200537045 玫、發明說明： 【發明所屬之技術領域】 本發明係關於一種速克達機車的動力單元，特別地指 一種大排氣量引擎曲軸之動力經一次減速傳動後透過主軸 之一端傳送至皮帶變速機構，以使傳動箱及皮帶變速機構 達到小型化的目的。 【先前技術】 習知應用在速克達機車上之大排氣量引擎’例如第1 及2圖所示，該速克達機車（S)，係於座墊（P)下方設置 一動力單元（1)，並於座墊（P)與動力單元（1)之間設 置收納箱（L )，該動力單元（1 )主要包括：一引擎（1 0 )、 一曲軸（11)，該曲軸（11)之一端伸設在曲軸箱（12)外 側；一傳動箱（20 )，一端連接在曲軸箱（12 )外側，該傳 動箱（20)內具有一皮帶變速機構（T)，其包含有一主動 盤（21)、一被動盤（23)及一 V型皮帶（24)，該主動盤 (21 )軸樞在曲軸（11 )之外側端，該傳動箱（20 )另一 端包含有一輸出軸（22)，並軸樞一被動盤（23); 一 ¥型 皮帶（24)，環繞在主動盤（21)與被動盤（23)上；及’ 一齒輪箱（30)，包含有多數個齒輪（31)介於輸出軸（22) 與後輪軸（40 )之間。如此，引擎（1〇 )之動力直接經由 曲軸（1 1 )延伸而出的軸部傳送到傳動箱（20 )’並藉由傳 動箱（20)內的皮帶變速機構（T)將動力經由輸出軸（22 ) 傳遞至齒輪箱（3 0 )，再經由後輪軸（4〇 )帶動後輪（4 1 ) 轉動。 一 5 - 200537045 上述動力單元（1)的整體減速比爲皮帶變速機構（Τ) 的減速比與齒輪箱（3 0 )的減速比之乘積，並由於上述大 排氣量引擎（10)由曲軸（11)輸出之動力較大，若直接 經由曲軸（1 1 )延伸出的軸部，將大動力傳送到傳動箱（20 ) 內的皮帶變速機構（Τ )，勢必導致皮帶變速機構（Τ)必須 搭配較大的主動盤（21)及被動盤（23)，而相對地造成整 組皮帶變速機構（Τ )及傳動箱（20 )大型化之缺點。 【發明內容】 φ 因鑑於上述習知技術中的問題，本發明之主要目的即 在提供一種速克達機車的動力單元，其引擎曲軸之動力輸 出經一次減速傳動機構減速後，透過一主軸之一端傳送至 傳動箱內之皮帶變速機構，可使傳動箱及皮帶變速機構小 型化。 爲了達成上述目的，本發明之動力單元主要具有一引 擎、一皮帶變速機構以及一齒輪組等；其中，該引擎之曲 鲁 軸箱內設置有一曲軸及一主軸，該曲軸與主軸之一端分別 貫穿該曲軸箱，並各自地延伸有一軸部在曲軸箱外側，且_ 於該曲軸的軸部與主軸的軸部間設置有一次減速傳動機 構，並透過該主軸另一端傳送動力至皮帶變速機構，再由 該皮帶變速機構將動力傳送至齒輪組。 根據本發明，該引擎曲軸之動力經一次減速傳動機構 減速後，將動力傳遞至傳動箱內之皮帶變速機構，可使皮 一 6 - 200537045 帶變速機構之主動盤及被動盤的盤徑小型化，相對地也使 動力單元之傳動箱小型化。 根據本發明，該一次減速傳動機構，包含有一較小輪 徑之鏈輪固定在曲軸之軸部上，及另一較大輪徑之鏈輪固 定在主軸之軸部上，兩者之間藉由一無聲鏈條傳動所構成， 故傳動時可降低傳動噪音。此爲本發明次一目的。 根據本發明，由於該皮帶變速機構之主動盤及被動盤 的盤徑減小後’可選擇較小型的V型皮帶，並且因爲該皮 帶變速機構的減速比減小，而可使皮帶變速機構的耐久性 提升，此爲本發明再一目的。 【實施方式】 首先說明，本發明速克達機車的動力單元，係一種大 排氣量引擎搭配皮帶變速機構之速克達型機車，該速克達 機車之動力單元係設置在座墊下方，並於該座墊與該動力 單元之間隔著有一收納箱，上述構造與習知技術相同，故 不另外繪製圖示。以下，將配合實施例對本發明之技術特 點作進一步地說明，該實施例僅爲較佳的範例並非用來限 定本發明之實施範圍，謹藉由參考附圖結合下列詳細說明 而獲致最好的理解。 請參考第3圖，該動力單元100,基本上由一引擎iOi、 一皮帶變速機構200及一齒輪組31〇等所構成。該引擎ι〇1， 一端包含有一對汽缸110及燃燒室120，另一端形成有一曲 軸箱1 3 0 ;—對活塞1 1 1，分別設置在汽缸1 1 〇中用以進行 往復運動；一曲軸131，設置在曲軸箱130中，並包含有一 200537045 對曲軸銷132; —對連桿112,介於該活塞111與該曲軸131 之間’其一端分別樞接在活塞1 1 1上，另一端各別地樞接 在曲軸銷132上，用以將該等活塞111之往復運動轉換成 曲軸1 3 1之旋轉運動。 本發明不同之處在於，在該曲軸箱130之一側覆設有 一曲軸箱蓋133，並在此曲軸箱蓋133與曲軸箱130之間形 成有一收容室140;上述該曲軸131之一端，穿過曲軸箱130 延伸有一軸部131a在此收容室140中；及，一主軸150， 包含有第一端150a及第二端150b，分別軸支在曲軸箱130 上並位於曲軸131之旁側，該第一端150a亦即爲主軸150 之軸部，被設置在該收容室140中，該第二端15 0b並朝曲 軸箱130另一方向外側延伸。——次減速傳動機構141，設 置在該收容室140中，其包含有第一鏈輪142及第二鏈輪 143，該第一鏈輪142固定在該曲軸131之軸部131a上， 及第二鏈輪143固定在該主軸150第一端15 0a上，亦即爲 主軸150之軸部上；其中，第一鏈輪142的輪徑小於第二 鏈輪143的輪徑，亦即爲第一鏈輪142的齒數少於第二鏈 輪143的齒數；另外，一鏈條144，例如無聲鏈條等，環繞 在該第一鏈輪142及第二鏈輪143上傳動，用以使第一鏈 輪142之轉速遞減地傳送到第二鏈輪143上。 一傳動箱160，一端承接在一次減速傳動機構141相 對側的曲軸箱130外側上，並收容上述該主軸150第二端 15 0b，該傳動箱160另一端則朝向後輪方向延伸。一皮帶 變速機構200,設置在此傳動箱160中，係由一主動盤210、 200537045 一被動盤230、一輸出軸240及一 V型皮帶250等所構成； 該主動盤2 1 0，由可變換間距之兩側盤所組成，係由一螺絲 220鎖付在主軸150第二端15 Ob之端部上；該被動盤230, 同樣由可變換間距之兩側盤所組成，設在位於主軸1 50相 對側之傳動箱160中，並經由螺固件鎖付在該輸出軸240 之一端；該V型皮帶250,環繞在該主動盤210及被動盤230 上，用以將來自主軸150之動力依外界負荷變化而自動調 整該輸出軸240之扭力輸出。一齒輪箱300，具有齒輪組 3 10，介於傳動箱160與後輪軸400之間，一端承接在位於 被動盤23 0相對側之該輸出軸240上，該輸出軸240之端 部上設有一齒輪311與該齒輪箱300之齒輪組310嚙合， 及最終齒輪312固定在後輪軸400上，用以帶動後輪軸400 驅動後輪410轉動。 根據本發明，該動力單元1〇〇之整體減速比爲一次減 速傳動機構141的減速比、皮帶變速機構200的減速比、 齒輪箱300的減速比等三者之乘積，故，當齒輪箱300內 齒輪組310的減速比爲不變時，該引擎101之曲軸131之 動力經由一次減速傳動機構141減速後，使皮帶變速機構 2 00的減速比得以變小，當皮帶變速機構200的減速比變小 後，就可使皮帶變速機構200之主動盤210及被動盤230 的盤徑減小，而相對地也使動力單元1〇〇之傳動箱160及 皮帶變速機構2〇〇小型化。並且，由於該皮帶變速機構200 之主動盤210及被動盤230的盤徑減小，降低減速比後’ 並由一螺絲220將主動盤210鎖付在主軸150第二端150b 101 110 120 130 133 140 200537045 之端部上，而能增加主動盤210的鎖付扭力 小型的V型皮帶250傳動，同時使皮帶變速 久性提升等。 綜上所述，本發明速克達機車的動力單 新穎、進步且具產業利用性之發明。 