CN217029850U

CN217029850U - Power output system of motorcycle engine

Info

Publication number: CN217029850U
Application number: CN202220562105.6U
Authority: CN
Inventors: 刘涛; 余建君
Original assignee: Chongqing Jiansen Power Machinery Co ltd
Current assignee: Chongqing Jiansen Power Machinery Co ltd
Priority date: 2022-03-15
Filing date: 2022-03-15
Publication date: 2022-07-22
Anticipated expiration: 2032-03-15

Abstract

The utility model provides a power output system of a motorcycle engine, and belongs to the technical field of crank cases. The problem that the engine needs to reach a higher rotating speed to enable the compressor to reach the running torque is solved by the direct driving of the power output shaft by the output power of the crankshaft in the power system of the motorcycle. The engine-driven compressor comprises a crankcase, a crankshaft arranged in the crankcase and driven by an engine, and a transmission shaft used for driving a compressor to work, wherein a driving gear coaxially arranged is arranged on the crankshaft, a transmission gear coaxially arranged is arranged on the transmission shaft, and the driving gear is in transmission connection with the transmission gear through a clutch gear arranged in the crankcase. Because the crankshaft output power does not directly drive the transmission shaft, but the clutch gear is arranged between the driving gear and the transmission gear, namely the first-stage speed reduction is arranged, and the engine can enable the compressor to achieve the running torque at a lower rotating speed.

Description

Power output system of motorcycle engine

Technical Field

The utility model belongs to the technical field of crank cases, and relates to a power output system of a motorcycle engine.

Background

The Chinese patent discloses an electric vehicle range extender (No. CN 206668402U), which comprises an engine body, wherein a crankcase is arranged below the engine body, a left crankshaft and a right crankshaft are arranged in the crankcase, a generator is arranged at one end of the right crankshaft, an air-conditioning compressor connected with the crankcase is arranged at the upper part of the crankcase, and the air-conditioning compressor is connected with the left crankshaft through a power transmission mechanism. The power transmission mechanism comprises a power output shaft which is arranged in the crankcase and is parallel to the left crankshaft, one end of the power output shaft is provided with power input teeth, the other end of the power output shaft penetrates out of the crankcase and is provided with a driving belt pulley, the power input teeth are meshed with the crankshaft teeth arranged on the left crankshaft, and the driving belt pulley is connected with the air-conditioning compressor through a belt.

When the engine works, the left crankshaft is driven to rotate, the left crankshaft drives the power output shaft to rotate through the crankshaft teeth and the power input teeth, and the power output shaft drives the air-conditioning compressor to work through the driving belt pulley and the belt. Because the power output by the left crankshaft directly drives the power output shaft, the engine needs to reach a higher rotating speed to enable the compressor to reach the running torque, and the engine is in a high-speed running state for a long time, so that the oil consumption is high, the temperature is high, and the engine is easy to burn.

SUMMERY OF THE UTILITY MODEL

The utility model aims to provide a power output system of a motorcycle engine with good transmission effect aiming at the problems in the prior art.

The purpose of the utility model can be realized by the following technical scheme:

the power output system of the motorcycle engine comprises a crankcase, a crankshaft arranged in the crankcase and driven by the engine, and a transmission shaft used for driving a compressor to work, wherein the crankshaft is provided with a driving gear coaxially arranged, the transmission shaft is provided with a transmission gear coaxially arranged, and the driving gear is in transmission connection with the transmission gear through a clutch gear arranged in the crankcase.

The driving gear rotates along with the crankshaft, the transmission gear rotates along with the transmission shaft, and the transmission shaft is provided with a belt pulley which is in transmission connection with the compressor through a belt. The driving gear is meshed with the clutch gear, and the transmission gear is also meshed with the clutch gear. When the engine works, the crankshaft is driven to rotate, the crankshaft drives the main shaft gear to rotate, the driving gear drives the clutch gear to rotate, the clutch gear drives the transmission gear to rotate, the transmission gear drives the transmission shaft to rotate, and the compressor is driven to work through the belt pulley and the belt.

In the motorcycle engine power system, the outer diameter of the driving gear is smaller than that of the clutch gear, the outer diameter of the transmission gear is smaller than that of the clutch gear, and the outer diameter of the driving gear is smaller than that of the transmission gear.

Because the crankshaft output power does not directly drive the transmission shaft, but the clutch gear is arranged between the driving gear and the transmission gear, namely the first-stage speed reduction is arranged, and the engine can enable the compressor to achieve the running torque at a lower rotating speed.

In the power output system of the motorcycle engine, a main shaft and a countershaft for power output are arranged in the crankcase, the main shaft is in transmission connection with the countershaft, the clutch gear is coaxially arranged with the main shaft, and a clutch for combining with the clutch gear is arranged between the clutch gear and the main shaft.

