Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N3/00—Other muscle-operated starting apparatus
  • F02N3/04—Other muscle-operated starting apparatus having foot-actuated levers
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
  • F02N15/003—Starters comprising a brake mechanism
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
  • F01M9/00—Lubrication means having pertinent characteristics not provided for in, or of interest apart from, groups F01M1/00 - F01M7/00
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
  • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
  • F02N15/022—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch
  • F02N15/026—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch of the centrifugal type
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
  • F02N15/10—Safety devices not otherwise provided for
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
  • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
  • F02N15/022—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch
  • F02N15/028—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch of the jaw type
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
  • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
  • F02N15/04—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears
  • F02N15/043—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears the gearing including a speed reducer
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N2250/00—Problems related to engine starting or engine's starting apparatus
  • F02N2250/08—Lubrication of starters; Sealing means for starters

Definitions

• the present subject matter relates to a vehicle. More particularly, the present subject matter relates to a cranking torque actuation device and lubrication system of the vehicle.
• the saddle type vehicles are powered by an internal combustion (IC) engine.
• An internal combustion (IC) engine comprises a cylinder head, abutting a cylinder block to form a combustion chamber where the burning of air fuel mixture occurs.
• the forces generated due to combustion of air fuel mixture is transferred to a piston which is capable of reciprocating inside the cylinder block, and this reciprocating motion is transferred to rotary motion of the crankshaft through a connecting rod by the slider crank mechanism.
• Many saddle type two wheeled vehicles such as mopeds, scooters and other automobiles operate on single stage transmission system, wherein a crankshaft of the IC engine is connected to a wheel of the two wheeled vehicle through single stage reduction gear train.
• Foot operated starters for internal combustion engines are known in the art, for instance, in starting motorcycles and scooters. Such starters are operated by the rider's foot and leg wherein a rapid "kick' of the operating lever by the leg creates the starting torque. Such starters have commonly been known as“kick starter” which are directly connected to the engine crankcase, and integrally form a portion of the engine structure.
• Fig 1A is a top cut section view of a powertrain with transmission assembly with starter torque actuation device.
• Fig. 1 is a left side view of an exemplary vehicle, as per preferred embodiment of the present invention.
• FIG. 2 is a left side view of a powertrain with transmission assembly with cranking torque actuation device, as per preferred embodiment of the present invention.
• Fig. 3 is a top cut section view of a powertrain with transmission assembly accompanied with a local isometric view of the starter torque actuation device, as per preferred embodiment of the present invention.
• Fig. 4 is a sectional perspective view of the powertrain with transmission assembly showing oil path and an enlarged view of the injection and ejection holes as per preferred embodiment of the present invention.
• an internal combustion (IC) engine described here operates in four cycles.
• Such an internal combustion (IC) engine is installed in three or four wheeled vehicle. It is contemplated that the concepts of the present invention may be applied to other types of vehicles employing the similar transmission within the spirit and scope of this invention. Further “front” and “rear”, and “left” and “right” referred to in the ensuing description of the illustrated embodiment refer to front and rear, and left and right directions as seen from a rear portion of the two wheeled vehicle and looking forward.
• a longitudinal axis refers to a front to rear axis relative to the vehicle
• a lateral axis refers generally to a side to side, or left to right axis relative to the vehicle.
• the gear box provides various kind of gear ratio as per user requirement.
• the gearbox is like a machine having controlled application, various gears of different sizes, shafts etc.
• the gear box has multiple gear ratio with ability to switch between various speeds. There are many modes of switching like manually or automatically. It is known in the art (as shown in Fig. 1A) where cranking torque actuation device comprises the actuation shaft (701) which is connected to a ratchet mechanism (703a, 703b).
• the ratchet mechanism (703a, 703b) is mounted on the actuation shaft (701).
• the kick lever (707) When the kick lever (707) is actuated by foot of a rider, the ratchet (703a) moves and engages with kick starter gear (703b) having ratchet face, which meshes with the ratchet (703).
• the kick starter gear (703b) is operably connected to the crankshaft (700) via idler gear (704). Force from kick starter gear (703b) is transmitted to the idler gear (704), wherein said idler gear (704) is freely rotatably mounted on the drive shaft (706).
• the force is transmitted from the idler gear (704) to the crankshaft (700) via a gear pump oil drive (705), where gear pump oil drive (705) is mounted on the crankshaft (700).
