Horizontally opposed internal combustion engine for motorcycle

Abstract

The present invention relates to a motorcycle internal combustion engine transmission system, comprising a parallel main shaft, a secondary shaft and a first shift rod shaft, wherein the first end of the secondary shaft serves as the power output end of the internal combustion engine, and the first shift rod shaft is connected to the shift drum through a ratchet mechanism; the secondary shaft is arranged along the front-to-back direction of the vehicle body, the output shaft is perpendicular to the secondary shaft, and after the internal combustion engine is installed in place on the vehicle body, the output shaft is parallel to the driving shaft of the driving wheel; the first end of the output shaft is connected to the first end of the secondary shaft through a first reversing gear set, the second end of the output shaft is connected to the first end of the driving shaft, and the driving wheel is fixed to the second end of the driving shaft; and also includes a second shift rod shaft, the second shift rod shaft is arranged perpendicular to the first shift rod shaft, and the second shift rod shaft is connected to the first shift rod shaft through a shift rod and a shift block. The above scheme can advance the reversal of the transmission direction from the output end of the internal combustion engine to the driving wheel, and reduce the torque on the reversing gear set.

Description

Technical Field

[0001] The invention relates to the technical field of horizontally opposed internal combustion engines, and in particular to a horizontally opposed internal combustion engine for motorcycles. Background Art

[0002] Internal combustion engines are mainly divided into two types according to the arrangement of the cylinders: straight row (abbreviated as L) and transverse row (abbreviated as H). In between the two is the V-shaped arrangement. The transverse row internal combustion engine is also called the horizontally opposed internal combustion engine. The pistons of the horizontally opposed internal combustion engine are evenly arranged on both sides of the crankshaft and move left and right in the horizontal direction. The overall height of the internal combustion engine is reduced, the length is shortened, the center of gravity of the vehicle is lowered, and the vehicle runs more smoothly. The internal combustion engine is installed on the center line of the vehicle. The torques generated by the pistons on both sides offset each other, greatly reducing the vibration of the vehicle during driving, greatly increasing the engine speed, and reducing noise.

[0003] Conventional horizontally opposed internal combustion engines for motorcycles in the prior art include a main shaft and a secondary shaft arranged horizontally, wherein one end of the secondary shaft is exposed outwardly as a power output shaft of the internal combustion engine. After the horizontally opposed internal combustion engine is installed on the motorcycle, the main shaft and the secondary shaft are installed along the front-to-back direction of the motorcycle body, and the internal combustion engine is generally located at the front of the body, and the rear wheel of the motorcycle serves as a driving wheel. Figure 1 The schematic diagram of the transmission structure between the horizontally opposed internal combustion engine and the driving wheel in the prior art is as follows: when the piston reciprocates in the cylinder, the connecting rod drives the crankshaft to rotate, the crankshaft drives the main shaft of the clutch, and the main shaft drives the secondary shaft to output power. The secondary shaft 12 of the horizontally opposed internal combustion engine 1 is perpendicular to the driving shaft 32 of the driving wheel 31, the output end of the secondary shaft 12 of the internal combustion engine is connected to the transmission shaft 2 through a gear set, the transmission shaft 2 is parallel to the secondary shaft 12, and the rear end of the transmission shaft 2 is connected to the driving shaft 32 of the driving wheel after the bevel gear set is reversed. In this structure, the transmission ratio in the transmission direction of the transmission shaft increases geometrically, and the bevel gear at the rear end of the transmission shaft bears a large torque, so a large gear needs to be used. On the one hand, the large gear occupies a large space, and on the other hand, the gear has been damaged due to the large load. At the same time, the cost required to set the transmission shaft is also high, which increases the production cost of the whole vehicle.

[0004] In addition, in a motorcycle with a horizontally opposed internal combustion engine, the shift lever shaft, main shaft (input shaft), and secondary shaft (output shaft) in the internal combustion engine are arranged in parallel. After being installed on the motorcycle body, the secondary shaft is arranged along the front and rear direction of the body. Therefore, it is convenient for the driver to step on the shift lever from the side of the body to drive the shift lever shaft to rotate to achieve gear shifting operations. It is necessary to improve the setting of the shift lever shaft so that it can drive the rotation of the rear ratchet mechanism and subsequent mechanisms after reversing at the input end. Summary of the invention

[0005] In order to solve the above problems, the purpose of the present invention is to provide a horizontally opposed internal combustion engine for a motorcycle, which can advance the reversing of the transmission direction from the output end of the internal combustion engine to the drive wheel, reduce the torque exerted on the reversing gear set, and add a reversing structure at the input end of the gear lever shaft.

