with one or more vanes mounted to the end of the camshaft surrounded by a housing assembly with vane chambers in which the vanes are mounted. It is possible to mount the vanes to the housing assembly and also to enclose the chambers of the rotor assembly. The outer circumference of the housing forms a sprocket, pulley or gear to receive drive through a chain, belt or gears, usually from the crankshaft, or possibly from another camshaft in a multiple cam engine. In addition to such Camshaft Torque Actuated (CTA) Variable Camshaft Timing (VCT) systems, the primary hydraulic VCT system operates under two principles-Oil Pressure Actuation (OPA) or Torque Assist (TA). In an oil pressure actuated VCT system, an Oil Control Valve (OCV) directs engine oil pressure to one working chamber in the VCT phaser while simultaneously exhausting the opposite working chamber defined by the housing, rotor, and vanes. This creates a pressure differential across one or more vanes to hydraulically urge the VCT phaser in one direction or the other. Turning the valve neutral or to the neutral position applies equal pressure on opposite sides of the vane and holds the phaser in either intermediate position. If the phaser moves in one direction such that valves open or close faster, the phaser is said to be advanced, and if the phaser moves in one direction such that valves will open or close with delay, the phaser is said to be retarded. Torque Assist (TA) systems operate under similar principles except that torque assist systems have one or more check valves to prevent the VCT phaser from moving in a commanded reverse direction, which causes a reaction force (e.g., torque). A problem with the OPA or TA system is that the oil control valve defaults to a position that drains all oil from the advance or retard operation and fills the opposite chamber. In this mode, the phaser defaults to moving in one direction to an extreme stop with the lock pin engaged. The OPA or TA system cannot direct the VCT phaser to any other position during the engine start cycle when the engine is not developing any oil pressure. This limits the phaser to being able to move in only one direction in the default mode. In the past, this was acceptable because the VCT phaser would be commanded to lock at one of the extreme travel limits (either fully advanced or fully retarded) at engine stop and during engine start. However, recent calibration work has demonstrated considerable benefit in starting the engine with the VCT system in some intermediate position rather than in an extreme stop.

Most of the existing automobile engines are cooled by water. An engine that uses water as a cooling medium is called a water-cooled engine. The coolant, i.e., water, is delivered by a water pump and flows through the engine and a water radiator. When the automobile runs, the water flowing through the radiator is forcibly cooled by using the windward airflow or a fan, air is used as a cooling medium in air cooling, and the air flowing at high speed directly takes away the heat of high-temperature parts so as to reduce the temperature of the engine. The air cooling includes natural air cooling and forced air cooling. The natural air cooling is to cool the parts such as cylinder cover and cylinder directly by the air flow coming from the machine. In order to improve the heat dissipation efficiency, the air-cooled engine adopts and increases the exterior heat dissipation area of the engine, namely cast the air-cooling fin on the exterior of cylinder cap, cylinder liner, air cylinder, etc., the advantage of the water-cooled engine is that cooling effect is good, cool even, reliable operation, free from environmental impact, noise low, the disadvantage is that the structure is complicated, the cost is higher, the failure rate is high and the maintenance is complicated; many high-energy ceramic materials are available, the heat dissipation speed of the high-energy ceramic materials is high, and the high-energy ceramic materials are better in wear resistance compared with metal, but the high-energy ceramic materials cannot accept a water cooling mode, and the water cooling easily causes ceramic cracking. The air-cooled engine is characterized by simple structure and light weight. The air-cooled engine has the advantages of convenient maintenance and use, strong adaptability to climate change, quick start and no need of a radiator, for example, in a vertical OHV type air-cooled engine with the publication number of CN103133074A, a cylinder is blown and cooled by a cooling fan, meanwhile, cold air is sucked into the cylinder from a suction valve and an exhaust valve arranged on a cylinder cover to cool the inside of the cylinder, the volume of the engine is increased by adding the fan, the blowing airflow of the fan in the engine is not uniform, and the uniform heat radiation of the cylinder cannot be realized. The existing air cylinder distribution and ignition systems are respectively controlled by two systems, the two independent systems not only increase the complexity of the engine structure, but also lead the problems of delay and advance to be avoided in the matching process.

The output speed is adjusted by adjusting the size of the belt pulley, the purpose of stepless speed change is achieved, the automobile cannot be jammed in the speed change process, the speed change is stable, the motor is directly connected with the driving wheel shaft, and the automobile can realize oil-electricity hybrid motion through the driving of the motor.

At present, both centrifugal clutches and conventional friction disc electromagnetic clutches are large in diameter for the same torque transfer. For a centrifugal clutch, the influence factors of the transmission torque are the weight of a centrifugal plate, the center of mass radius of the centrifugal plate and the rotating speed of the centrifugal plate, manufacturers increase the mass of the centrifugal plate or increase the center of mass radius of the centrifugal plate in order to ensure the transmission capacity of the clutch at low rotating speed, and in order to ensure that the centrifugal clutch can be separated at high speed, a clutch coil is usually designed to be larger, and the factors result in the large diameter size of the centrifugal clutch. In the conventional friction disc type electromagnetic clutch, friction discs are attracted to a transmission disc by electromagnetic force to be pressed tightly so as to generate friction force to transmit power, the friction coefficient between the friction discs and the transmission disc is generally 0.18-0.22, therefore, the magnitude of pressing force is generally more than 5 times of the friction force generated by the pressing force, and correspondingly, a coil with larger volume is required for an electromagnetic coil to generate the pressing force to drive the friction discs to act. In addition, friction disc clutches have a life related to the area of the friction discs, with larger areas having longer lives, and manufacturers have increased the diameter of the friction discs in order to ensure sufficient clutch life. Both of these factors result in a large friction disc clutch volume. In some occasions, the space between the gear trains is small, or the installation space is small, when the clutch is used, the diameter of the clutch is required to be small, and the size is compact. The traditional friction disc type electromagnetic clutch has the defects that the friction disc is seriously abraded due to large pressing force born by the friction disc, and the service life of the friction disc is short. The current needed to be introduced into the electromagnetic coil is large, so that the electric energy consumption of the electromagnetic coil is large.

Disclosure of Invention

In order to solve the technical problems, the invention provides an oil-electricity hybrid multi-energy horizontally-opposed inner air-cooling straight-shaft high-speed engine which is realized by the following technical scheme.

The invention provides an oil-electricity hybrid multi-energy horizontally-opposed inner air-cooled straight-shaft high-speed engine; the air cylinder assembly is arranged on the spindle box in a horizontally opposite mode, is used as a power part of the transmission assembly and is connected with the transmission assembly, and the middle part of the spindle box is provided with a left spindle and a right spindle; the main shaft is connected with the split shaft through the output gear, the split shaft is connected with the clutch through the transmission chain, the rear end of the clutch is provided with the speed change device, and the rear end of the speed change device is connected with the transmission assembly.

The middle part is provided with a plurality of supporting seats and work grooves in turn in the headstock, and the supporting seat both ends all are provided with the bearing groove, the both ends of headstock are provided with flywheel slot and tooth's socket in right time respectively.

The transmission assembly comprises an output shaft main shaft, the power of the main shaft is derived from a driving gear meshed with the main shaft through a main shaft transmission gear, the driving gear is driven by a piston in the air cylinder assembly, two ends of the main shaft are respectively provided with a flywheel and a timing transmission gear in a flywheel groove and a timing tooth groove, the timing transmission gear is meshed with a timing gear, the timing gear is supported and installed on a supporting seat through a supporting bearing, and the output end of the main shaft is arranged at the rear end of the flywheel.

The timing gear transmission shaft is a spline shaft, the tail end of one end of the timing gear transmission shaft is provided with a spiral spline, and the timing gear is arranged on the spiral spline.

The main shaft is meshed with the driving gears through the main shaft transmission gears, and the number of the main shaft transmission gears is the same as that of the driving gears and is even.

The driving gears are supported between two adjacent supporting seats through rotating shafts, and the two adjacent driving gears are hinged to pistons through connecting rod shafts.

The driving gears are connected through a connecting rod shaft to form a group, the outer ends of the two driving gears in each group are fixedly connected with balance weights, the balance weights take the circle center of the driving gears as the center, the weight is gradually decreased, and the balance weights are arranged at the opposite ends of the connecting rod shaft.

A sliding groove is formed in the timing gear, the sliding groove inclines towards the outer end of the shaft, a sliding part is installed in the sliding groove, a return spring is installed at the outer end of the timing gear and is installed on a transmission shaft of the timing gear, and the other end of the return spring is in contact with the inner end face of the box cover.

The output end of the main shaft extends out of the main shaft box and is directly transmitted to the gearbox.

The air cylinder assembly comprises a piston hinged with the connecting rod shaft, the piston is installed in the air cylinder, an oil pump is installed at the upper end of the air cylinder, the oil pump is meshed with an oil pump transmission gear through an oil pump driving gear and driven, the air cylinder assembly further comprises an air distribution assembly, the air distribution assembly is driven through a transmission component in the air distribution assembly, and the transmission component is meshed through a transmission bevel gear on a driven gear and a timing gear transmission shaft.

Comprises a transmission assembly arranged in a crankcase; the cylinder of being connected with the bent axle, the one end rigid coupling of cylinder has the support component support frame that the control cylinder admitted air and valve subassembly, cylinder and support frame are all installed in the cooling chamber, still install on the cooling chamber with cylinder internal connection and support frame upper end distribution pipeline, still install the secondary pressure boost subassembly of advancing oil pipe connection on with the cylinder on the cylinder.