以上，僅爲本發明的較佳實施例，並不視 實施範圍；即，不偏離本發明申請專利範圍戶/ 化與修飾，應仍屬本發明之涵蓋範圍。 【圖式簡單說明】 第1圖爲習知技術，顯示一種大排氣量5 第2圖爲第1圖所示速克達機車之動力 意圖。 第3圖爲本發明速克達機車的動力單元 示意圖。 元件符號對照表： 100 ····本發明動力單元 ··.·引擎 …·汽缸 1 1 1…·活塞 1 12…·連桿 ….燃燒室 …·曲軸箱 131…·曲軸 132 ....曲 …曲軸箱蓋 131a…·軸部 ····收容室 141 .... 一次減速傳動機構 …第一鏈輪 143….第二鏈輪 ，及可選用較 機構2 0 0的耐 元，確實爲一 Ϊ限本發明的 :作之均等變 .速克達機車 .元之平面示 施例之平面 軸銷 142 200537045 144 . ···鏈 條 150. ·· ·主 軸 1 5 0 a…·第 一 端/軸部 1 50b…·第二端 160 . ·.·傳 動 箱 200 ... •皮 帶變速機 構 210 . .· ·主 動 盤 220 ... •螺 絲 2 3 0 . ·.·被 動 盤 240 ... •輸 出軸 25 0 . ·· ·ν 型 皮帶 300 • · · · 齒輪箱 310 . ·· •齒 輪 組 3 11 ... •齒 輪 31 2 ....齒輪 400 . .··後 輪 軸 410 ... •後 輪200537045 Description of the invention: [Technical field to which the invention belongs] The present invention relates to a power unit of a speed locomotive, in particular to the power of a large-displacement engine crankshaft, which is transmitted to the belt through one end of the main shaft after a deceleration transmission. Transmission mechanism to reduce the size of the transmission box and belt transmission mechanism. [Prior art] A conventional large-displacement engine used on a Scooter locomotive is shown in Figures 1 and 2. The Scooter locomotive (S) is provided with a power unit under the seat cushion (P). (1), and a storage box (L) is provided between the seat cushion (P) and the power unit (1), the power unit (1) mainly includes: an engine (1 0), a crankshaft (11), the crankshaft (11) One end extends out of the crankcase (12); a transmission box (20), one end is connected to the outside of the crankcase (12), the transmission box (20) has a belt transmission mechanism (T), which contains There is a driving plate (21), a passive plate (23) and a V-belt (24). The driving plate (21) is pivoted at the outer end of the crankshaft (11). The other end of the transmission box (20) contains an output A shaft (22) and a passive disk (23); and a ¥ -shaped belt (24) surrounding the active disk (21) and the passive disk (23); and a gear box (30), including a majority Each gear (31) is between the output shaft (22) and the rear wheel shaft (40). In this way, the power of the engine (10) is directly transmitted to the transmission box (20) 'through the shaft portion extended from the crankshaft (1 1), and the power is output through the belt transmission mechanism (T) in the transmission box (20). The shaft (22) is transmitted to the gear box (30), and then the rear wheel (4 1) is driven to rotate through the rear wheel shaft (40). 5-200537045 The overall reduction ratio of the above power unit (1) is the product of the reduction ratio of the belt transmission mechanism (T) and the reduction ratio of the gearbox (30), and because the large displacement engine (10) is driven by the crankshaft (11) The output power is large. If the power is directly transmitted to the belt transmission mechanism (T) in the transmission box (20) through the shaft portion extending from the crankshaft (1 1), it will inevitably lead to the belt transmission mechanism (T). Larger active disks (21) and passive disks (23) must be matched, which relatively causes the disadvantages of the large size of the entire belt transmission mechanism (T) and the gearbox (20). [Summary of the Invention] In view of the problems in the above-mentioned