• gear pump oil drive (705) is mounted on the crankshaft (700).
• a specified gear ratio is maintained to get desired torque to crank the powertrain.
• the return spring (702) withdraws the kick lever (707) to starting position.
• the idler gear (704) continuously rotates with the drive shaft (706) even after starting operation, this phenomenon of continuous rotation of the idler gear (704) results in excess wear, cost, higher inertia losses for the powertrain, and also require higher number of parts. Further any change in size of the idler gear (704) leads to rattling or winning noise. The rattling is caused due to more center distance between idler gear
• cranking actuation mechanism is disposed on the side of the magneto which enables the lubrication path to be routed through a bore passage passing through the crankshaft from the wet clutch side.
• Such powertrains typically have a dry magneto implemented on one side & this necessitates the kick start to be disposed on the opposite side in combination with a wet clutch to effectively lubricate the system as well as achieve compact width & packaging.
• cranking actuation mechanism on the side of the dry magneto which ideally would be preferable since it has an intermediate operation and it needs to disengage preferably through a lateral sliding movement.
• the cranking system will lead to a gap in the continuity of the crankshaft, thereby making it unviable to achieve lubrication & thus making it highly undesirable choice by design.
• achieving compact layout posed additional difficulties. Owing to the above conflicting challenges, manufacturers end up having a compromise of using an idle gear type starting torque mechanism incurring high cost and other drawbacks like excess inertia losses in powertrain owing to the compromise.
• the vehicles configured to have centrifugal clutch, said centrifugal clutch having clutch drum, so typically at 3,000 rpm (revolutions per minute) only a small portion of the centrifugal weights touch the clutch drum and the torque transmitted is small.
• the centrifugal clutch may slip over a wide rpm range, typically between 2,500 and 6,500 rpm for a 100-cc vehicle.
• the slipping range of the centrifugal clutch is very important as the centrifugal clutch is in the slipping mode frequently in slow corners or at the start of the vehicle. A broad slipping range results in loss of powertrain power in heat, excessive clutch wear and less efficient acceleration.
• the present invention relates to the starter torque actuation device.
• a foot pedal is disposed outwardly operable by the rider manually on the left side of the vehicle so this action rotates the operating lever which is connected to the exterior end of the actuation shaft, hence the force is transmitted from the actuation shaft to drive gear.
• the drive gear (preferably spur gear type) is in direct contact with the spur gear portion of idler gear.
• the idler gear is a hybrid type gear having spur gear portion and helical gear portions. The helical gear portion of idler gear being operatively associated with the helical gear portion of the ratchet gear.
• the ratchet gear is adopted to rotate about the axis of driven shaft with a predetermined movement when force is transmitted to the ratchet gear.
• the force from idle gear which is in helical - helical teeth meshing with the ratchet gear causes the ratchet gear to rotate which is resisted by guide spring.
• the guide spring resist the rotation of ratchet gear which makes the ratchet gear to move forward, resulting which the ratchet gear engages with the ratchet nut which is having complementary shaped ratchet portion.
• the ratchet gear substantially compresses an oil seal member which is disposed between driven shaft and ratchet nut.
• ratchet nut when ratchet nut is subjected to rotational force, it in turn rotates the crankshaft to crank the powertrain.
• the return biasing member withdraws the operating lever to starting position which creates a gap between the driven shaft and crankshaft.
• oil seal member configured to be disposed between the driven shaft and ratchet nut which ensures continuous lubrication, through a lubrication path, after disengagement of the ratchet gear and ratchet nut.
• the oil seal is so configured to circumscribe & form an enclosure sealing around a predetermined operative gap between the two torque transferring shafts such that it has adequate land to permit lateral movement of the actuation shaft drive shaft from the crankshaft after completing the cranking to successfully disengage the kick starting system/starter torque actuation mechanism while still enabling the lubrication oil from the oil pump which is typically disposed on the wet clutch side, to be supplied to the crankshaft & the crankpin thereby ensuring supply of lubrication to the critical areas which otherwise would run dry & fail in no time.
• Gears like the drive gear and the idler gear becomes stationary after kicking operation, that results in lower inertia losses for the powertrain thereby reducing the power consumption by the gears.
• the starting system can be actuated by an electrical device like a starter motor or an ISG (Integrated Starter Generator) or an ISS (Integrated Start Stop) device or the like.