The transmission assembly comprises a main shaft transmission gear installed on a crankshaft, the main shaft transmission gear drives a timing gear through a middle transmission gear, the timing gear is installed on a timing gear transmission shaft, a valve transmission gear, an oil pump transmission gear and a supporting bearing are sequentially installed in the middle of the timing gear transmission shaft, the valve transmission gear is meshed with a valve driven gear installed at one end of the valve transmission shaft, the oil pump transmission gear is meshed with an oil pump driving gear on the secondary supercharging assembly, and the supporting bearing serves as a supporting part of the timing gear transmission shaft.

A sliding groove is formed in the timing gear, the sliding groove inclines towards the outer end of the shaft, a sliding piece is installed in the sliding groove, a rotary spring is installed at the outer end of the timing gear and is installed on a transmission shaft of the timing gear, and the other end of the rotary spring is in contact with the inner end face of the crankcase.

The transmission gear of the oil pump is a double-row gear.

The support frame includes the base of rigid coupling on the cylinder, and the perpendicular rigid coupling in upper and lower two parts of base has last extension board and lower extension board, and the spark plug is installed perpendicularly in the middle part of base, is provided with a plurality of gas pockets on the base on a parallel with the circumferencial direction of spark plug, and gas pocket horizontal direction outside rigid coupling has the turbine seat, the spark plug top is installed into oil pipe perpendicularly on the base, go up the extension board both sides and be provided with the drive shaft mounting hole, go up the extension board and correspond to open on the extension board down and have two sets of rocking arm axle support holes, go up and be provided with spark plug switch leg joint between extension board and the lower extension board, be provided with the mounting hole on the spark plug switch leg.

Spark plug switch includes the sliding sleeve, and the sliding sleeve is installed in the mounting hole through the screw thread of its outer end, installs in the sliding sleeve and dabs the switch, the lower extreme that dabs the switch articulates on the rocking arm through articulated seat, still install gliding ball on the terminal surface in the sliding sleeve.

The valve assembly comprises a valve transmission intermediate shaft installed in a driving shaft installation hole, an intermediate shaft transmission gear meshed with a transmission shaft gear installed on the valve transmission intermediate shaft is installed on the valve transmission intermediate shaft, two valve driving gears are further installed on the valve transmission intermediate shaft, the valve driving gears are arranged at two ends of the intermediate shaft transmission gear and are transmitted to a rocker arm shaft through bevel gears, the rocker arm shaft is installed in the rocker arm shaft installation hole, rocker arms are installed at two ends of the rocker arm shaft, and a valve lift adjusting assembly are installed at two ends of each rocker arm respectively.

The valve lift adjusting assembly comprises a stroke controller hinged to a rocker arm and an adjusting rod meshed with the stroke controller, the upper end of the stroke controller is hinged to the rocker arm through a pull rod, a spring is installed at the lower end of the pull rod, a threaded rod is installed inside the lower end of the spring, a rotating sleeve is installed at the lower end of a connecting sleeve and meshed with the adjusting rod, a positioning head is arranged at the lower end of the threaded rod, and the spring is arranged between the pull rod and the threaded rod.

The secondary pressure boost subassembly includes the booster pump, and oil pump drive gear interlock are installed to the one end of booster pump, and it has the connecting rod to articulate on the outer terminal surface of oil pump drive gear, and the piston of secondary pressure boost subassembly is connected to the connecting rod lower extreme, fuel sprayer and oil spout pipe are installed to the other end of booster pump, all install the check valve on fuel sprayer and the oil spout pipe.

The distribution pipeline comprises a main air inlet pipeline and a main exhaust pipeline, branch pipes, air inlet branch pipes and air conditioning air inlet pipe connections are arranged on the distribution pipeline respectively, the main exhaust pipeline comprises a cooling exhaust connecting pipe for connecting each cooling exhaust pipe orifice and an exhaust gas pipe which is separately connected with an exhaust gas outlet, a three-way catalyst is connected into the exhaust gas pipe after being integrated, the three-way catalyst and the cooling exhaust connecting pipe are connected into an exhaust main pipe together, an air extractor is arranged in the exhaust main pipe, and a purifier is arranged at the tail end of the exhaust main pipe.

The transmission mechanism comprises a speed change mechanism connected with an engine; the transmission mechanism is connected with the executing mechanism, the transmission mechanism is meshed with the speed change mechanism through a gear, a belt pulley with the size of a pulley groove adjustable is mounted on a driving pulley shaft and a belt pulley shaft which are contained in the speed change mechanism, and a generator and a motor are sequentially mounted at the output end of the driving pulley.

The speed change mechanism comprises a driving wheel shaft and a belt wheel shaft, the driving wheel shaft is connected with the engine, the belt wheel shaft is connected with the transmission mechanism, a driving wheel is mounted on the driving wheel shaft, a driven wheel is mounted on the belt wheel shaft, and the driving wheel is connected with the driven wheel through a belt.

The driving wheel comprises a plurality of wheel hubs, each wheel hub is of an independent structure, a plurality of speed regulation grooves are formed in the wheel hubs, the speed regulation grooves are evenly formed in the circumferential direction of the wheel hubs, the upper ends of the speed regulation grooves incline towards the direction of a belt, sliding blocks are installed in the speed regulation grooves, extrusion springs are further installed at the two ends of the driving wheel, and the extrusion springs are installed on the shaft of the driving wheel and contact with a check ring arranged on the shaft of the driving wheel at the tail ends of the extrusion springs.

The driven wheel comprises wheel hubs B of which the number is the same as that of the wheel hubs, extrusion springs are mounted at two ends of the side face of the driven wheel, and the tail ends of the extrusion springs are in contact with check rings arranged on the belt pulley shaft.

The transmission mechanism comprises a main transmission shaft, an output shaft and an intermediate shaft, a transmission shaft driving gear, an advancing transmission gear and a reverse transmission gear are mounted on the main transmission shaft, an advancing gear and a reverse gear are mounted on the output shaft, an intermediate gear is mounted on the intermediate shaft, the transmission shaft driving gear is meshed with a belt shaft transmission gear mounted on a belt shaft, the advancing transmission gear is meshed with the advancing gear, the reverse transmission gear is meshed with the intermediate gear, and the other end of the intermediate gear is meshed with the reverse gear.

Still install the intermediate gear circle on the final drive shaft, install the sliding sleeve with it complex on the intermediate gear circle, the equal rigid coupling in adjacent side of advancing drive gear and reverse gear drive gear has the boss of shifting, the specification of the boss of shifting is the same with the intermediate gear circle.

Ball bearings are arranged between the forward transmission gear and the reverse transmission gear and between the main transmission shaft and the main transmission shaft.

The clutch comprises a clutch assembly, a separation cover, a cover seat and a shifting fork; the separation cover is installed on the separation and reunion assembly, and the separation and reunion assembly is installed in the lid seat, still install the actuating mechanism shift fork of separation and reunion assembly on the lid seat, the separation and reunion assembly include with the inboard brake block of contact of separation cover.

The clutch assembly comprises a rotary table, a hollow cylinder is arranged at the center of one end of the rotary table, a coupling rod is arranged at the center of the other end of the rotary table, and an outer check ring is arranged at the outer end of the coupling rod.

The brake block is installed through articulated seat in the outside one side of installation hollow cylinder to the carousel, and handle and articulated seat are installed respectively to the both ends of brake block for circular-arc and its circular arc, and there is the pedestal to install on the carousel the circular arc midpoint inboard of brake block, installs rotary spring on the side that the brake block was kept away from to the pedestal, and rotary spring rigid coupling is on the rocking arm, and turning point department rigid coupling of rocking arm is on the declutch shift shaft, and the pull rod is installed perpendicularly to the other end of rocking arm and sets up in the draw-in groove on the handle.

The shifting fork is connected with the shifting fork and the cam respectively including installing the pivot in the separation lid at the both ends of pivot, the cam setting is at the linear bearing lower extreme of installing on outer retaining ring, still is provided with crank arm platform circle on the linear bearing, and it has the crank arm to articulate perpendicularly on the upper end face of crank arm platform circle, and the crank arm is circular-arc and its other end is installed with the helical gear through the axle and is connected with the one end of shifting fork axle through the helical gear.

The outer retainer ring is also provided with a main bearing at the lower end of the linear bearing, and the tail end of the outer retainer ring is provided with an oil seal.

The support is installed through the bearing in the end of shaft coupling pole, and the both ends fixed mounting of support is on the lid seat.

And heat dissipation holes are formed in the end face of the separation cover.

The brake block, the rocker arm, the shifting fork shaft and the crank arm are the same in number and are multiple.

The pedestal upper end still installs the lid dish through the bolt.

The invention has the beneficial effects that: the crankshaft is replaced by the straight shaft, the power generated by the cylinder is transmitted to the straight shaft through the gear to be output, so that the main shaft is prevented from being vibrated due to the thrust of the piston, and the main shaft and the piston are connected through the gear, so that the main shaft can adjust the rotating speed output by the main shaft by adjusting the transmission ratio among the gears, and the main shaft can realize high-speed output; the main shaft is not interfered by the thrust of the piston and rotates more smoothly, so that the noise of an engine is greatly reduced, the abrasion of the main shaft is relatively reduced, the operation of the engine is better and more reliable, and the service life is prolonged; the timing gear can slide on the supporting shaft through centrifugal force in the operation process, so that the timing gear can drive the air inlet and the oil inlet of the cylinder in advance in the operation process of the engine, the engine cylinder can output power through ignition in advance, air distribution and oil supply can be controlled simultaneously in advance, and the time of ignition in advance can be automatically adjusted according to the rotating speed of the engine.