conventional technology, the main purpose of the present invention is to provide a power unit of a speed locomotive. The belt transmission mechanism transmitted from one end to the transmission box can miniaturize the transmission box and the belt transmission mechanism. In order to achieve the above object, the power unit of the present invention mainly includes an engine, a belt transmission mechanism, a gear set, and the like; among them, a crankshaft of the engine is provided with a crankshaft and a main shaft, and one end of the crankshaft and the main shaft penetrates through The crankcase each has a shaft portion extending outside the crankcase, and a primary reduction transmission mechanism is provided between the shaft portion of the crankshaft and the shaft portion of the main shaft, and transmits power to the belt transmission mechanism through the other end of the main shaft, The belt transmission mechanism transmits power to the gear set. According to the present invention, after the power of the engine crankshaft is decelerated by a deceleration transmission mechanism, the power is transmitted to a belt transmission mechanism in the transmission case, which can reduce the diameter of the PHI-6-200537045 active and passive disks with the transmission mechanism. Relatively, the transmission box of the power unit is also miniaturized. According to the present invention, the one-speed reduction transmission mechanism includes a sprocket with a smaller wheel diameter fixed on the shaft portion of the crankshaft, and another sprocket with a larger wheel diameter fixed on the shaft portion of the main shaft. It is composed of a silent chain transmission, so the transmission noise can be reduced during transmission. This is a secondary object of the present invention. According to the present invention, a smaller V-belt can be selected after the diameters of the active and passive disks of the belt transmission mechanism are reduced, and because the reduction ratio of the belt transmission mechanism is reduced, the Improved durability, which is another object of the present invention. [Embodiment] First, the power unit of the speed locomotive of the present invention is a speed locomotive with a large displacement engine and a belt transmission mechanism. The power unit of the speed locomotive is arranged under the seat cushion. There is a storage box between the seat cushion and the power unit. The above structure is the same as the conventional technology, so it is not drawn separately. In the following, the technical features of the present invention will be further explained in conjunction with an embodiment. This embodiment is only a good example and is not intended to limit the scope of the present invention. The best results will be obtained by reference to the drawings and the following detailed description. understanding. Referring to FIG. 3, the power unit 100 is basically composed of an engine iOi, a belt transmission mechanism 200, and a gear set 31. The engine ι01 includes a pair of cylinders 110 and a combustion chamber 120 at one end, and a crankcase 130 is formed at the other end; a pair of pistons 1 1 1 are respectively arranged in the cylinder 1 1 10 for reciprocating motion; a