• the current starting torque actuation system or device can be implemented in different types of powertrains e.g. IC engine, Hybrid etc. having a challenge of compact layout, torque transfer over intermittent intervals with continuous lubrication transfer across the same shaft axis while the torque transfer is disengaged.
• FIG. 1 illustrates a left side view of an exemplary two-wheeled type-through type vehicle, in accordance with an embodiment of present invention.
• the vehicle (100) has a mono-tube type frame assembly (102) extending from a front portion (F) to a rear portion (R) in a longitudinal axis (F-R) of the two wheeled vehicle (100), which acts as the skeleton for bearing the loads.
• the frame assembly (102) extends from a head tube (103) in the front portion (F) of the vehicle till the vehicle rear portion (R).
• a steering shaft (not shown) is inserted through the head tube (103) and a handle bar assembly (105) is pivotally disposed on it.
• the steering shaft is connected to a front wheel (104) by one or more front suspension(s) (106).
• a front fender (107) is disposed above the front wheel (104) for covering at least a portion of the front wheel (104).
• a fuel tank (115) is mounted on the downward portion of the frame assembly (102) and it is disposed in the front portion (F).
• the frame assembly (102) forms a substantially horizontal step-through portion (114) with a floorboard to enable step-through mounting of a rider and to assist in carrying heavy loads.
• the powertrain (101) is mounted on the frame assembly (102) below the step-through portion (114) forming a low slung powertrain mounting. As per an embodiment, the powertrain is a single speed transmission power unit.
• a piston axis of the engine is horizontal i.e. parallel to a longitudinal axis of the vehicle (100).
• a swing arm (108) is swingably connected to the frame assembly (102).
• a rear wheel (109) is rotatably supported by the swing arm (108).
• One or more rear suspension(s) (110) are connecting the swing arm (108) at an angle, to sustain both the radial and axial forces occurring due to wheel reaction, to the frame assembly (102).
• a rear fender (111) is disposed above the rear wheel (109).
• a seat assembly (112A, 112B) is disposed at a rear portion (R) of the step-through portion for seating of the rider.
• the seat assembly (112A, 112B) includes a rider seat (112A) and a pillion seat (112B). Further, the seat assembly (112) is positioned above the rear wheel (109). The vehicle is supported by a center stand (113) mounted to the frame assembly (102).
• the powertrain (101) is connected to the rear wheel (109) through a transmitting means, such as in the present embodiment sprockets (not shown) linked to each other through a chain drive.
• Fig. 2 illustrates the side view of the powertrain (101).
• the powertrain is made up of a cylinder head (202), cylinder block (203), crankcase (206) and a cylinder head cover (201).
• the crankcase (206) is made up RH crankcase (206R) (as shown in Fig 3), LH crankcase (206L), and a cover (204).
• the cover (204) is disposed on the left-hand side of the powertrain (101) adjacent to the LH crankcase (206L) and encloses a transmission assembly.
• the powertrain (101) includes an, an air intake system (not shown), an exhaust system (not shown), and a starter torque actuation device (A) using an operating lever (205) having foot pedal (207).
• FIG. 3 illustrates the cross-sectional view (X-X) of the powertrain (101) and a transmission assembly according to the embodiment of the present subject matter accompanied with a local isometric view.
• the powertrain (101) comprises a reciprocating piston (301) reciprocating within the cylinder block (203), and a rotatable crankshaft (302). Combustion occurs when air fuel mixture is burnt in the combustion chamber (303) which transfers the pressure created during combustion to the reciprocating piston (301).
• the reciprocating motion of the piston (301) is converted to the rotary motion of the crankshaft (302) by a connecting rod (304) through a slider crank mechanism.
• the rotary motion of the crankshaft (302) is transferred to an engine sprocket (not shown) through the transmission assembly and a gear train mechanism (317, 318).
• the powertrain (101) comprises the transmission assembly freely mounted on an extended portion of the LH crank shaft (302L).
• An output shaft (315) is disposed parallel to the crankshaft (302) towards the rear of the powertrain (101) and is supported by two roller bearings (316).
• a driving gear member (317) is freely mounted on the LH crank shaft (302L) obtaining rotary motion from the transmission assembly and this rotary motion is transferred to the driven gear (318).