The air distribution mechanism is supplied by the pressurizing equipment at the outer end, so that the volume of the engine is reduced, the problem of local air retention is avoided when cooling air is pumped out by the air pumping equipment, and the cooling of the air cylinder is uniform and stable; the influence on the engine caused by the abrasion of the cylinder and the piston is avoided, the cylinder of the engine and the distribution, oil supply and ignition components of the cylinder are integrated into a whole, so that the engine cannot be used due to the problem of the single cylinder, more preferably, the cylinder and the bracket are integrated, the cylinder is convenient to mount and dismount, the use of connecting pieces such as bolts is reduced, and the operation of the cylinder is better and more reliable; the gas distribution, oil supply and ignition components of the engine cylinder are driven and controlled by the timing gear driving transmission shaft, so that the operation process of the cylinder is orderly and reasonable, the matching among all the components cannot be disconnected, and the reliability of the engine is improved; the oil inlet of the cylinder is mixed with air through the oil injection of the oil injection nozzle and then enters the booster pump for secondary pressurization, so that the oil gas in the cylinder can be mixed with the air in advance, and the piston power is increased due to higher density; the air inlet pipeline of the cylinder is separated from the oil way and enters the cylinder, so that oil vapor is prevented from being generated in the cylinder. The invention also realizes the function of advancing the timing ignition by the sliding of the timing teeth on the spiral spline.

The shifting fork rotates the cam to shift the branch line bearing to separate the friction plate from the separating cover, the power required by the clutch is reduced by the labor saving of the cam, and the reduction of the length of the clutch component is the reduction of the volume of the clutch.

The engine adopts the mode of mixing and pressurizing firstly and directly injecting into the cylinder, and the mixed gas is injected when the piston reaches the bottom dead center to form secondary pressurizing gasification into the cylinder, so the combustion is more sufficient, the power is stronger, the waste gas content is less, and the engine is more environment-friendly.

The engine adopts secondary supercharging oil inlet and secondary exhaust to accelerate the cooling and exhaust speed of the cylinder, so that the engine can adapt to various novel energy sources.

Drawings

FIG. 1 is a schematic structural view of the present invention;

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

FIG. 3 is a schematic view of the construction of the transmission component of the present invention;

FIG. 4 is a view showing the construction of the oil pump drive of the present invention;

FIG. 5 is a block diagram of the gas distribution of the present invention;

FIG. 6 is a sectional view taken along line A-A of the present invention;

FIG. 7 is a schematic view of the cylinder configuration of the present invention;

FIG. 8 is a schematic illustration of the valve assembly of the present invention;

FIG. 9 is a schematic view of the intake and exhaust cams of the present invention;

FIG. 10 is a schematic view of a valve lift adjuster configuration of the present invention;

FIG. 11 is a schematic view of a drive shaft configuration of the present invention;

FIG. 12 is a schematic illustration of the timing tooth configuration of the present invention;

FIG. 13 is a schematic view of the booster pump of the present invention;

FIG. 14 is a cross-sectional view of a booster pump of the present invention;

FIG. 15 is a schematic view of the exhaust duct configuration of the present invention;

FIG. 16 is a cross-sectional view of a spark plug switch of the present invention;

FIG. 17 is a schematic structural view of the present invention;

FIG. 18 is a schematic structural view of the main drive shaft of the present invention;

FIG. 19 is a top view of a partial structure of the present invention;

FIG. 20 is a cross-sectional view of the drive wheel of the present invention;

FIG. 21 is a cross-sectional view of the driven wheel of the present invention;

FIG. 22 is a schematic structural view of the present invention;

FIG. 23 is a schematic structural view of the present invention;

FIG. 24 is a schematic structural view of the present invention;

FIG. 25 is a schematic structural view of the present invention;

FIG. 26 is a schematic structural view of the present invention;

FIG. 27 is a schematic view of the turntable configuration of the present invention;

in the figure: 1-transmission component, 11-timing gear transmission shaft, 111-rotary spring, 12-timing gear, 121-sliding chute, 122-sliding part, 13-main shaft transmission gear, 14-oil pump transmission gear, 15-valve transmission shaft, 151-transmission shaft gear, 16-intermediate transmission gear, 17-valve driven gear, 18-valve transmission gear, 19-support bearing, 2-cylinder component, 21-piston, 21-radiating fin, 22-cylinder, 221-spark plug, 23-transmission component, 24-oil inlet pipe, 25-air distribution component, 3-support frame, 31-base, 311-transmission shaft support hole A, 312-turbine seat, 313-air hole, 3121-worm mounting hole, 32-upper support plate, 321-a driving shaft mounting hole, 322-a driving shaft supporting hole B, 323-a rocker shaft supporting hole, 33-a lower supporting plate, 34-a spark plug switch bracket, 341-a mounting hole, 4-a gas distribution pipeline, 41-an air inlet branch pipe, 42-a natural air inlet branch pipe, 43-a total exhaust pipeline, 44-a cooling exhaust pipe orifice, 441-a cooling exhaust connecting pipe, 45-a three-way catalyst, 46-a total air inlet pipeline, 47-a cooling air inlet pipe, 48-an exhaust outlet, 481-an exhaust pipe, 49-an exhaust manifold, 491-a purifier, a 5-secondary supercharging component, 51-a booster pump, 511-a pump body, 512-a connecting rod, 513-an oil pump driving gear, 52-an oil nozzle, 53-an oil injection pipe, 54-a one-way valve and 6-valve component, 61-valve drive intermediate shaft, 611-valve drive gear, 612-intermediate shaft drive gear, 62-rocker shaft, 621-cam, 63-valve, 631-valve push rod, 632-valve seat ring, 64-valve lift adjusting component, 641-stroke controller, 6411-pull rod, 6412-spring, 6813-connecting sleeve, 6814-rotating sleeve, 6815-threaded rod, 68151-positioning head, 7-spindle box, 71-supporting seat, 711-bearing groove, 72-working groove, 721-cylinder interface, 73-flywheel groove, 731-flywheel, 74-timing tooth groove, 77-driven gear, 78-box cover, 81-spindle, 812-spindle support bearing, 813-timing drive gear, 814-intermediate gear, 815-an output shaft, 816-an output gear, 817-an output gear, 818-a transmission chain, 819-a split shaft, 82-a cylinder transmission shaft, 824-a snap ring groove, 825-a support bearing, 83-a driving gear, 831-a counterweight, 84-a connecting rod shaft, 851-a clutch assembly, 8511-a rotating disc, 85111 an outer retainer ring, 85112 a connecting rod, 85113-a cylinder, 8512-a brake pad, 85121-a handle, 85122-a hinged seat, 8513-a declutch shift shaft, 8514-a pedestal, 8515-a rocker arm, 8516-a rocker seat, 8517-a pull rod, 8518-a rotary spring, 8519-a helical gear, 852-a separating cover, 8521-a heat dissipation hole, 8522-a connecting shaft hole, 853-a cover seat, 854-a fork mechanism, 8541-a fork, 8542-a rotating shaft and 8543-a crank arm, 8544-Linear shaft

Bearing, 8545-crank race, 8546-cam, 855-main bearing, 856-bracket, 857-bearing, 858-bearing set, 859-cover disk, 9-gear, 91-main drive shaft, 911-drive shaft drive gear, 912-forward drive gear, 913-reverse drive gear, 914-sliding sleeve, 915-intermediate gear race, 916-shift boss, 917-ball bearing, 92-output shaft, 921-forward gear, 922-reverse gear, 93-support bearing, 94-intermediate shaft, 941-intermediate gear, 95-belt shaft drive gear, 10-speed change mechanism, 101-drive wheel, slide block-timing groove, 1013-1012-extrusion spring, 1015-retainer ring, 1016-hub, 102-driven wheel, 1021-return spring B, 1022-hub B, 103-belt, 104-belt wheel shaft, 105-driving wheel shaft, 106-generator and 107-motor.

Detailed Description

The technical solution of the present invention is further described below, but the scope of the claimed invention is not limited to the described.

An oil-electricity hybrid multi-energy horizontally-opposed internal air-cooled straight-shaft high-speed engine comprises a transmission assembly 1, wherein the transmission assembly 1 is arranged in a main shaft box 7; the cylinder components 2 are installed on two sides of the spindle box 7, the cylinder components 2 are horizontally installed on the spindle box 7 in an opposite mode, and the cylinder components 2 are connected with the transmission component 1 as power parts of the transmission component 1. A group of transmission assemblies 1 are arranged in each working groove 72 of the main spindle box, the transmission assemblies 1 are driven by the cylinder assemblies 2, and the straight shaft replaces the driving to output power, so that the power output of the engine is smooth.

A plurality of supporting seats 71 and working grooves 72 are alternately arranged in the middle of the spindle box 7, the supporting seats 71 are used for supporting a spindle 81, a timing gear transmission shaft 11 and a driving gear 83, and the working grooves 72 are used as working running spaces of the spindle 81, the timing gear transmission shaft 11 and the driving gear 83; bearing grooves 711 are formed in two ends of the supporting seat 71, the bearing grooves 711 are used for installing and positioning bearings, the bearings are conveniently fixed on the supporting seat 71, flywheel grooves 73 and timing tooth grooves 74 are formed in two ends of the spindle box 7 respectively, and working spaces are provided for the flywheel 731 and the return spring 12 through the flywheel grooves 73 and the timing tooth grooves 74 respectively.