crankshaft 131 is provided in the crankcase 130 and includes a 200537045 pair of crank pins 132;-a pair of connecting rods 112 between the piston 111 and the crankshaft 131 ', one end of which is pivotally connected to the piston 1 1 1 and the other end The crank pins 132 are respectively pivoted to convert the reciprocating motion of the pistons 111 into the rotational motion of the crankshaft 131. The present invention is different in that a crankcase cover 133 is provided on one side of the crankcase 130, and a receiving chamber 140 is formed between the crankcase cover 133 and the crankcase 130; A shaft portion 131a extends through the crankcase 130 in the receiving chamber 140; and, a main shaft 150 includes a first end 150a and a second end 150b, which are respectively supported on the crankcase 130 and located beside the crankshaft 131, The first end 150a, which is the shaft portion of the main shaft 150, is disposed in the accommodation chamber 140, and the second end 150b extends outward in the other direction of the crankcase 130. -The secondary reduction transmission mechanism 141 is disposed in the accommodation chamber 140 and includes a first sprocket 142 and a second sprocket 143. The first sprocket 142 is fixed on the shaft portion 131a of the crankshaft 131, and the first Two sprocket wheels 143 are fixed on the first end 150a of the main shaft 150, that is, the shaft portion of the main shaft 150; wherein the wheel diameter of the first sprocket 142 is smaller than that of the second sprocket 143, that is, the first The number of teeth of a sprocket 142 is less than that of the second sprocket 143. In addition, a chain 144, such as a silent chain, is driven around the first and second sprockets 142 and 143 to make the first chain The rotation speed of the wheel 142 is transmitted to the second sprocket 143 in a decreasing manner. A transmission case 160 is received at one end on the outside of the crank case 130 on the opposite side of the primary reduction transmission mechanism 141, and houses the second end 150b of the main shaft 150, and the other end of the transmission case 160 extends toward the rear wheel. A belt transmission mechanism 200 is provided in the transmission box 160 and is composed of a driving plate 210, 200537045, a passive plate 230, an output shaft 240, and a V-belt 250. The driving plate 2 1 0 is composed of The two sides of the changing pitch are composed of a screw 220 locked on the end of the second end 15 Ob of the main shaft 150; the passive plate 230 is also composed of two sides of the changing pitch and is located on the main shaft The transmission box 160 on the opposite side of 150 is locked at one end of the output shaft 240 by a screw; the V-belt 250 is wound around the driving plate 210 and the passive plate 230 to transfer the power from the main shaft 150 The torque output of the output shaft 240 is automatically adjusted according to the external load change. A gear box 300 having a gear set 3 10 is interposed between the transmission box 160 and the rear wheel shaft 400, and one end thereof is received on the output shaft 240 located on the opposite side of the driven plate 230, and an end of the output shaft 240 is provided with a The gear 