WO2009055974A1 - Système de distribution de puissance d'un moteur à combustion interne - Google Patents

Système de distribution de puissance d'un moteur à combustion interne Download PDF

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Publication number
WO2009055974A1
WO2009055974A1 PCT/CN2007/003174 CN2007003174W WO2009055974A1 WO 2009055974 A1 WO2009055974 A1 WO 2009055974A1 CN 2007003174 W CN2007003174 W CN 2007003174W WO 2009055974 A1 WO2009055974 A1 WO 2009055974A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
camshaft
internal combustion
power distribution
combustion engine
Prior art date
Application number
PCT/CN2007/003174
Other languages
English (en)
Chinese (zh)
Inventor
Michel Marqueton
Original Assignee
Zheng, Ling
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zheng, Ling filed Critical Zheng, Ling
Publication of WO2009055974A1 publication Critical patent/WO2009055974A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/026—Gear drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/024—Belt drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B67/00—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for
    • F02B67/04—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2810/00—Arrangements solving specific problems in relation with valve gears
    • F01L2810/02—Lubrication

Definitions

  • the present invention relates to a piston type internal combustion engine, and more particularly to a power distribution system for a piston type internal combustion engine. Background technique
  • a four-stroke internal combustion engine typically includes a cylinder, a crank linkage mechanism, a crankshaft flywheel assembly, and a valve train.
  • the fuel and air enter the gas rainbow through the intake valve at a certain ratio.
  • the ignition combustion becomes heat energy, and the high temperature and high pressure generated by the burned gas acts on the top of the piston to push the piston directly.
  • the connecting rod connects the piston and the crankshaft, converts the linear motion of the piston into the rotational motion of the crankshaft, and directly distributes the power generated by the engine through the crankshaft.
  • a flywheel is arranged at one end of the crankshaft to transmit power to the clutch to drive the vehicle to move.
  • the crankshaft timing gear is disposed at the other end of the crankshaft, and is connected to the camshaft gear on the camshaft by a belt or a chain to control the opening and closing of the valve.
  • a belt or a chain drive there are deficiencies.
  • the chain is constantly rubbed during the transmission and meshing with the gears, which tends to cause wear and tear, which causes the power distribution to change, deviating from the originally set distribution ratio. If a belt drive is used, the belt is required to have a sufficient width to transmit the required torque, which increases the width of the engine block, making the vehicle in which the engine unit is mounted, particularly the body of the motorcycle, more cumbersome. Summary of the invention
  • the present invention provides an internal combustion engine power distribution system that utilizes a tandem gear set to achieve power distribution, capable of withstanding shock and friction at high speeds, and can make the engine width smaller.
  • the present invention has been achieved by the following technical solutions.
  • An internal combustion engine power distribution system includes an engine and a tandem gear set, wherein the engine includes a crankshaft, a crankshaft gear, a camshaft, and a camshaft gear; the tandem gear set includes a main drive gear, a secondary drive gear, and at least one intermediate a gear, the main transmission gear and the auxiliary transmission gear are coaxial, the main transmission gear and the crank gear are meshingly connected, one side of the intermediate gear is meshed with the auxiliary transmission gear, and the other side is The camshaft gears are meshed with the connection.
  • crank gear and the camshaft gear are located on the same side of the engine.
  • the internal combustion engine power distribution system further includes a drive spindle, the main drive gear and the secondary drive gear being located on the drive spindle and on the same side of the drive spindle.
  • An external clutch system is connected to one end of the transmission spindle.
  • the camshaft gear includes a first camshaft gear and a second camshaft gear, and the first camshaft gear and the second camshaft gear are in meshing engagement.
  • the internal combustion engine power distribution system further includes an intermediate shaft including a first intermediate gear and a second intermediate gear on the intermediate shaft, the first intermediate gear and the secondary transmission gear being meshingly coupled.
  • An igniter or a generator is also mounted on the intermediate shaft.
  • the intermediate gear further includes a third intermediate gear that is meshingly coupled to the second intermediate gear and the camshaft gear, respectively.
  • the crank gear transmits the power generated by the engine to the main transmission gear, and the main transmission gear drives the main transmission shaft and the coaxial auxiliary transmission gear to move.
  • the main drive shaft is connected to the external clutch system to achieve the movement of the motor vehicle.
  • the auxiliary transmission gear drives the camshaft gear movement through the intermediate gear to control the opening and closing of the valve.
  • the present invention realizes power transmission by using a cascade gear set, and power distribution is realized on the main transmission gear, so that the power distribution system can withstand the impact and friction caused by high speed, and the engine width is also smaller.
  • FIG. 1 is a schematic structural view of an embodiment of a power distribution system for an internal combustion engine of the present invention.
  • Figure 2 is a cross-sectional view taken along the line D-D of the embodiment of the power distribution system for an internal combustion engine of the present invention. detailed description
  • a preferred embodiment of the internal combustion engine power split system of the present invention includes an engine and a cascade gear set.
  • the engine includes a crankshaft 1, a connecting rod 2, a piston 3, a first camshaft gear 41, and a second camshaft gear 42.
  • crankshaft gear (not shown) is located on one side of the engine crankshaft 1.
  • the first camshaft gear 41 and the second camshaft gear 42 respectively control the intake and exhaust valves of the engine, and the meshing connection between the first camshaft gear 41 and the second camshaft gear 42 is the same as that of the crankshaft gear side.
  • the tandem gear set includes a main drive gear 51, a counter drive gear 52, and an intermediate gear.
  • the main drive gear 51 and the auxiliary drive gear 52 are located on the main drive shaft 5 and on the main drive shaft 5 The same side.
  • the main drive gear 51 is meshed with the crank gear.
  • One end of the main drive shaft 5 is connected to a clutch (not shown).
  • the intermediate gear includes a first intermediate gear 61, a second intermediate gear 62, and a third intermediate gear 7, wherein the first intermediate gear 61 and the second intermediate gear 62 are located on the intermediate shaft 6.
  • the first intermediate gear 61 and the secondary transmission gear 52 are meshingly coupled, and the second intermediate gear 62 and the third intermediate gear 7 are meshingly coupled.
  • the third intermediate gear 7 and the first camshaft 41 are in meshing connection.
  • An igniter or generator can be placed on the intermediate shaft 6.
  • the combustion gas pushes the piston 3 downward, and the force is transmitted to the crankshaft 1 through the connecting rod 2, which drives the crank gear to rotate, thereby driving the main transmission gear 51 meshing with the crank gear.
  • the main transmission gear 51 simultaneously drives the main transmission shaft 5 and the auxiliary transmission gear 52 of the same shaft to rotate, and a part of the energy of the 4 bar is output to the clutch through the main transmission shaft 5 to drive the motor vehicle to move.
  • the auxiliary transmission gear 52 drives the first intermediate gear 61 to rotate, and the second intermediate gear 62 coaxial with the first intermediate gear 61 rotates accordingly, and then the third intermediate gear 7 is moved.
  • the third intermediate gear 7 drives the first camshaft gear 41 to move, and the second camshaft gear 42 meshed with the first camshaft gear 41 also moves.
  • the intermediate gear and the auxiliary transmission gear 52 Through the transmission of the intermediate gear and the auxiliary transmission gear 52, another portion of the energy transmitted on the main transmission gear 51 is transmitted to the first camshaft gear 51 and the second camshaft gear 52 for controlling the intake and exhaust valves. Open and close.
  • the invention applies the tandem gear set to realize the power transmission of the engine, and is more capable of withstanding the impact and friction caused by the high linear speed than the belt or the chain.
  • all of the gears in the preferred embodiment of the invention are located on the same side of the engine and the crankshaft width is correspondingly reduced.
  • Mounting the present invention on a motorcycle can make the body of the motorcycle slimmer and reduce the common weight ratio of the motorcycle head. During the running of the motorcycle, the air resistance is reduced and the forward speed will be Faster. At the same time, when the motorcycle turns, it can have a larger tilt angle and can get closer to the ground.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Gear Transmission (AREA)
  • Structure Of Transmissions (AREA)