• the driving gear member (317) is meshed with a first driven gear (318) mounted on said output shaft (315), and the transmission ratio between the driving gear member (317) and first driven gear (318) provides a gear ratio multiplication.
• One half of a crankshaft (302) juxtaposes outside the LH crankcase (206L) over which the transmission assembly is operably secured.
• the LH crankcase (206L) is completely enclosed on its sides except for relevant opening for accommodating the crankshaft (302) and the output shaft (315).
• the crankshaft (302) is configured to have an oil path.
• the transmission assembly includes a spring-loaded centrifugal clutch (319) fixedly attached to the LH crankshaft (302L) using fastening means.
• the RH crankcase (206R) encloses a dry magneto assembly (314) disposed on the right-hand side of the crankshaft (302).
• the dry magneto assembly (314) is configured to rotate along with the crankshaft (302) to generate power which recharges a battery (not shown).
• a centrifugal fan (not shown) is disposed in front of the magneto assembly (314) forming part of a cooling system to cool the powertrain (101).
• the centrifugal fan (not shown) rotates along with the crankshaft (302) and draws atmospheric air inside and circulates it throughout the interior portions of the shroud (not shown).
• the clutch member (319) i.e. centrifugal clutch (319) ensures that at low to idle speeds the power transmission from the powertrain (101) is disengaged to the rear wheel (109) (as shown in fig. 1) as spring loaded centrifugal shoe unit (not shown) fixedly attached to the LH crankshaft (302L) and capable of expanding and engaging with a clutch drum (319a) on rotation of the crankshaft (302) beyond a predetermined speed thereby rotating driving gear member (317).
• the driving gear member (317) is integrally formed with the clutch drum (319a) i.e. welded with the clutch drum (319a). It is contemplated that the driving gear member (317) could be a separate part connected to the clutch drum (319a). On attaining a certain rpm the driving gear member (317) rotates the first driven gear (318) which in turn rotates the rear wheel (109).
• the engine sprocket (not shown) is disposed outside the cover
• the engine sprocket (not shown) is internally splined and mounted on external splines on the end of the output shaft (315) juxtaposing outside the rear portion of the LH crankcase (206L).
• a chain (not shown) connects the engine sprocket to a corresponding wheel sprocket (not shown) on the rear wheel (109) (as shown in Fig. 1). This way rotary motion is transferred to the rear wheel (109).
• the final drive to the rear wheel (109) of the two wheeled vehicle is usually a positive drive such as sprocket and chain arrangement but includes other drive means also which is generally known in the art.
• a starter torque actuation device (A) configured to have a lubrication path attached to LH crankcase (206L), said starter torque actuation device (A) comprises a cover (204) configured to have the lubrication path (401, 402), and a actuation shaft
• the actuation shaft (305) configured to have a drive gear (306) disposed within said cover (204).
• the drive gear As per an embodiment, the drive gear
• a return biasing member (307) e.g. a torsional spring is provided within the cover (204) which is disposed about said actuation shaft (305). Said return biasing member (307) having an exterior end fixed to the cover (204) and an interior end connected to the drive gear (306) exerting a rewinding force on said actuation shaft (305).
• An idler shaft (308) disposed parallel to the actuation shaft (305). The idler shaft (308) is configured to have an idler gear (309) which is drivingly connecting the drive gear (306) and a axially movable ratchet gear (310). The ratchet gear (310) axially moveable on driven shaft (311).
• the driven shaft (311) configured to have the lubrication path (3 I IP).
• the drive gear (306) is mounted on the actuation shaft (305) which is drivingly connected to the idler gear (309).
• the idler gear (309) is mounted on the idler shaft (308).
• the idler gear (309) is integrated type hybrid gear having spur gear portion (309a) and helical gear portion (309b).
• the diameter of spur gear portion (309a) is smaller than the helical gear portion (309b) of the idler gear (309).
• the ratchet gear (310) is provided on the LH crank shaft (302L) and is adapted to transmit torque from the idler gear (309) to a ratchet nut (312).
• the ratchet gear (310) consists of two parts i.e. gear teeth on one side of an external radial portion and ratchet teeth on other side. As shown, the ratchet gear (310) has a helical gear portion (310a) that defines the receiving portion for receiving a force from helical gear portion (309b) of idler gear (309).
• the ratchet portion (310b) of ratchet gear (310) engages and rotates the ratchet nut (312) with force transmitted from the idler gear (309) to the ratchet gear (310).