The transmission assembly 1 comprises an output shaft spindle 81, the power of the spindle 81 is from a driving gear 83 meshed with the spindle through a spindle transmission gear 13, the driving gear 83 is driven by a piston 21 in a cylinder assembly 2, the driving gear 83 is equivalent to a traditional crankshaft, the driving gear is driven by the piston 21 to rotate to transmit the power to the spindle 81 to output the power, the driving gear 83 is meshed with the spindle 81 through a gear, the spindle can be prevented from being vibrated caused by the thrust of the piston 21, the power transmission mode of the gear meshing enables the spindle to adjust the power output of the spindle through the transmission ratio number seen by the gear, the engine can obtain higher rotating speed through the large transmission ratio of the spindle transmission gear 43 and the spindle transmission gear 13, the spindle 81 does not have the interference of the piston thrust and rotates more smoothly, the noise of the engine is greatly reduced, the wear of the spindle is relatively reduced, the engine can run more reliably and the service life is prolonged.

Furthermore, the two ends of the main shaft 81 are respectively provided with a flywheel 731 and a timing transmission gear 813 in the flywheel slot 73 and the timing tooth slot 74, the main shaft is balanced by the flywheel again, the flywheel is an inertia disc with larger mass, the flywheel stores energy and supplies the requirement of non-work stroke to drive the whole crank connecting rod structure to cross an upper dead point and a lower dead point, the uniformity of the inertia rotation of the crankshaft of the engine and the uniformity of output torque are ensured, and the compression resistance in the cylinder during starting and the continuous operation of the engine during short-term overload are overcome by means of the self-rotating inertia force. The flywheel of the multi-cylinder engine and the crankshaft are in dynamic balance, so that the vibration of the engine caused by the centrifugal force generated by unbalanced mass when the main shaft rotates is reduced, and the abrasion of the main bearing is reduced. The timing transmission gear 813 is meshed with a return spring 12, the return spring 12 is supported and installed on the supporting seat 71 through a supporting bearing 19, the output end of the main shaft 81 is arranged at the rear end of the flywheel 731, the main shaft 81 is the most stable output point after the rear end of the flywheel passes through the balance of the flywheel, and the power output from the engine to the gearbox is the most stable.

Timing gear transmission shaft 11 is the integral key shaft, makes timing gear transmission shaft 11 better stable at installation gear and messenger operation in-process, and 11 one end of timing gear transmission shaft is terminal to be set up to helical spline, and return spring 12 installs on helical spline, and return spring 12 clearance fit installs on helical spline, and when the engine operation, return spring 12 can slide along helical spline, makes return spring 12 can drive the cylinder in advance and admit air and the oil feed at engine operation in-process, makes the engine cylinder can ignite output power in advance.

Furthermore, in order to enable the return spring 12 to slide along the helical spline direction, a sliding groove 121 is arranged in the return spring 12, the sliding groove 121 inclines towards the outer end of the shaft, a sliding part 122 is arranged in the sliding groove 121, the sliding part 122 is a cylindrical or spherical part which is large in mass and smooth in surface, the sliding part 122 rotates along with the rotation of the return spring 12 when the return spring 12 rotates, and slides along the inclination direction of the sliding groove 121 to provide the return spring 12 with a thrust towards the outer end of the shaft under the action of a centrifugal force, so that the timing gear can slide along the helical spline direction, the return spring 12 rotates a little angle relative to the original assembly position, the displacement of the return spring sliding on the spline can be automatically adjusted by the operating speed of the engine, the return spring 12 rotates a larger angle, the thrust towards the outer end of the shaft and the force balance between the return spring 111 are provided for the return spring 12 by sliding along the inclination direction of the sliding groove 121, the other end of the return spring 111 contacts the inner end surface of the cover 78, and the return spring returns the timing teeth after the return spring 12 finishes operating.

The main shaft 81 is meshed with the driving gear 83 through the main shaft transmission gear 13, the number of the main shaft transmission gears 13 and the number of the driving gears 83 are the same and even, the two main shaft transmission gears 13 are always connected with the piston 21 to drive the main shaft to rotate, and the main shaft gear 43 and the number of the main shaft transmission gears are always used for balancing and supporting the main shaft transmission gears 13, so that the power transmitted from the main shaft transmission gears 13 to the main shaft 21 is balanced, and the rotation interference of the main shaft 21 caused by the non-vertical and unbalanced force of the connecting rod to the main.

The driving gear 83 is supported between two adjacent supporting seats 71 through a rotating shaft, the piston 21 is hinged between two adjacent driving gears 83 through a connecting rod shaft 84, and the connecting rod shaft 84 combines two fixed gears 43 together to support the driving gears 83 to rotate under the pushing of the piston.

The driving gears 83 are connected by a connecting rod shaft 84 to form a group, the outer ends of the two driving gears 83 in each group are fixedly connected with a counterweight 831, the weight of the counterweight 831 gradually decreases by taking the circle center of the driving gears 83 as the center, and the counterweight 831 is installed at the opposite end of the connecting rod shaft 84. The counterweight 831 can provide inertial force for the piston to rotate when the piston moves to point upwards and can reduce the vibration generated when the piston pushes the driving gear 83 when the piston moves to the bottom dead center in the operation process of the driving gear 83.

As shown in fig. 1, the output end of the main shaft 81 extends out of the main shaft box 7 and is directly transmitted to the gearbox, so that the main shaft output has a higher rotating speed;

preferably, as shown in fig. 5, the output end of the main shaft 81 is arranged in the main shaft box 7, the transmission gear 816 is mounted on the main shaft 21, the output gear 816 is meshed with the intermediate gear 814 and then outputs power through the output shaft 815, and the output speed can be adjusted by adjusting the transmission ratio between the output gear 816 and the intermediate gear 814 to realize output acceleration or deceleration.

The air cylinder assembly 2 comprises a piston 21 hinged with a connecting rod shaft 84, the piston 21 is installed in an air cylinder 22, an oil pump 51 is installed at the upper end of the air cylinder 22, the oil pump 51 is meshed with an oil pump transmission gear 14 through an oil pump driving gear 513 for driving, the air cylinder assembly 2 further comprises an air distribution assembly 25, the air distribution assembly 25 is driven through a transmission part 23 in the air distribution assembly 25, the transmission part 23 is meshed with a transmission bevel gear 18 on a timing gear transmission shaft 11 through a driven gear 77, the air distribution and oil inlet assembly is driven through a return spring 12, air distribution and oil inlet of an engine can be accurately matched with the operation of the piston, and the main shaft can run more.

The valve actuating mechanism comprises a transmission assembly 1 arranged in a crankcase; the cylinder 22 of being connected with the bent axle, the one end rigid coupling of cylinder 22 has the support component support frame 3 that control cylinder 22 intake and valve assembly 6, cylinder 22 and support frame 3 are all installed in cooling chamber 7, still install on the cooling chamber 7 with cylinder 22 internal connection and support frame 3 upper end distribution pipeline 4, still install the secondary pressure boost subassembly 5 of being connected with the oil pipe 24 that advances on the cylinder 22. The invention provides combustion gas and cold air for the cylinder through the air distribution pipeline simultaneously, so that the inner wall of the cylinder and the piston can use high-energy ceramics as materials, the influence on the engine caused by the abrasion of the cylinder and the piston is avoided, the cylinder of the engine and the air distribution, oil supply and ignition components of the cylinder are integrated into a cylinder, the engine cannot be used due to the problem of the single cylinder, more preferably, the cylinder and the bracket are integrated, the installation and the disassembly of the cylinder are convenient, the use of connecting pieces such as bolts is reduced, and the operation of the cylinder is better and more reliable; the gas distribution, oil supply and ignition components of the engine cylinder are driven and controlled by the timing gear driving transmission shaft, so that the operation process of the cylinder is orderly and reasonable, the matching among all the components cannot be disconnected, and the reliability of the engine is improved; the oil inlet of the cylinder is mixed with air through the oil injection of the oil injection nozzle and then enters the booster pump for secondary pressurization, so that the oil gas in the cylinder can be mixed with the air in advance, and the piston power is increased due to higher density; the air inlet pipeline of the cylinder and the oil way are separated to enter the cylinder, so that oil vapor generated in the cylinder is avoided.

The transmission assembly 1 comprises a main shaft transmission gear 13 arranged on a crankshaft, the main shaft transmission gear 13 drives a timing gear 12 through an intermediate transmission gear 16, the crankshaft transmits power to the timing gear 12 under the pushing of a piston, the timing gear 12 is arranged on a timing gear transmission shaft 11, a valve transmission gear 18, an oil pump transmission gear 14 and a support bearing 19 are sequentially arranged in the middle of the timing gear transmission shaft 11, the timing gear 12 synchronously drives an oil pump, a valve and an ignition device through the timing gear transmission shaft 11, so that the working steps among the components of the cylinder system are unified, the matching is reliable, and the fault rate of the cylinder is reduced, the valve driving gear 18 is engaged with a valve driven gear 17 installed at one end of the valve driving shaft 15, the oil pump transmission gear 14 is meshed with an oil pump driving gear 513 on the secondary supercharging assembly 5, and the supporting bearing 19 is used as a supporting component of the timing gear transmission shaft 11.

Furthermore, the timing gear transmission shaft 11 is set as a spline shaft, one end of the timing gear transmission shaft 11 is set as a helical spline, in order to enable the timing gear 12 to slide along the direction of the helical spline, a chute 121 is arranged in the timing gear 12, the chute 121 inclines towards the outer end of the shaft, a slider 4212 is arranged in the chute 4211, the slider 122 is a cylindrical or spherical component with large mass and smooth surface, the slider 122 rotates along with the rotation of the timing gear 12 when the timing gear 12 rotates, and slides along the inclination direction of the chute 122 under the action of centrifugal force to provide thrust towards the outer end of the shaft for the timing gear 12, so that the timing gear can slide along the direction of the helical spline, the timing gear 12 rotates a little angle relative to the original assembly position, the running speed of the engine can be increased, the displacement of the timing gear sliding on the spline can be automatically adjusted, the timing gear 12 rotates a larger angle, and slides along the inclination direction of the chute 4211 under the action of centrifugal force The force balance between the force and the rotary spring 111 controls and adjusts the timing of the pre-ignition, the other end of the rotary spring 111 contacts with the inner end face of the case cover 3, and the return spring returns the timing gear after the timing gear 12 finishes working.