Abstract

L'invention concerne un système de distribution de puissance d'un moteur à combustion interne, le système comprenant un moteur et un ensemble d'engrenages en série, l'ensemble d'engrenages en série comprenant un engrenage d'entraînement principal (51), un engrenage d'entraînement auxiliaire (52) et au moins un engrenage intermédiaire (61, 62, 7). Un engrenage de vilebrequin transmet une puissance générée par un moteur à l'engrenage d'entraînement principal (51), et la puissance de l'engrenage d'entraînement principal (51) est distribuée.
PCT/CN2007/003174 2007-10-31 2007-11-09 Système de distribution de puissance d'un moteur à combustion interne WO2009055974A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN200710031174.4 2007-10-31
CNA2007100311744A CN101424214A (zh) 2007-10-31 2007-10-31 内燃机动力分配系统

Publications (1)

Publication Number Publication Date
WO2009055974A1 true WO2009055974A1 (fr) 2009-05-07

Family

ID=40590520

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2007/003174 WO2009055974A1 (fr) 2007-10-31 2007-11-09 Système de distribution de puissance d'un moteur à combustion interne

Country Status (2)

Country Link
CN (1) CN101424214A (fr)
WO (1) WO2009055974A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1474672A (en) * 1974-01-24 1977-05-25 Tatra Np Camshaft gear drive of an internal combustion engine
US4563985A (en) * 1983-03-15 1986-01-14 Dr. Ing. H.C.F. Porsche Aktiengesellschaft Cam shaft drive of an internal combustion engine
JPH03260303A (ja) * 1990-03-09 1991-11-20 スズキ株式会社 Ｖ型エンジンのカム軸駆動機構
EP1048824A2 (fr) * 1999-04-29 2000-11-02 Volkswagen Aktiengesellschaft Moteur à combustion interne avec entraínement frontal aux roues dentées
CN1928328A (zh) * 2006-09-18 2007-03-14 陈维加 便携式发电机的发动机装置

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2808472B2 (ja) * 1990-03-09 1998-10-08 スズキ株式会社 Ｖ型エンジンのカム軸駆動機構

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1474672A (en) * 1974-01-24 1977-05-25 Tatra Np Camshaft gear drive of an internal combustion engine
US4563985A (en) * 1983-03-15 1986-01-14 Dr. Ing. H.C.F. Porsche Aktiengesellschaft Cam shaft drive of an internal combustion engine
JPH03260303A (ja) * 1990-03-09 1991-11-20 スズキ株式会社 Ｖ型エンジンのカム軸駆動機構
EP1048824A2 (fr) * 1999-04-29 2000-11-02 Volkswagen Aktiengesellschaft Moteur à combustion interne avec entraínement frontal aux roues dentées
CN1928328A (zh) * 2006-09-18 2007-03-14 陈维加 便携式发电机的发动机装置

Also Published As

Publication number Publication date
CN101424214A (zh) 2009-05-06

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