CN219492392U - Novel CVT engine of scooter - Google Patents

Abstract

The utility model discloses a novel scooter CVT engine, which is an automatic clutch composed of a box body assembly clutch friction disc, a clutch plate, a roller assembly, a clutch centering sleeve and a primary driving gear which is sleeved on a transmission main shaft, wherein the box body assembly clutch friction disc, the clutch plate, the roller assembly, the clutch centering sleeve and the primary driving gear are formed by fixedly connecting a left crank box body, a right crank box body, a left crank box cover, an oil cavity cover and a right crank box cover together; the utility model moves the stepless speed changer from the normal left side to the right side for reverse installation, adopts the wet automatic clutch to replace the traditional dry shoe clutch, can improve the commodity performance of the engine, and improves the reliability.

Description

Novel CVT engine of scooter

Technical Field

The utility model relates to automobile engine equipment, in particular to a novel CVT engine of a scooter.

Background

The scooter is a vehicle between a motorcycle and an automobile, has the greatest characteristics of easy operation, comfort and convenience, is particularly suitable for urban use, and is characterized in that an engine is a main power component of the scooter and is also an indispensable important component, and the engine is a machine which is used for changing heat energy generated by igniting fuel gas mixture entering a cylinder to burn the fuel gas mixture into mechanical energy and transmitting power to a rear wheel of the motorcycle through a transmission mechanism by a crankshaft to become vehicle driving power.

The structure of the existing scooter engine is a long-box CVT engine, and the following problems exist:

1. structural problems:

1) 2) two sets of lubrication systems and different lubricating oils are needed to be designed, wherein the external shape is long, the volume is large and the weight is relatively large;

2. comfort problem: the unsprung mass of the whole vehicle is heavy, and the vibration of the whole vehicle is relatively difficult to control;

3. handling problems: after the center of gravity of the engine is deviated, the whole vehicle is easy to lift;

4. power matching problem: the transmission ratio is fixed, and the whole vehicle cannot adjust the transmission ratio to improve the performance;

5. maintenance problems: the automobile is more connected with the whole automobile, and is complex to disassemble, assemble and maintain;

6. the rear wheel is connected with the engine, the rear wheel is not easy to enlarge, the ground clearance of the whole vehicle is affected, and the off-road capability of the engine is poor.

Disclosure of Invention

In view of the foregoing deficiencies or inadequacies of the prior art, it would be desirable to provide a novel scooter CVT engine.

According to the technical scheme provided by the embodiment of the application,

a novel scooter CVT engine comprises a crankshaft, a connecting rod, a piston, a driving wheel, a belt, a driven wheel, a secondary driving gear, a secondary driven gear, a primary driving gear, a clutch outer cover, a primary driven gear, an output shaft, a bearing bush, a left crankcase cover, a left crankcase body, a right crankcase cover, a bearing A, a bearing B, a transmission main shaft, a bearing C, a bearing D, a middle shaft, a bearing E, a clutch friction disc, a clutch plate, a clutch centering sleeve, a needle bearing, a bearing F, an oil cavity cover, a roller assembly, a bearing G and a bearing H; the middle part of the crankshaft is provided with a connecting rod, the other end of the connecting rod is connected with a piston, a stepless speed change driving wheel is fixedly arranged on the diameter of the right side of the crankshaft, a matched belt is wound on the driving wheel, the driving wheel is connected with a driven wheel fixedly arranged on a transmission main shaft through the belt, the upper end of the driven wheel is provided with a primary driving gear, the middle part of the primary driving gear is rotationally connected with a secondary driving gear through a primary driven gear, the middle part of the primary driving gear is provided with the transmission main shaft, the secondary driving gear is also connected with a secondary driven gear, an output shaft is arranged on the secondary driven gear, the diameter of the main shaft of the crankshaft is respectively supported on the crank shaft holes of a left crank case body and a right crank case body through bearing bushes, and the diameter of the right side distal end of the crankshaft is supported on a right crank case cover through a bearing A.

In the utility model, the right-side far-end shaft diameter of the transmission main shaft is supported on the right crankcase cover through a bearing B, the middle shaft diameter of the transmission main shaft is supported on the right crankcase body through a bearing C, the left-side far-end shaft diameter of the transmission main shaft is supported on the oil cavity cover through a bearing F, and the left side of the transmission main shaft is fixedly provided with a clutch outer cover.

In the utility model, the clutch centering sleeve and the primary driving gear are fixedly connected together through a spline and then are sleeved on the transmission main shaft through a needle bearing.

In the utility model, the middle shaft is respectively supported on the left crank case body and the right crank case body through a bearing D and a bearing G, and the output shaft is respectively supported on the left crank case body and the right crank case body through a bearing E and a bearing H.

In the utility model, a left crank case body, a right crank case body, a left crank case cover, an oil cavity cover and a right crank case cover are fixedly connected together to form a case assembly.