The oil pump transmission gear 14 is a double-row gear, and when the oil pump transmission gear 14 and the oil pump driving gear 513 are meshed to rotate, the double-row gear can be better balanced with the stroke force of the oil pump driving gear 513, and the oil inlet of an air cylinder is prevented from being influenced by deflection during meshing of the gears.

The support frame 3 comprises a base 31 fixedly connected on the cylinder 22, an upper support plate 32 and a lower support plate 33 are vertically fixedly connected with the upper part and the lower part of the base 31, the support frame 3, the cylinder 22 and the radiating fins 21 are manufactured into a whole, the disassembly and the installation during the maintenance of the engine are convenient, the use of connecting pieces such as bolts and the like is reduced, the cylinder is more stable in the operation process, the spark plug 221 is vertically installed in the middle of the base 31, a plurality of air holes 313 are arranged on the base 31 in parallel to the circumferential direction of the spark plug 221 and are used as an air inlet channel of the cylinder, a turbine seat 312 is fixedly connected with the outer side of the horizontal direction of the air holes 313, a valve lift adjusting assembly 64 is installed in the turbine seat 312, a worm mounting hole 3121 for an adjusting rod 642 to pass through is arranged on the side surface of the turbine seat, the adjusting rod 642 is meshed with a rotating sleeve 6414 on the, the adjusting rod 642 is meshed with the stroke controller 641, the upper end of the stroke controller 641 is hinged with the rocker 643 through a pull rod 6411, a spring 6412 is mounted at the lower end of the pull rod 6411, a threaded rod 6415 is mounted inside the lower end of the spring 6412, a rotating sleeve 6414 is mounted at the lower end of a connecting sleeve 6413 and is mounted on the threaded rod 6415, the rotating sleeve 6414 is meshed with the adjusting rod 642, a positioning head 64151 is arranged at the lower end of the threaded rod 6415, and a spring 6412 is arranged between the pull rod 6411 and the threaded rod 6415. A servo motor is arranged outside the cooling chamber 7 and connected with the servo motor to enable the adjusting rod 642 to rotate when in work, the adjusting rod 642 and the rotating sleeve 6414 form a worm gear structure, the rotating sleeve 6414 rotates, the rotating sleeve 6414 moves on the threaded rod 6415 due to threads on the threaded rod 6415 when in rotation, the connecting sleeve 6413 contacted with the upper end of the rotating sleeve 6414 moves up or down along with the connecting sleeve 6414, the pull rod 6411 fixedly connected with the upper end of the connecting sleeve 6412 is driven by the pull rod 6411 to lift or pull down the end connected with the rocker 643, the rocker 643 pulls the valve pull rod 631 and moves in the cylinder, the positions of the valves in the cylinder are different due to the same action stroke of the cam on the rocker shaft 62 on the rocker 643, the closing degree of the valves on the air holes on the cylinder is different, the opening and closing sizes of the valves are controlled, the exhaust cam 621 and the intake cam 622 are respectively arranged on the rocker shafts to be intake, the intake cam 622 is provided with two apexes, an exhaust valve is opened simultaneously to perform rapid exchange and heat dissipation on gas in a cylinder when the cylinder exhausts, after the exhaust is finished, an intake valve is opened again by a cam of the other apex to intake air, the bottom of the intake valve is the same as the positioning head 64151, the intake cam is used for vertically installing an oil inlet pipe 24 on the base 31 above the spark plug 221, two sides of the upper support plate 32 are provided with driving shaft installation holes 321, two groups of rocker shaft support holes 323 are correspondingly formed in the upper support plate 32 and the lower support plate 33, a spark plug switch support 34 is arranged between the upper support plate 32 and the lower support plate 33 to be connected, an installation hole 341 is formed in the spark plug switch support 34, and a spark plug switch 65 is installed in the installation hole 341.

The spark plug switch 65 comprises a sliding sleeve 652, the sliding sleeve 652 is installed in the installation hole 341 through the thread of the outer end of the sliding sleeve 652, a tact switch 651 is installed in the sliding sleeve 652, the lower end of the tact switch 651 is hinged on the rocker arm 643 through a hinge seat 654, a sliding ball 653 is also installed on the inner end face of the sliding sleeve 652, the sliding sleeve 652 is fixed in the installation hole 341, the tact switch 651 can slide in the sliding sleeve 652 when the rocker arm 643 works, when the cylinder works at the bottom dead center, the rocker arm presses the valve down to move the tact switch 651 up, the contact on the tact switch is pressed to enable the high voltage pack on the spark plug to be electrified, and the spark plug is ignited; the spark plug is able to pre-ignite because the timing gear stroke advances.

Preferably, the mounting holes 341 are provided in the plug switch bracket 34 in two, wherein one of the mounting holes is provided with the tact switch, the other mounting hole is provided with the electromagnetic switch and the electromagnetic switch is provided with an electrical control system, so that double guarantee is provided for engine ignition, and the ignition system has electrical control sensitivity and mechanical control stability.

The valve assembly 6 comprises a valve transmission intermediate shaft 61 installed in a driving shaft installation hole 321, an intermediate shaft transmission gear 612 meshed with a transmission shaft gear 151 installed on a valve transmission shaft 15 is installed on the valve transmission intermediate shaft 61, two valve driving gears 611 are further installed on the valve transmission intermediate shaft 61, the valve driving gears 611 are arranged at two ends of the intermediate shaft transmission gear 612 and are transmitted to a rocker arm shaft 62 through bevel gears, the rocker arm shaft 62 is installed in a rocker arm shaft support hole 323, rocker arms 643 are installed at two ends of the rocker arm shaft 62, and a valve 63 and a valve lift adjusting assembly 64 are installed at two ends of the rocker arms 643 respectively. The valve is also driven by the timing gear, so that the gas distribution, oil supply and ignition system of the whole engine is controlled by a unified mechanical control system, and the cylinder runs smoothly.

The secondary supercharging component 5 comprises a booster pump 51, an oil pump driving gear 513 and an oil pump transmission gear 14 are installed at one end of the booster pump 51 and meshed with each other, a connecting rod 512 is hinged to the outer end face of the oil pump driving gear 513, the lower end of the connecting rod 512 is connected with a piston of the secondary supercharging component 5, an oil nozzle 52 and an oil spraying pipe 53 are installed at the other end of the booster pump 51, a one-way valve 54 is installed on each of the oil nozzle 52 and the oil spraying pipe 53, the oil nozzle 52 sprays oil gas into the booster pump 51 to compress the oil gas for the first time in the spraying process, the oil gas enters the booster pump 51 and then enters the cylinder through the oil pipe 53, the oil-gas mixture in the cylinder is better and uniform in combustion, and the piston can obtain larger power after the oil gas entering the.

The air distribution pipeline 4 comprises a main air inlet pipeline 46 and a main exhaust pipeline 43, branch pipes are respectively arranged on the air inlet pipeline 46 and connected with an air inlet branch pipe 41 and a cold air inlet pipe 47, the air inlet pipeline and an oil way are separated, oil and gas are separated and enter a cylinder, the generation of engine oil steam is reduced, the oil and gas in the cylinder can be combusted more fully, the main exhaust pipeline 43 comprises a cooling exhaust connecting pipe connecting each cooling exhaust pipe orifice 44 and an exhaust pipe 481 separately connected with an exhaust gas outlet 48, the exhaust pipe 481 is connected with a three-way catalyst 45 after being integrated, the three-way catalyst 45 and the cooling exhaust connecting pipe 441 are connected with an exhaust manifold 49 together, an air extractor is arranged in the exhaust manifold 49, a purifier 491 is also arranged at the tail end of the exhaust manifold 49, electric control valves are arranged on the air inlet branch pipeline 46 and the exhaust gas outlet 48, when the cylinder is in air inlet, the air inlet branch pipeline 46 is opened, the exhaust gas outlet 48 is, air inlet branch way 46 and exhaust outlet 48 are all opened when the cylinder exhausts, high-pressure air blower admits air on the admission line and can make the waste gas in the cylinder discharge fast, air extractor on the exhaust duct also can wash out the waste gas of cylinder with higher speed, make in the cylinder can not have waste gas to remain, make cylinder steam discharge cool off the cylinder fast, still be provided with a natural intake duct 42 on the cylinder, the import of natural intake duct sets up in the air conditioning room, air extractor in the exhaust duct can carry out auxiliary cooling to the cylinder in can inhaling the air in the cooling room to the cylinder when waste gas is discharged, because the cylinder uses is the forced air cooling, cylinder inner wall and piston all use the high energy ceramic preparation, make cylinder and piston increase far away in the life-span under the normal condition.

The transmission mechanism comprises a speed change mechanism 10 connected with an engine; the transmission mechanism 9 is connected with the actuator, the transmission mechanism 9 is meshed with the speed change mechanism 10 through a gear, and pulleys with adjustable pulley groove sizes are mounted on a driving wheel shaft 105 and a belt wheel shaft 104 which are included in the speed change mechanism 10. The output end of the driving wheel 101 is sequentially provided with a generator 106 and a motor 107. The combined belt pulley is arranged, so that the size of the pulley groove of the belt pulley can be changed at different rotating speeds, and the purpose of adjusting the rotating speed of the output shaft is realized by changing the transmission ratio between the two belt pulleys.