[0006] A horizontally opposed internal combustion engine of a motorcycle comprises a main shaft, a secondary shaft and a first shift lever shaft which are parallel to each other, wherein the first end of the secondary shaft serves as the power output end of the internal combustion engine, and the first shift lever shaft is connected to a shift drum through a ratchet mechanism; the secondary shaft is arranged along the front-rear direction of a vehicle body, and comprises an output shaft, the output shaft is perpendicular to the secondary shaft, and after the internal combustion engine is installed in place on the vehicle body, the output shaft is parallel to the driving shaft of a driving wheel; the first end of the output shaft is transmission-connected to the first end of the secondary shaft through a first reversing gear set, the second end of the output shaft is transmission-connected to the first end of the driving shaft, and the driving wheel is fixed to the second end of the driving shaft;

[0007] It also includes a second shift lever shaft, which is arranged perpendicular to the first shift lever shaft, one end of the second shift lever shaft is connected to the shift lever, and the other end of the second shift lever shaft is provided with a shift rod; the first shift lever shaft is provided with a shift block, the shift rod is connected to the shift block, and the rotation of the second shift lever shaft drives the shift rod to shift the shift block, and the shift block drives the first shift lever shaft to rotate around its axis.

[0008] Preferably, the second end of the output shaft and the first end of the drive shaft are connected via a transmission mechanism of one or more levels, wherein the transmission mechanism is a chain transmission mechanism or a belt transmission mechanism, wherein the chain transmission mechanism comprises a chain and a sprocket set; the belt transmission mechanism comprises a belt and a pulley set.

[0009] Preferably, the drive shaft and the output shaft of the drive wheel are located on the same side of the vehicle body.

[0010] Preferably, the first end of the secondary shaft and the first end of the output shaft are located inside the internal combustion engine casing, and the second end of the output shaft is exposed from the internal combustion engine casing.

[0011] Preferably, the first reversing gear set is a bevel gear set.

[0012] Preferably, the shift rod is arranged radially along the second shift rod shaft, a first connecting hole is provided on the second shift rod shaft, and the shift rod is connected to the first connecting hole by interference fit.

[0013] Preferably, a return mechanism is provided on the first shift lever shaft, and the return mechanism includes an elastic member. The rotation of the first shift lever shaft drives the elastic member to undergo elastic deformation.

[0014] Optionally, the elastic member is a spring.

[0015] Optionally, one end of the shift rod is a ball head structure, a spherical groove is formed on the shift block, and the ball head structure of the shift rod is located in the spherical groove.

[0016] Optionally, it is characterized in that the shift rod and the shift block are kept against each other.

[0017] The present invention adopts the above structure, and sets an output shaft perpendicular to the secondary shaft. The output shaft is used as the final power output end of the internal combustion engine. Compared with the prior art scheme of transmission through the transmission shaft and reversing through the bevel gear set at the rear end of the transmission direction of the transmission shaft, the reversing can be advanced. Since the output shaft and the drive shaft of the driving wheel are in the same direction, other transmission structures can be used in addition to the transmission shaft to achieve the power transmission of the two. Therefore, the first reversing gear set used for reversing is subjected to less torque and load, is not easy to be damaged, and can use a smaller gear set, which is conducive to saving costs and reducing losses. In addition, the first shift lever shaft can be arranged in the original shift lever shaft mode, and the ratchet mechanism, shift drum, etc. at its transmission rear end can also be arranged in the original mode. By adding a second shift lever shaft at the front end of the first shift lever shaft in the transmission direction, reversing is achieved on the second shift lever shaft. The structure is simple and suitable for motorcycles with horizontally opposed internal combustion engines. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a schematic diagram of the power transmission structure from the horizontally opposed internal combustion engine to the driving wheels of a motorcycle in the prior art;

[0019] Figure 2 It is a structural schematic diagram (cross-sectional view) of the horizontally opposed internal combustion engine of the present application;

[0020] Figure 3 This is a schematic diagram of the power transmission structure from the secondary shaft to the driving wheel of the present application;

[0021] Figure 4 A schematic diagram of a modified example of the power transmission structure from the secondary shaft to the driving wheel of the present application;

[0022] Figure 5 It is a schematic diagram of another modified example of the power transmission structure from the secondary shaft to the driving wheel of the present application;

[0023] Figure 6 This is a schematic diagram of the connection structure between the first shift lever shaft and the second shift lever shaft of the present application.