The utility model relates to an automatic clutch composed of a clutch friction disc, a clutch plate, a roller assembly, a clutch centering sleeve and a primary driving gear 9 which is sleeved on a transmission main shaft, and a transmission speed reduction mechanism composed of a primary driving gear, an intermediate shaft, a primary driven gear, a secondary driving gear, a secondary driven gear and an output shaft.

In the utility model, the clutch outer cover and the clutch centering sleeve are combined and separated under the axial pressure applied by the roller assembly through the clutch friction disc and the clutch plate.

According to the utility model, the primary driven gear on the intermediate shaft is meshed with the primary driving gear to realize primary speed reduction, and the secondary driving gear on the intermediate shaft is meshed with the secondary driven gear on the output shaft to realize secondary speed reduction. The far left end of the output shaft is fixedly provided with a transmission belt pulley or a chain wheel (not shown in the figure), and the rear wheel of the motorcycle is driven to transmit through the belt or the chain wheel.

To sum up, the beneficial effects of this application:

1) Compact structure, small volume and light weight;

2) The final gear ratio is adjustable, so that the vehicle is more suitable for the whole vehicle;

3) After the connection mode of the engine is changed, the gravity center of the whole vehicle moves forward, so that the whole vehicle is more beneficial to control, and the whole vehicle is not easy to lift;

because the rear wheel and the engine are not connected, the rear wheel can be properly enlarged, the ground clearance of the whole vehicle is raised, and the cross-country capability of the whole vehicle is improved.

Drawings

Other features, objects and advantages of the present application will become more apparent upon reading of the detailed description of non-limiting embodiments, made with reference to the following drawings, in which:

FIG. 1 is a schematic diagram of the structure of the present utility model;

FIG. 2 is a schematic cross-sectional view of the present utility model.

Reference numerals in the drawings: the novel crank comprises a crank shaft-1, a connecting rod-2, a piston-3, a driving wheel-4, a belt-5, a driven wheel-6, a secondary driving gear-7, a secondary driven gear-8, a primary driving gear-9, a clutch housing-10, a primary driven gear-11, an output shaft-12, a bearing bush-13, a left crank case cover-14, a left crank case body-15, a right crank case body-16, a right crank case cover-17, a bearing A-18, a bearing B-19, a transmission main shaft 20, a bearing C-21, a bearing D-21, a middle shaft-23, a bearing E-24, a clutch friction disc-25, a clutch plate-26, a clutch centering sleeve-27, a needle bearing-29, a bearing F-30, an oil cavity cover-31, a roller assembly-32, a bearing G-33 and a bearing H-34.

Detailed Description

The present application is described in further detail below with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the utility model and are not limiting of the utility model. It should be noted that, for convenience of description, only the portions related to the utility model are shown in the drawings.

It should be noted that, in the case of no conflict, the embodiments and features in the embodiments may be combined with each other. The present application will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.

As shown in fig. 1 and 2, a novel scooter CVT engine,

the middle part of the crankshaft 1 is provided with a connecting rod 2, the other end of the connecting rod 2 is connected with a piston 3, a continuously variable transmission driving wheel 4 is fixedly arranged on the shaft diameter of the right side of the crankshaft 1, a matched belt 5 is wound on the driving wheel 4, the driving wheel 4 is connected with a driven wheel 6 fixedly arranged on a transmission main shaft through the belt 5, the upper end of the driven wheel 6 is provided with a primary driving gear 9, the middle part of the primary driving gear 9 is rotatably connected with a secondary driving gear 7 through a primary driven gear 11, the middle part of the primary driving gear 9 is provided with a transmission main shaft 20, the secondary driving gear 7 is also connected with a secondary driven gear 8, an output shaft 12 is arranged on the secondary driven gear 8, the shaft diameter of the crankshaft 1 is respectively supported on the shaft holes of a left crank case body 15 and a right crank case body 16 through a bearing A18, the right distal shaft diameter of the crankshaft 1 is supported on a right crank case cover 17, and a clutch housing 10 is fixedly arranged on the left side of the transmission main shaft 20.

As shown in fig. 1 and 2, when the engine on the scooter runs, the reciprocating linear motion of the piston 3 is converted into the rotary motion of the crankshaft 1 through the connecting rod 2 and the crankshaft 1, so that the driving wheel 4, the belt 5 and the driven wheel 6 of the stepless speed change mechanism arranged on the crankshaft 1 and the driving main shaft 20 run, the automatic clutch of the driving main shaft 20 is driven to rotate, when the rotating speed reaches the set rotating speed value of the clutch roller 32, the clutch friction disc 25 and the clutch plate 26 are combined, so that the primary driving gear 9 on the clutch is driven to rotate along with the crankshaft 1, the rotating speed change of the crankshaft 1 realizes stepless change of the rotating speed of the driving main shaft 20 through the stepless speed change mechanism, and the power of the crankshaft 1 is transmitted to the primary driving gear 9 through the driving wheel 4, the belt 5, the driven wheel 6, the driving main shaft 20, the clutch housing 10, the clutch friction disc 25, the clutch plate 26 and the clutch center sleeve 27, and then transmitted to the output shaft 12 after being decelerated by the transmission speed reduction mechanism, so that the belt pulley or the chain wheel fixedly arranged on the output shaft 12 rotates. The rear wheel of the motorcycle is driven to rotate by a belt or a chain.