Further, in order to obtain a larger transmission ratio variable, the speed change mechanism 10 includes a driving wheel shaft 105 and a pulley shaft 104, the driving wheel shaft 105 is connected with the engine, the pulley shaft 104 is connected with the transmission mechanism 9, a driving wheel 101 is mounted on the driving wheel shaft 105, a driven wheel 102 is mounted on the pulley shaft 104, the driving wheel 101 and the driven wheel 102 are connected through a belt 103, and a transmission ratio variation range is larger by simultaneously changing a wheel groove of the driving wheel 101 and a wheel groove of the driven wheel 102.

Further, in order to enable the output shaft to obtain a higher speed at a high speed, the driving wheel 101 comprises a plurality of hubs 1016, each hub 1016 is an independent structure, each individual hub is combined into a belt pulley, a plurality of speed regulation grooves 1012 are arranged on each hub 1016, the speed regulation grooves 1012 are uniformly arranged in the circumferential direction of each hub 1016, the upper ends of the speed regulation grooves 1012 incline towards the belt direction, sliding blocks 1013 are arranged in the speed regulation grooves 1012, the sliding blocks can obtain different centrifugal forces according to the rotating speed of the belt pulley, the sliding blocks can provide axial thrust for the hubs while sliding along the speed regulation grooves through the centrifugal forces, the hubs can slide on the shaft to reduce the distance between the hubs, the belt is extruded to the outer ends of the wheel grooves, the transmission ratio between the driving wheel 101 and the driven wheel 102 is increased to provide a higher rotating speed for the output shaft, extrusion springs a1014 are further arranged at the two ends of the driving wheel 101, the extrusion spring 1014 is installed on the driving wheel shaft 105, and the tail end of the extrusion spring 1014 contacts with the stop ring 1015 arranged on the driving wheel shaft 105 to extrude the centrifugal force generated by the auxiliary sliding block of the spring to push the hub, so that the pressure of the belt on the hub is kept at low speed, and the reduction of the rotating speed of the output shaft caused by the over-small driving wheel is prevented.

When the number of the belts is multiple, the hub between the belts is configured without the timing groove 1012.

Further, in order to make the belt tension too large when the driving wheel 101 is enlarged at a high speed and to break the belt or influence the normal operation of the vehicle, the driven wheel 102 includes hubs B1022 having the same number as the hubs 1016, when the driving wheel 101 is enlarged, the hubs B1022 are squeezed by the belt to make the distance between the hubs larger, and when the belt tension is adjusted, the transmission ratio between the driving wheel 101 and the driven wheel 102 is larger, so that the speed of the output shaft is better increased, the squeezing springs 1014 are installed at both ends of the side surface of the driven wheel 102, the ends of the squeezing springs 1014 are in contact with the retainer rings 1015 arranged on the belt wheel shaft 104, the squeezing springs 104 provide a pushing force to the hubs 1016 when the vehicle is operated at a low speed, so that the pushing force is larger than the belt tension, the belt tension is adjusted to prevent the belt from slipping, and the transmission ratio is adjusted. Through the mutual adjustment of the hub 1016 and the hub B1022, the tension of the belt is always in a proper range, and the driving wheel 101 and the driven wheel 102 can reliably run.

Preferably, when there are more belts, the hub 1016 and the hub between the belts are configured without the speed adjusting grooves 1012, so that the belts on both sides of the hub are close to each other when being pushed by the sliding blocks.

The transmission mechanism 9 comprises a main transmission shaft 91, an output shaft 92 and an intermediate shaft 94, wherein a transmission shaft driving gear 911, an advancing transmission gear 912 and a reverse transmission gear 913 are installed on the main transmission shaft 91, an advancing gear 921 and a reverse gear 922 are installed on the output shaft 92, an intermediate gear 941 is installed on the intermediate shaft 94, the transmission shaft driving gear 911 is engaged with a belt shaft transmission gear 95 installed on a belt shaft 104, the power of the transmission 95 is transmitted to the main transmission shaft 91, the advancing transmission gear 912 is engaged with the advancing gear 921, the output shaft 92 can obtain the power of the main transmission shaft 91, the reverse transmission gear 913 is engaged with the intermediate gear 941, the other end of the intermediate gear 941 is engaged with the reverse gear 922, and the reverse transmission gear 913 can enable the output shaft 92 to obtain a steering opposite to the engagement of the advancing transmission gear 912 and the advancing gear 921 through the intermediate gear 941, the output shaft is made to output different steering directions to provide forward and backward power for the vehicle.

Further, an intermediate gear ring 915 is further mounted on the main transmission shaft 91, a sliding sleeve 914 matched with the intermediate gear ring 915 is mounted on the intermediate gear ring 915, shift bosses 916 are fixedly connected to adjacent sides of the forward transmission gear 912 and the reverse transmission gear 913, the specification of the shift bosses 916 is the same as that of the intermediate gear ring 915, the sliding sleeve 914 can slide on the intermediate gear ring 915, the sliding sleeve 914 can be sleeved on the shift bosses 916 on the forward transmission gear 912 or the reverse transmission gear 913 after sliding, the intermediate gear ring 915 is connected with the shift bosses 916, when the sliding sleeve 914 is sleeved on the shift bosses 916 on the forward transmission gear 912, a forward gear is provided, when the sliding sleeve 914 is sleeved on the shift bosses 916 on the reverse transmission gear 913, a reverse gear is provided, and when the sliding sleeve 914 is not in contact with the shift bosses 916, a neutral gear is provided.

Preferably, the length of the sliding sleeve 914 is no greater than the length of the intermediate gear rim 915, but no less than 2 times the length of the shift boss 916.

Further, ball bearings 917 are arranged between the forward transmission gear 912 and the reverse transmission gear 913 and the main transmission shaft 91, the forward transmission gear 912 and the reverse transmission gear 913 are separated from the main transmission shaft 91 by the ball bearings 917, after the main transmission shaft 91 and the transmission shaft driving gear 911 are set to be in a normally meshed state, the main transmission shaft 91 cannot directly drive the forward transmission gear 912 and the reverse transmission gear 913 to rotate when rotating, and only when the sliding sleeve 914 is matched with the gear shifting boss 916, the main transmission shaft 91 can drive the forward transmission gear 912 and the reverse transmission gear 913 to rotate under the action of the intermediate gear ring 915.

The clutch 85 comprises a clutch assembly 851, a separating cover 852, a cover seat 853 and a shifting fork 854; the separating cover 852 is installed on a clutch assembly 851, the clutch assembly 851 is installed in a cover seat 853, a driving mechanism fork 854 of the clutch assembly 851 is also installed on the cover seat 853, and the clutch assembly 851 comprises a brake block 8512 which is contacted with the inner side of the separating cover 852. The invention realizes the direct power clutch of the transmission shaft by controlling the separation and the contact of the brake pad and the separation cover in the clutch assembly through the driving of the shifting fork.

Further, the clutch assembly 851 comprises a rotary table 8511, a hollow cylinder is arranged at the center of one end of the rotary table 8511, a coupling rod 85112 for transmission shaft connection is arranged at the center of the other end of the rotary table 8511, and an outer retainer ring 85111 for mounting a support bearing and a branch bearing is arranged at the outer end of the coupling rod.

Furthermore, a brake block 8512 is mounted on the outer portion of one surface of the rotating disc 8511, which is mounted on the hollow cylinder, through a hinge seat 85122, the outer end surface of the brake block is in contact with the separation cover and generates friction between the outer end surface and the separation cover to enable the separation cover to rotate along with the rotating disc 8511, a handle 85121 and a hinge seat 85122 are mounted on the two ends of the arc of the brake block 8512, the hinge seat is mounted on the rotating disc to enable the brake block 8512 to rotate around the hinge seat under the condition that the handle is pulled, so that the outer end surface is separated from the separation cover, a pedestal 8514 is mounted on the rotating disc 8511 on the inner side of the arc midpoint of the brake block 8512, a rotary spring 8518 is mounted on one side surface of the pedestal 8514 away from the brake block 8512, the rotary spring 8518 is fixedly connected to a rocker 8515, the corner point of the rocker 8515 is fixedly connected to a fork shaft 8513, a pull rod 8517 is vertically mounted at the other end, the pull rod pulls the handle to enable the brake pad to rotate and be separated from the separation cover.

Further, the shifting fork 854 includes a rotating shaft 8542 installed in the separating cover 852, two ends of the rotating shaft 8542 are respectively connected with a shifting fork 8541 and a cam 8546, the cam 8546 is arranged at the lower end of a linear bearing 8544 installed on the outer retainer ring 85111, the cam jacks up a branch bearing when the shifting fork is shifted, the branch bearing drives a crank arm ring to move upwards, the linear bearing 8544 is further provided with a crank arm ring 8545, the upper end surface of the crank arm ring 8545 is vertically hinged with a crank arm 8543, the crank arm 8543 is arc-shaped, the other end of the crank arm 8543 is provided with a bevel gear 8519 through a shaft and is connected with one end of the shifting fork shaft 8513 through the bevel gear 8519, when the crank arm ring moves upwards, as one end of the crank arm is limited by the bevel gear, the crank arm can only rotate around the hinge shaft to drive the bevel gear to rotate, and.