• the ratchet nut (312) is fixedly mounted on LH crankshaft (302L).
• the ratchet nut (312) configured to have oil seal member (313) to provide leak proof lubrication from the driven shaft (311) to crankshaft (302) while enabling the starter system or device to run with dry lubrication.
• the word kick starter assembly has been interchangeably used for starter torque actuation device or system or cranking torque actuation device.
• the actuation device may run dry or with dry lubrication or with wet lubrication.
• a foot pedal (207) is disposed outwardly operable by the rider manually.
• the rider places his foot upon foot pedal (207) and applies force on the foot pedal (207) downwardly to initiate kicking operation, to crank the powertrain (101).
• This action rotates the operating lever (205) which is connected to the exterior end of the actuation shaft (305), hence the force is transmitted from the actuation shaft (305) to drive gear (306).
• the drive gear (306) is in direct contact with the spur gear portion (309a) of idler gear (309).
• the helical gear portion (309b) of idler gear (309) being operatively associated with the helical gear portion (310a) of the ratchet gear (310).
• the ratchet gear (310) configured to have recess or annular groove (310c) provision which acts as receiving portion for guide spring (321).
• the ratchet gear (310) is adopted to rotate about the axis of driven shaft (311) with a predetermined movement when force is transmitted to the ratchet gear (310).
• the guide spring (321) is configured to move within guide groove (not shown) where guide spring (321) guided by a guide groove is provided within cover (204).
• the guide groove (not shown) is integrated with the cover (204) itself as single casted member thereby enabling a laterally compact layout of the power unit.
• the resistance is produced by guide spring (321) in form of frictionally gripping on recess portion (310c) on ratchet gear (310).
• the guide spring (321) resist the rotation of ratchet gear (310) which makes the ratchet gear (310) to move forward, but on further force applied on operating lever (205) by the rider, the ratchet gear (310) rotates on its own axis, as the force applied overcomes the resistance of guide spring (321).
• the face width of helical gear portion (309b) of the idler gear (309) is larger than the helical gear portion (310a) of the ratchet gear (310).
• the force is continuously transmitted from helical gear portion (309b) of idler gear (309) to the helical gear portion (310a) of the ratchet gear (310) as both remains in a meshing relationship.
• the rotation of ratchet gear (310) occurs at extreme end of the driven shaft (311) which makes the ratchet gear (310) to engage with the ratchet nut (312) which is having complementary shaped ratchet portion (312a).
• the ratchet gear (310) compresses the oil seal member (313) which is disposed in the ratchet nut (312).
• an oil seal member (313) is disposed between the driven shaft (311) and ratchet nut (312) which ensures continuous & unhindered supply of lubrication after disengagement of the ratchet gear (310) and ratchet nut (312) from the starting drive shaft to the crankshaft area & its peripheral parts.
• FIG. 4 illustrates the cross-sectional perspective view of the powertrain (101) and a transmission assembly according to the embodiment of the present subject matter and a local enlarged view.
• the cylinder head (202) (as shown in fig. 2) houses various components such as camshafts (405), rocker arms (406) etc.
• the cylinder head (202) (as shown in fig. 2) components are synchronized using suitable camshaft transmission assembly which convert the movements of the crankshaft (302) to drive the camshaft (405).
• the camshaft transmission assembly includes cam chain (409), sprocket (410) which drives the camshaft (405) which in turn actuates at least one pair of rocker arms (406) supported on two rocker shafts respectively.
• the rocker arms (406) operate a sleeve each for each cylinder bore to open and close the inlet and exhaust apertures using valves (408) to access the common combustion chamber (303) (as shown in fig. 3).
• an oil sump (not shown) is provided for continuous lubrication and cooling, via.
• the lubrication and cooling of the piston (301), the plurality of piston cylinder wall and other parts of the powertrain (101) begins once an operation cycle of thermal energy conversion into mechanical energy begins. Once the operation cycle starts, rotation of the crankshaft (302) also starts.
• a gear oil pump drive (GOPD) (407) is mounted on crankcase (206) and the gear oil pump drive (GOPD) (407) are mated with an oil pump assembly (not shown). All above-mentioned parts are disposed on the LH crankshaft (302L). Due to rotation of the LH crankshaft (302L), the gear oil pump drive (GOPD) (407) starts rotating, since the gear oil pump drive (GOPD) (407) is in contact with the oil pump assembly (not shown) which results the movement of lubricant oil from sump (not shown) to lubricate and cool the clutch member (319) i.e.