When the clutch is not combined with the clutch gear, the engine works to drive the crankshaft, the driving gear, the clutch gear, the transmission gear and the transmission shaft to rotate, and the main shaft and the auxiliary shaft do not rotate; when the clutch is combined with the clutch gear, the engine works to drive the crankshaft, the driving gear, the clutch gear, the transmission gear and the transmission shaft to rotate and drive the main shaft to rotate, the auxiliary shaft also rotates when in a gear (the auxiliary shaft does not rotate when in a neutral gear), and power output is realized when the auxiliary shaft rotates to drive the motorcycle to run.

In the power output system of the motorcycle engine, the main shaft is provided with a plurality of main shaft gears, the auxiliary shaft is provided with a plurality of auxiliary shaft gears which are in one-to-one correspondence with the main shaft gears, the auxiliary shaft gears and the main shaft gears which correspond to the auxiliary shaft gears form gear pairs, and the transmission ratios of the gear pairs are different; in a certain gear, only one pair of gear pair groups in the plurality of gear pairs is in a meshing transmission state. The mesh transmission of each gear pair is controlled through the gear shifting mechanism, and the purpose of adjusting the rotating speed of the auxiliary shaft is achieved.

In the power output system of the motorcycle engine, a water pump shaft for driving the water pump to work is arranged in the crankcase, a water pump gear is arranged on the water pump shaft, and the water pump gear is in transmission connection with the clutch gear.

In the power output system of the motorcycle engine, a middle shaft is arranged in the crank case, a duplicate gear is arranged on the middle shaft, the clutch gear is meshed with one gear of the duplicate gear, and the water pump gear is meshed with the other gear of the duplicate gear.

Compared with the prior art, the power output system of the motorcycle engine has the following advantages: because the crankshaft output power does not directly drive the transmission shaft, but the clutch gear is arranged between the driving gear and the transmission gear, namely, the first-stage speed reduction is arranged, the compressor can reach the running torque by ensuring the engine at a lower rotating speed, thereby reducing the oil consumption, reducing the temperature of the engine and effectively prolonging the service life of the engine.

Drawings

Fig. 1 is a schematic configuration diagram of a motorcycle engine power system.

Fig. 2 is a top view of a motorcycle engine power system.

Fig. 3 is a cross-sectional view of a motorcycle engine power system.

Fig. 4 is yet another cross-sectional view of the motorcycle engine power system.

In the figure, 1, crankcase; 2. an engine; 3. a crankshaft; 4. a drive shaft; 5. a driving gear; 6. a transmission gear; 7. a clutch gear; 8. a main shaft; 9. a counter shaft; 10. a clutch; 11. a main shaft gear; 12. a counter gear; 13. a water pump shaft; 14. a water pump; 15. a water pump gear; 16. an intermediate shaft; 17. a duplicate gear.

Detailed Description

The following are specific embodiments of the present invention and are further described with reference to the accompanying drawings, but the present invention is not limited to these embodiments.

The motorcycle engine power system shown in fig. 1 and 2 includes a crankcase 1, an engine 2 provided on the crankcase 1, and a water pump 14 provided on a crankshaft 3. As shown in fig. 3 and 4, a crankshaft 3 driven by the engine 2 and a transmission shaft 4 for driving the compressor to work are arranged in the crankcase 1, the crankshaft 3 is provided with a driving gear 5 coaxially arranged, the transmission shaft 4 is provided with a transmission gear 6 coaxially arranged, and the driving gear 5 and the transmission gear 6 are in transmission connection through a clutch gear 7 arranged in the crankcase 1.

The crankshaft 3 is arranged in parallel with the transmission shaft 4, and the centerline of the clutch gear 7 is parallel with the crankshaft 3. The outer diameter of the driving gear 5 is smaller than that of the clutch gear 7, the outer diameter of the transmission gear 6 is smaller than that of the clutch gear 7, and the outer diameter of the driving gear 5 is smaller than that of the transmission gear 6.

The driving gear 5 rotates along with the crankshaft 3, the transmission gear 6 rotates along with the transmission shaft 4, and the transmission shaft 4 is provided with a belt pulley which is in transmission connection with the compressor through a belt. The drive gear 5 meshes with a clutch gear 7, and the transmission gear 6 also meshes with the clutch gear 7. When the engine 2 works, the crankshaft 3 is driven to rotate, the crankshaft 3 rotates to drive the main shaft gear 11 to rotate, the driving gear 5 drives the clutch gear 7 to rotate, the clutch gear 7 drives the transmission gear 6 to rotate, the transmission gear 6 drives the transmission shaft 4 to rotate, and the compressor is driven to work through the belt pulley and the belt.

Because the output power of the crankshaft 3 does not directly drive the transmission shaft 4, but the clutch gear 7 is arranged between the driving gear 5 and the transmission gear 6, which is equivalent to a first-stage speed reduction, the engine 2 can enable the compressor to achieve the running torque at a lower rotating speed.

As shown in fig. 3 and 4, a main shaft 8 and a counter shaft 9 for power output are provided in the crankcase 1, the main shaft 8 is in transmission connection with the counter shaft 9, the clutch gear 7 is provided coaxially with the main shaft 8, and a clutch 10 for coupling with the clutch gear 7 is provided between the clutch gear 7 and the main shaft 8.