The outer retainer ring 85111 is also provided with a general bearing 855 at the lower end of the linear bearing 8544, and the tail end of the outer retainer ring 85111 is provided with an oil seal. The general bearing supports the carousel and rotates in the cover seat, and the oil blanket has sealedly in the lubrication that plays the end will lubricate the general bearing, prevents that oil from revealing and damaging the bearing.

The end of the connecting shaft 85112 is provided with a bracket 856 through a bearing 857, and both ends of the bracket 856 are fixedly mounted on the cover base 853. The support limits the displacement of the rotating shaft, so that the rotating shaft can only rotate under the action of the shifting fork, and the reliability of the device is improved.

The end face of the coupling hole 8522 is provided with a heat dissipation hole 8521. The brake block can produce a large amount of heats under long-term and separation lid friction, and the louvre on the lid seat can be fast with the heat give the fin cooling, prevents that the fin from damaging.

The brake block 8512, the rocker 8515, the fork shaft 8513 and the crank 8543 are the same in number and are multiple. The more the brake pads are, the better the friction effect on the separation cover is, and the more reliable the clutch is.

The upper end of the pedestal 8514 is also provided with a cover plate 859 by bolts.

Claims

1. The utility model provides an air-cooled straight-axis high-speed engine in many energy horizontal opposition of hybrid of oil and electricity, includes drive assembly (1), and drive assembly (1) is installed in headstock (7), and cylinder assembly (2) are installed to the both sides of headstock (7), cylinder assembly (2) are horizontal opposition and install on headstock (7), and cylinder assembly (2) are connected with drive assembly (1) as the power part of drive assembly (1), and the mid-mounting of headstock (7) has main shaft (81), its characterized in that: the main shaft (81) is connected with the sub-shaft (819) through an output gear, the sub-shaft (819) is connected with a clutch (85) through a transmission chain (818), a speed change mechanism (10) is installed at the rear end of the clutch (85), the rear end of the speed change mechanism (10) is connected with a transmission mechanism (9), the transmission assembly (1) comprises an output shaft main shaft (81), the power of the main shaft (81) is derived from a driving gear (83) meshed with the main shaft (81) through a main shaft transmission gear (13), the driving gear (83) is driven through a piston (21) in a cylinder assembly (2), two ends of the main shaft (81) are respectively provided with a flywheel (731) and a timing transmission gear (813) which are arranged in a flywheel groove (73) and a timing tooth groove (74), the timing transmission gear (813) is meshed with a timing gear (12), and the timing gear (12) is supported and installed on a supporting seat, the output end of the main shaft (81) is arranged at the rear end of the flywheel (731), a sliding groove (121) is arranged in the timing gear (12), the sliding groove (121) inclines towards the outer end of the shaft, a sliding piece (122) is arranged in the sliding groove (121), a rotary spring (111) is arranged at the outer end of the timing gear (12) and is arranged on the timing gear transmission shaft (11), and the other end of the rotary spring (111) is in contact with the inner end face of the box cover (78).

2. The hybrid electric multi-energy horizontal opposed inner air cooling straight shaft high speed engine of claim 1, characterized in that: the middle part in headstock (7) is provided with a plurality of supporting seats (71) and work groove (72) in turn, and supporting seat (71) both ends all are provided with bearing groove (711), the both ends of headstock (7) are provided with flywheel groove (73) and timing tooth's socket (74) respectively.

3. The hybrid electric multi-energy horizontal opposed inner air cooling straight shaft high speed engine of claim 1, characterized in that: the timing gear transmission shaft (11) is a spline shaft, the tail end of one end of the timing gear transmission shaft (11) is provided with a spiral spline, and the timing gear (12) is arranged on the spiral spline.

4. The hybrid electric multi-energy horizontal opposed inner air cooling straight shaft high speed engine of claim 1, characterized in that: the spindle (81) is meshed with the driving gear (83) through the spindle transmission gear (13), and the number of the spindle transmission gears (13) is the same as that of the driving gear (83), and the number of the spindle transmission gears is even.

5. The hybrid electric multi-energy horizontal opposed inner air cooling straight shaft high speed engine of claim 1, characterized in that: the driving gears (83) are supported between two adjacent supporting seats (71) through rotating shafts, and the two adjacent driving gears (83) are hinged to the piston (21) through connecting rod shafts (84).

6. The hybrid electric multi-energy horizontal opposed inner air cooling straight shaft high speed engine of claim 1, characterized in that: the driving gears (83) are connected through the connecting rod shaft (84) to form a group, the outer ends of the two driving gears (83) in each group are fixedly connected with a counterweight (831), the weight of the counterweight (831) gradually decreases by taking the circle center of the driving gears (83) as the center, and the counterweight (831) is installed at the opposite end of the connecting rod shaft (84).

7. The hybrid electric multi-energy horizontal opposed inner air cooling straight shaft high speed engine of claim 1, characterized in that: the output end of the main shaft (81) extends out of the main shaft box (7) and is directly transmitted to the gearbox.

8. The hybrid electric multi-energy horizontal opposed inner air cooling straight shaft high speed engine of claim 1, characterized in that: including installing transmission assembly (1) in the crankcase, cylinder (22) of being connected with the bent axle, the one end rigid coupling of cylinder (22) has support frame (3) of valve assembly (6) that control cylinder (22) intake, cylinder (22) and support frame (3) are all installed in the cooling chamber, still install on the cooling chamber with cylinder (22) inside and support frame (3) upper end be connected distribution pipeline (4), still install on cylinder (22) with cylinder (22) advance oil pipe (24) on be connected secondary pressure boost subassembly (5).

9. The hybrid electric multi-energy horizontal opposed inner air-cooled direct-shaft high-speed engine according to claim 8, characterized in that: the transmission assembly (1) comprises a main shaft transmission gear (13) installed on a crankshaft, the main shaft transmission gear (13) drives a timing gear (12) through an intermediate transmission gear (16), the timing gear (12) is installed on a timing gear transmission shaft (11), a valve transmission gear (18), an oil pump transmission gear (14) and a supporting bearing (19) are sequentially installed in the middle of the timing gear transmission shaft (11), the valve transmission gear (18) is meshed with a valve driven gear (17) installed at one end of a valve transmission shaft (15), the oil pump transmission gear (14) is meshed with an oil pump driving gear (513) on a secondary supercharging assembly (5), and the supporting bearing (19) serves as a supporting part of the timing gear transmission shaft (11).

10. The hybrid electric multi-energy horizontal opposed inner air-cooled direct-shaft high-speed engine of claim 9, characterized in that: a sliding groove (121) is formed in the timing gear (12), the sliding groove (121) inclines towards the outer end of the shaft, a sliding piece (122) is installed in the sliding groove (121), a rotary spring (111) is arranged at the outer end of the timing gear (12) and installed on the timing gear transmission shaft (11), and the other end of the rotary spring (111) is in contact with the inner end face of the crankcase.

11. The hybrid electric multi-energy horizontal opposed inner air-cooled direct-shaft high-speed engine of claim 9, characterized in that: the oil pump transmission gear (14) is a double-row gear.

12. The hybrid electric multi-energy horizontal opposed inner air-cooled direct-shaft high-speed engine according to claim 8, characterized in that: the support frame (3) comprises a base (31) fixedly connected on the cylinder (22), an upper support plate (32) and a lower support plate (33) are vertically and fixedly connected to the upper portion and the lower portion of the base (31), a spark plug (221) is vertically arranged in the middle of the base (31), a plurality of air holes (313) are formed in the base (31) in a direction parallel to the circumferential direction of the spark plug (221), a turbine seat (312) is fixedly connected to the outer side of the air holes (313) in the horizontal direction, an oil inlet pipe (24) is vertically arranged on the base (31) above the spark plug (221), driving shaft mounting holes (321) are formed in two sides of the upper support plate (32), two groups of rocker arm shaft supporting holes (323) are correspondingly formed in the upper support plate (32) and the lower support plate (33), a spark plug switch support (34) is arranged between the upper support plate (32) and the lower support plate (33) for connection, and a mounting hole (341) is, a spark plug switch (65) is installed in the installation hole (341).

13. The hybrid electric multi-energy horizontal opposed inner air-cooled direct-shaft high-speed engine of claim 12, characterized in that: the spark plug switch (65) comprises a sliding sleeve (652), the sliding sleeve (652) is installed in the installation hole (341) through threads at the outer end of the sliding sleeve, a touch switch (651) is installed in the sliding sleeve (652), the lower end of the touch switch (651) is hinged to the rocker arm (643) through a hinge seat (654), and a ball (653) capable of sliding is further installed on the inner end face of the sliding sleeve (652).

14. The hybrid electric multi-energy horizontal opposed inner air-cooled direct-shaft high-speed engine according to claim 8, characterized in that: the valve assembly (6) comprises a valve transmission intermediate shaft (61) installed in a driving shaft installation hole (321), an intermediate shaft transmission gear (612) meshed with a transmission shaft gear (151) installed on a valve transmission shaft (15) is installed on the valve transmission intermediate shaft (61), two valve driving gears (611) are further installed on the valve transmission intermediate shaft (61), the valve driving gears (611) are arranged at two ends of the intermediate shaft transmission gear (612) and are transmitted to a rocker arm shaft (62) through bevel gears, the rocker arm shaft (62) is installed in a rocker arm shaft support hole (323), rocker arms (643) are installed at two ends of the rocker arm shaft (62), and valves (63) and valve lift adjusting assemblies (64) are installed at two ends of the rocker arms (643) respectively.