The utility model moves the stepless speed changer from the normal left side to the right side for reverse installation, adopts the wet automatic clutch to replace the traditional dry shoe clutch, can improve the commodity performance of the engine and improve the reliability.

The above description is only illustrative of the preferred embodiments of the present application and of the principles of the technology employed. Meanwhile, the scope of the utility model referred to in this application is not limited to the technical solutions of the specific combination of the above technical features, but also covers other technical solutions formed by any combination of the above technical features or their equivalents without departing from the inventive concept. Such as the above-described features and technical features having similar functions (but not limited to) disclosed in the present application are replaced with each other.

Claims (6)

1. The utility model provides a novel scooter CVT engine, including bent axle (1), connecting rod (2), piston (3), action wheel (4), belt (5), follow driving wheel (6), second grade driving gear (7), second grade driven gear (8), elementary driving gear (9), clutch housing (10), one-level driven gear (11), output shaft (12), axle bush (13), left crankcase lid (14), left crankcase body (15), right crankcase body (16), right crankcase lid (17), bearing A (18), bearing B (19), transmission main shaft (20), bearing C (21), bearing D (22), jackshaft (23), bearing E (24), clutch friction disk (25), clutch plate (26), clutch centering cover (27), bearing F (30), oil pocket lid (31), roller assembly (32), bearing G (33), bearing H (34), characterized by:

the novel crank is characterized in that a connecting rod (2) is arranged in the middle of the crank shaft (1), the other end of the connecting rod (2) is connected with a piston (3), an infinitely variable speed driving wheel (4) is fixedly arranged on the shaft path on the right side of the crank shaft (1), a belt (5) which is matched with the driving wheel (4) in a surrounding mode is arranged on the driving wheel (4), the driving wheel (4) is connected with a driven wheel (6) which is fixedly arranged on a transmission main shaft through the belt (5), a primary driving gear (9) is arranged at the upper end of the driven wheel (6), the middle of the primary driving gear (9) is rotatably connected with a secondary driving gear (7) through a primary driven gear (11), a transmission main shaft (20) is arranged in the middle of the primary driving gear (9), the secondary driving gear (7) is further connected with a secondary driven gear (8), an output shaft (12) is arranged on the secondary driven gear (8), the main shaft path of the crank shaft (1) is respectively supported on a crank shaft hole of a left crank case body (15) and a right crank case body (16) through a bearing A (18).

2. A novel scooter CVT engine as claimed in claim 1, wherein: the right-side far-end shaft diameter of the transmission main shaft (20) is supported on a right crankcase cover (17) through a bearing B (19), the middle shaft diameter of the transmission main shaft (20) is supported on a right crankcase body (16) through a bearing C (21), the left-side far-end shaft diameter of the transmission main shaft (20) is supported on an oil cavity cover (31) through a bearing F (30), and a clutch outer cover (10) is fixedly arranged on the left side of the transmission main shaft (20).

3. A novel scooter CVT engine as claimed in claim 1, wherein: the clutch centering sleeve (27) and the primary driving gear (9) are fixedly connected together through a spline and then are sleeved on the transmission main shaft (20) through a needle bearing (29).

4. A novel scooter CVT engine as claimed in claim 1, wherein: the intermediate shaft (23) is respectively supported on the left crank case body (15) and the right crank case body (16) through a bearing D (22) and a bearing G (33), and the output shaft (12) is respectively supported on the left crank case body (15) and the right crank case body (16) through a bearing E (24) and a bearing H (34).

5. A novel scooter CVT engine as claimed in claim 1, wherein: the left crankcase body (15), the right crankcase body (16), the left crankcase cover (14), the oil cavity cover (31) and the right crankcase cover (17) are fixedly connected together to form the case assembly.

6. A novel scooter CVT engine as claimed in claim 1, wherein: the automatic clutch comprises a clutch friction disc (25), a clutch plate (26), a roller assembly (32), a clutch centering sleeve (27) and a primary driving gear 9 which is sleeved on a transmission main shaft, and a transmission speed reducing mechanism which is composed of the primary driving gear (9), an intermediate shaft (23), a primary driven gear (11), a secondary driving gear (7), a secondary driven gear (8) and an output shaft (12).