• An oil reservoir (R) being formed by the cover (204) and the LH crankcase (206L) halves which are mated together.
• the oil pump (407a) draws the lubricating oil through inlet and into the filter housing, (not shown) where the oil is filtered in the filter housing (not shown) and then drawn into the oil pump (407a) through the pump shaft (not shown).
• the oil can be any lubricant & can also serve the function of being a coolant.
• oil & lubricant are used interchangeably.
• Said lubrication path includes a first distributor passage (401), a second distributor passage (402), a third distributor passage (3 I IP), and fourth distributor passage (302P).
• the first distributor passage (401) formed within cover (204) to continuously receive oil from the reservoir (R); said first distributor passage (401) extends from reservoir (R) to connect with the second distributor passage (402). Further the second distributor passage (402) receives oil from the first distributor passage (401).
• the second distributor passage (402) feeds lubricant / oil to the third distributor passage (3 I IP) via cross hole (404).
• the third distributor passage (3 I IP) is formed within driven shaft (311) which extends from the cross hole (404) to connect with the fourth distributor passage (302P).
• the fourth distributor passage (302P) is formed within the crankshaft (302) to feed oil to the crankpin.
• Said fourth distributor passage (302P) includes plurality of holes.
• the plurality of holes includes at least one ejection hole (404a), at least one injection hole (404b) and at least one oil hole (404c) in radial direction.
• the no gap situation between crankshaft (302) and driven shaft (311) after kicking operation is maintained because of oil seal member (313).
• the Oil seal member (313) is subjected to partial desirable compression during kicking operation.
• the oil is ejected from the ejection holes (404a) to the centrifugal clutch (319).
• the oil is purified through clutch member (319) i.e.
• centrifugal clutch (319) member as it works like centrifugal separator.
• the blur or dirt particles are accumulated on one side of centrifugal clutch (319).
• the purified oil thereafter flows into crankshaft (302) through injection holes (404b), where the oil is fed to the crank pin to cool the piston (301), piston rings (403) etc.
• an oil hole (404c) is provided to lubricate a bearing / bush (320).
• the centrifugal clutch (319) is disengaged when the powertrain (101) is running at idle speed such that the crankshaft (302) does not rotate at engine idle. When the engine speed is increased to a predetermined speed, the centrifugal clutch (319) engages to drive the crankshaft (302).
• the clutch drum (319a) is disposed over the inner rotor and is supported on the crankshaft (302) by bearings. With an increase in the engine speed, a corresponding centrifugal force of the centrifugal weights eventually bend the centrifugal weights outward until they frictionally engage the clutch drum (319a) and is connected to the powertrain (101).
• the driving gear member (317) is operatively connected to driven gear (318). Therefore, for centrifugal clutch (319), the clearance between the centrifugal weights i.e.
• the clutch drum (319a) determines the engine speed at which the centrifugal weights engage the clutch drum (319a) and allows the powertrain (101) to reach sufficiently high speed (and therefore power) before the centrifugal clutch (319) engages.
• a typical centrifugal clutch (319) at low rpm only a small portion of the centrifugal weights touches the clutch drum (319a) and the torque transmitted is small.
• the centrifugal clutch (319) may slip over a wide range, typically between 2,500 and 6,500 rpm in an embodiment.
• the slipping range of the centrifugal clutch (319) is very important as the centrifugal clutch (319) is in the slipping mode frequently in slow corners or at the start of the vehicle (100).
• a broad slipping range results in loss of engine power in heat, excessive clutch wear and less efficient acceleration. This heat generation leads to more temperature inside the crankcase (206) which further leads to less durability of parts.
• the lubrication path (401, 402, 3 I IP, 302P) ensures lubrication to bush (320) and crankshaft (302) mounted zone.
• the present subject matter assures the shorter path for lubrication because the lubrication path (401, 402, 3 I IP, 302P) is positioned in proximity to the oil sump (not shown).

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• 2020
  • 2020-06-16 CN CN202080044287.1A patent/CN113994086B/zh active Active
  • 2020-06-16 EP EP20742512.5A patent/EP3987168A2/de active Pending
  • 2020-06-16 WO PCT/IN2020/050531 patent/WO2020255162A2/en unknown

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