When the clutch 10 is not combined with the clutch gear 7, the engine 2 works to drive the crankshaft 3, the driving gear 5, the clutch gear 7, the transmission gear 6 and the transmission shaft 4 to rotate, and at the moment, the main shaft 8 and the auxiliary shaft 9 do not rotate; when the clutch 10 is combined with the clutch gear 7, the engine 2 works to drive the crankshaft 3, the driving gear 5, the clutch gear 7, the transmission gear 6 and the transmission shaft 4 to rotate, and simultaneously drives the main shaft 8 and the auxiliary shaft 9 in the gear to rotate, and the auxiliary shaft 9 realizes power output when rotating to drive the motorcycle to run.

As shown in fig. 3 and 4, the main shaft 8 is provided with a plurality of main shaft gears 11, the counter shaft 9 is provided with a plurality of counter shaft gears 12 corresponding to the main shaft gears 11 one by one, the counter shaft gears 12 and the corresponding main shaft gears 11 form gear pairs, the gear pairs have different transmission ratios, and at a certain gear position, only one of the gear pairs is in a meshing state. The mesh of each gear pair is controlled by the gear shifting mechanism, so that the purpose of adjusting the rotating speed of the auxiliary shaft 9 is achieved.

As shown in fig. 4, a water pump shaft 13 for driving a water pump 14 to work is arranged in the crankcase 1, a water pump gear 15 is arranged on the water pump shaft 13, and the water pump gear 15 is in transmission connection with the clutch gear 7.

As shown in fig. 4, an intermediate shaft 16 is provided in the crankcase 1, a dual gear 17 is provided on the intermediate shaft 16, the clutch gear 7 is engaged with one of the dual gears 17, and the water pump gear 15 is engaged with the other of the dual gears 17.

When the clutch 10 is not combined with the clutch gear 7, the engine 2 works to drive the crankshaft 3, the driving gear 5, the clutch gear 7, the transmission gear 6 and the transmission shaft 4 to rotate, and simultaneously drives the shaft 16 and the water pump shaft 13 to rotate, and at the moment, the main shaft 8 and the auxiliary shaft 9 do not rotate; when the clutch 10 is combined with the clutch gear 7, the engine 2 works to drive the crankshaft 3, the driving gear 5, the clutch gear 7, the transmission gear 6 and the transmission shaft 4 to rotate, drive the crankshaft 16 and the water pump shaft 13 to rotate, drive the main shaft 8 and the auxiliary shaft 9 to rotate at the same time, and realize power output when the auxiliary shaft 9 rotates to drive the motorcycle to run.

The specific embodiments described herein are merely illustrative of the spirit of the utility model. Various modifications or additions may be made to the described embodiments or alternatives may be employed by those skilled in the art without departing from the spirit or ambit of the utility model as defined in the appended claims.

Claims

1. The power output system of the motorcycle engine is characterized by comprising a crankcase (1), a crankshaft (3) and a transmission shaft (4), wherein the crankshaft (3) is arranged in the crankcase (1) and driven by an engine (2), the transmission shaft (4) is used for driving a compressor to work, a driving gear (5) is coaxially arranged on the crankshaft (3), a transmission gear (6) is coaxially arranged on the transmission shaft (4), and the driving gear (5) is in transmission connection with the transmission gear (6) through a clutch gear (7) arranged in the crankcase (1).

2. A motorcycle engine power take-off system as defined in claim 1, wherein the outside diameter of the drive gear (5) is smaller than the outside diameter of the clutch gear (7), the outside diameter of the transmission gear (6) is smaller than the outside diameter of the clutch gear (7), and the outside diameter of the drive gear (5) is smaller than the outside diameter of the transmission gear (6).

3. The power output system of the motorcycle engine as claimed in claim 1, wherein a main shaft (8) and a secondary shaft (9) for power output are provided in the crankcase (1), the main shaft (8) is in transmission connection with the secondary shaft (9), the clutch gear (7) is coaxially provided with the main shaft (8), and a clutch (10) for combining with the clutch gear (7) is provided between the clutch gear (7) and the main shaft (8).

4. A motorcycle engine power output system according to claim 3, characterized in that the main shaft (8) is provided with a plurality of main shaft gears (11), the counter shaft (9) is provided with a plurality of counter shaft gears (12) corresponding to the main shaft gears (11) one by one, the counter shaft gears (12) and the corresponding main shaft gears (11) form gear pairs, and the gear ratios of the gear pairs are different; in a certain gear, only one pair of gear pair groups in the plurality of gear pairs is in a meshing transmission state.

5. The power output system of the motorcycle engine according to claim 1, wherein a water pump shaft (13) for driving a water pump (14) to work is arranged in the crankcase (1), a water pump gear (15) is arranged on the water pump shaft (13), and the water pump gear (15) is in transmission connection with the clutch gear (7).

6. A motorcycle engine power output system as claimed in claim 5, characterized in that an intermediate shaft (16) is provided in the crankcase (1), a duplicate gear (17) is provided on the intermediate shaft (16), the clutch gear (7) is engaged with one of the duplicate gears (17), and the water pump gear (15) is engaged with the other one of the duplicate gears (17).