311 is meshed with the gear set 310 of the gear box 300, and the final gear 312 is fixed on the rear wheel shaft 400 to drive the rear wheel shaft 400 to drive the rear wheel 410 to rotate. According to the present invention, the overall reduction ratio of the power unit 100 is the product of the reduction ratio of the primary reduction transmission mechanism 141, the reduction ratio of the belt transmission mechanism 200, and the reduction ratio of the gear box 300. Therefore, when the gear box 300 When the reduction ratio of the internal gear set 310 is constant, the power of the crankshaft 131 of the engine 101 is decelerated through the primary reduction transmission mechanism 141 to reduce the reduction ratio of the belt transmission mechanism 200. When the reduction ratio of the belt transmission mechanism 200 is reduced, After being smaller, the disk diameters of the active disk 210 and the passive disk 230 of the belt transmission mechanism 200 can be reduced, and the transmission case 160 of the power unit 100 and the belt transmission mechanism 200 can be miniaturized relatively. In addition, since the diameters of the driving plate 210 and the passive plate 230 of the belt transmission mechanism 200 are reduced, the reduction ratio is reduced, and the driving plate 210 is locked on the second end of the main shaft 150 by a screw 220b 101 110 120 130 133 140 200537045 on the end, and a small V-belt 250 transmission that can increase the locking torque of the drive plate 210, and at the same time make the belt speed change longer. In summary, the power sheet of the speed locomotive of the present invention is a novel, progressive, and industrially applicable invention. The above are only the preferred embodiments of the present invention, and do not consider the scope of implementation; that is, without departing from the scope of the patent application of the present invention, modifications and modifications should still fall within the scope of the present invention. [Brief description of the drawings] Fig. 1 is a conventional technique, showing a large displacement 5; Fig. 2 is a power intention of a Scooter locomotive shown in Fig. 1. Fig. 3 is a schematic diagram of a power unit of a speed locomotive of the present invention. Component symbol comparison table: 100 ... Power unit of the present invention ... Engine ... 1 1 1 ... Piston 1 12 ... Connecting rod ... Combustion chamber ... crank case 131 ... crank 132 ... Curve ... Crankcase cover 131a ... Shaft section ... Receiving room 141 ... One-speed reduction transmission mechanism ... First sprocket 143 ... Second sprocket, and optional Nylon than mechanism 200 It is indeed a limitation of the present invention: the equal change is made. The speed of the locomotive. The plane of the Yuan shows the plane pin 142 200537045 144 of the embodiment. ··· Chain 150. ··· Spindle 1 5 0 a ... First end / shaft part 1 50b ... · Second end 160 ... · Transmission box 200 ... • Belt transmission mechanism 210 ..... · Driver 220 ... • Screw 2 3 0 ... 240 ... • Output shaft 25 0. ·· · ν belt 300 • · · · Gear box 310. · · • Gear set 3 11 ... • Gear 31 2 .... Gear 400 ... Axle 410 ... • Rear wheel
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