15. The hybrid electric multi-energy horizontal opposed inner air-cooled direct-shaft high-speed engine of claim 14, characterized in that: the valve lift adjusting assembly (64) comprises a stroke controller (641) hinged to a rocker arm (643) and an adjusting rod (642) meshed with the stroke controller (641), the upper end of the stroke controller (641) is hinged to the rocker arm (643) through a pull rod (6411), a spring (6412) is installed at the lower end of the pull rod (6411), a threaded rod (6415) is installed inside the lower end of the spring (6412), a rotating sleeve (6414) is installed at the lower end of a connecting sleeve (6413) and is installed on the threaded rod (6415), the rotating sleeve (6414) is meshed with the adjusting rod (642), a positioning head (64151) is arranged at the lower end of the threaded rod (6415), and the spring (6412) is arranged between the pull rod (6411) and the threaded rod (6415).

16. The hybrid electric multi-energy horizontal opposed inner air-cooled direct-shaft high-speed engine according to claim 8, characterized in that: secondary pressure boost subassembly (5) include booster pump (51), and oil pump drive gear (513) and oil pump drive gear (14) interlock are installed to the one end of booster pump (51), and it has connecting rod (512) to articulate on the outer terminal surface of oil pump drive gear (513), and the piston of secondary pressure boost subassembly (5) is connected to connecting rod (512) lower extreme, fuel sprayer (52) and oil spout pipe (53) are installed to the other end of booster pump (51), all install check valve (54) on fuel sprayer (52) and oil spout pipe (53).

17. The hybrid electric multi-energy horizontal opposed inner air-cooled direct-shaft high-speed engine according to claim 8, characterized in that: the air distribution pipeline (4) comprises a main air inlet pipeline (46) and a main exhaust pipeline (43), branch pipes are arranged on the main air inlet pipeline (46) and connected with an air inlet branch pipe (41) and a cold air inlet pipe (47), the main exhaust pipeline (43) comprises a cooling exhaust connecting pipe for connecting each cooling exhaust pipe orifice (44) and an exhaust gas pipe (481) which is separately connected with an exhaust gas outlet (48), the exhaust gas pipe (481) is connected with a three-way catalyst (45) after being integrated, the three-way catalyst (45) and the cooling exhaust connecting pipe (441) are connected with an exhaust main pipe (49) together, an air extractor is arranged in the exhaust main pipe (49), and a purifier (491) is also arranged at the tail end of the exhaust main pipe (49).

18. The hybrid electric multi-energy horizontal opposed inner air cooling straight shaft high speed engine of claim 1, characterized in that: the transmission mechanism (9) comprises a speed change mechanism (10) connected with the engine, the transmission mechanism (9) is connected with an execution mechanism, the transmission mechanism (9) is meshed with the speed change mechanism (10) through a gear, belt pulleys with adjustable pulley grooves are mounted on a driving wheel shaft (105) and a belt wheel shaft (104) which are contained in the speed change mechanism (10), and a generator (106) and a motor (107) are sequentially mounted at the output end of the driving wheel (101).

19. The hybrid electric multi-energy horizontal opposed inner air-cooled direct-shaft high-speed engine of claim 18, characterized in that: the speed change mechanism (10) comprises a driving wheel shaft (105) and a belt wheel shaft (104), the driving wheel shaft (105) is connected with an engine, the belt wheel shaft (104) is connected with the transmission mechanism (9), a driving wheel (101) is installed on the driving wheel shaft (105), a driven wheel (102) is installed on the belt wheel shaft (104), and the driving wheel (101) is connected with the driven wheel (102) through a belt (103).

20. The hybrid electric multi-energy horizontal opposed inner air-cooled direct-shaft high-speed engine of claim 19, wherein: the driving wheel (101) comprises a plurality of wheel hubs (1016), each wheel hub (1016) is of an independent structure, a plurality of speed regulation grooves (1012) are formed in the wheel hubs (1016), the speed regulation grooves (1012) are uniformly arranged in the circumferential direction of the wheel hubs (1016), the upper ends of the speed regulation grooves (1012) incline towards the belt direction, sliding blocks (1013) are installed in the speed regulation grooves (1012), extrusion springs (1014) are further installed at two ends of the driving wheel (101), the extrusion springs (1014) are installed on the driving wheel shaft (105), and the tail ends of the extrusion springs (1014) are in contact with retainer rings (1015) arranged on the driving wheel shaft (105).

21. The hybrid electric multi-energy horizontal opposed inner air-cooled direct-shaft high-speed engine of claim 19, wherein: the driven wheel (102) comprises hubs B (1022) with the same number as the hubs (1016), pressing springs (1014) are mounted at two ends of the side face of the driven wheel (102), and the tail ends of the pressing springs (1014) are in contact with retaining rings (1015) arranged on the belt pulley shaft (104).

22. The hybrid electric multi-energy horizontal opposed inner air-cooled direct-shaft high-speed engine of claim 19, wherein: drive mechanism (9) include final drive shaft (91), output shaft (92), jackshaft (94), install transmission shaft driving gear (911), advance drive gear (912), reverse gear drive gear (913) on final drive shaft (91), install on output shaft (92) and advance gear (921), reverse gear (922), install intermediate gear (941) on jackshaft (94), transmission shaft driving gear (911) and belt axle drive gear (95) the meshing of installing on belt axle (104), advance drive gear (912) and advance gear (921) meshing, reverse gear drive gear (913) and intermediate gear (941) interlock, the other end and the reverse gear (922) meshing of intermediate gear (941).

23. The hybrid electric multi-energy horizontal opposed inner air cooling straight shaft high speed engine of claim 22, characterized in that: still install intermediate gear circle (915) on final drive shaft (91), install sliding sleeve (914) with it complex on intermediate gear circle (915), the equal rigid coupling in adjacent side of advancing drive gear (912) and reverse gear drive gear (913) has shift boss (916), the specification of shift boss (916) is the same with intermediate gear circle (915).

24. The hybrid electric multi-energy horizontal opposed inner air cooling straight shaft high speed engine of claim 22, characterized in that: ball bearings (917) are arranged between the forward transmission gear (912) and the reverse transmission gear (913) and the main transmission shaft (91).

25. The hybrid electric multi-energy horizontal opposed inner air cooling straight shaft high speed engine of claim 1, characterized in that: the clutch (85) comprises a clutch assembly (851), a separation cover (852), a cover seat (853) and a shifting fork mechanism (854), wherein the separation cover (852) is installed on the clutch assembly (851), the clutch assembly (851) is installed in the cover seat (853), the cover seat (853) is also provided with a driving mechanism shifting fork mechanism (854) of the clutch assembly (851), and the clutch assembly (851) comprises a brake pad (8512) which is in contact with the inner side of the separation cover (852).

26. The hybrid electric multi-energy horizontal opposed inner air-cooled direct-shaft high-speed engine of claim 25, wherein: the clutch assembly (851) comprises a rotary table (8511), a hollow cylinder is arranged at the center of one end of the rotary table (8511), a connecting rod (85112) is arranged at the center of the other end of the rotary table (8511), and an outer check ring (85111) is arranged at the outer end of the connecting rod.

27. The hybrid electric multi-energy horizontal opposed inner air-cooled direct-shaft high-speed engine of claim 26, wherein: brake block (8512) are installed through articulated seat (85122) in the outside of the one side of installation hollow cylinder to carousel (8511), brake block (8512) are handle (85121) and articulated seat (85122) respectively for circular-arc and the both ends of its circular arc, there is pedestal (8514) to install on carousel (8511) the circular arc midpoint inboard of brake block (8512), install on one side of brake block (8512) is kept away from in pedestal (8514) gyration spring (8518), gyration spring (8518) rigid coupling is on rocking arm (8515), the turning point department rigid coupling of rocking arm (8515) is on declutch shift shaft (8513), pull rod (8517) and set up in the draw-in groove on handle (85121) are installed perpendicularly to the other end of rocking arm (8515).

28. The hybrid electric multi-energy horizontal opposed inner air-cooled direct-shaft high-speed engine of claim 25, wherein: the shifting fork mechanism (854) is including installing pivot (8542) in separation lid (852), and the both ends of pivot (8542) are connected with shift fork (8541) and cam (8546) respectively, cam (8546) set up linear bearing (8544) lower extreme on installation outer retaining ring (85111), still are provided with crank arm race (8545) on linear bearing (8544), and it has crank arm (8543) to articulate perpendicularly on crank arm race (8545) the up end, and crank arm (8543) are circular-arc and its other end is installed through the axle has helical gear (8519) and is connected with the one end of shifting fork axle (8513) through helical gear (8519).

29. The hybrid electric multi-energy horizontal opposed inner air-cooled direct-shaft high-speed engine of claim 28, wherein: the outer retainer ring (85111) is also provided with a general bearing (855) at the lower end of the linear bearing (8544), and the tail end of the outer retainer ring (85111) is provided with an oil seal.

30. The hybrid electric multi-energy horizontal opposed inner air-cooled direct-shaft high-speed engine of claim 26, wherein: the tail end of the connecting shaft rod (85112) is provided with a bracket (856) through a bearing (857), and two ends of the bracket (856) are fixedly arranged on the cover seat (853).

31. The hybrid electric multi-energy horizontal opposed inner air-cooled direct-shaft high-speed engine of claim 25, wherein: the end face of the separation cover (852) is provided with a heat dissipation hole (8521).

32. The hybrid electric multi-energy horizontal opposed inner air-cooled direct-shaft high-speed engine of claim 25, wherein: the brake block (8512), the rocker arm (8515), the fork shaft (8513) and the crank arm (8543) are the same in number and are multiple.

33. The hybrid electric multi-energy horizontal opposed inner air-cooled direct-shaft high-speed engine of claim 27, wherein: and a cover plate (859) is further mounted at the upper end of the pedestal (8514) through bolts.