[0024] Reference numerals:

[0025] Horizontally opposed internal combustion engine 1, main shaft 11, secondary shaft 12, clutch 13, crankshaft 14, piston 15, transmission shaft 2, drive wheel 31, drive shaft 32, output shaft 41, first reversing gear set 42, chain 433, small sprocket 431, large sprocket 432, small pulley 441, large pulley 442, belt 443, connecting shaft 45, first shift lever shaft 51, shift rod 511, second shift lever shaft 52, shift block 521, elastic member 522. DETAILED DESCRIPTION

[0026] The embodiments of the present invention are described in detail below.

[0027] like Figure 2 The schematic diagram of a motorcycle internal combustion engine transmission system of this embodiment, the internal combustion engine in this embodiment is a horizontally opposed internal combustion engine 1, the internal combustion engine includes a horizontally arranged main shaft 11 and a secondary shaft 12, after the internal combustion engine is installed in place on the motorcycle, the main shaft 11 and the secondary shaft 12 are arranged along the front and rear direction of the vehicle body, the structure and working principle between the main shaft 11 and the secondary shaft 12 are conventional motorcycle horizontally opposed engines, and will not be described in detail here. The key point of the improvement disclosed in this disclosure lies in the transmission structure between the secondary shaft 12 and the motorcycle drive wheel 31.

[0028] Combination Figure 3-5 The internal combustion engine transmission system of the motorcycle of this embodiment includes an output shaft 41, the output shaft 41 is perpendicular to the secondary shaft 12, and after the internal combustion engine is installed in place on the vehicle body, the output shaft 41 is parallel to the drive shaft 32 of the drive wheel 31; the first end of the output shaft 41 is connected to the first end of the secondary shaft 12 through the first reversing gear set 42, the second end of the output shaft 41 is connected to the first end of the drive shaft 32, and the drive wheel 31 is fixed to the second end of the drive shaft 32. Through the above-mentioned output shaft 41, the reversal can be advanced, and because the output shaft 41 and the drive shaft 32 of the drive wheel 31 are in the same direction, other transmission structures can be used in addition to the transmission shaft 2 to achieve the power transmission of the two. Therefore, the first reversing gear set 42 for reversing is subjected to less torque and load, is not easy to be damaged, and can use a smaller gear set, which is conducive to saving costs and reducing losses. Optionally, the first reversing gear set 42 is a bevel gear set, and the transmission direction can be simply changed through the bevel gear set.

[0029] In this embodiment, the first end of the secondary shaft 12 and the first end of the output shaft 41 are located inside the internal combustion engine housing, and the second end of the output shaft 41 is exposed from the internal combustion engine housing. In this arrangement, the second end of the output shaft 41 is used as the power output end of the internal combustion engine, and only the second end of the output shaft 41 is exposed from the internal combustion engine housing to drive other mechanisms. The structure is simple and convenient for connection with other mechanisms.

[0030] Preferably, the drive shaft 32 of the drive wheel 31 is located on the same side of the vehicle body as the output shaft 41. Specifically, the first end of the drive shaft 32 and the second end of the output shaft 41 are located on the same side of the vehicle body, making the transmission structure from the internal combustion engine to the drive wheel 31 more compact, which is conducive to reducing the required installation space.

[0031] In a preferred embodiment, if Figure 3 As shown, the output shaft 41 and the drive shaft 32 are connected by a chain sprocket group transmission. The second end of the output shaft 41 and the first end of the drive shaft 32 are respectively provided with sprockets, and the two sprockets are driven by a chain 433, so as to realize the power transmission from the output shaft 41 to the drive shaft 32. In this embodiment, the chain 433 is used for transmission. Compared with the scheme of using the transmission shaft 2 in the prior art, the use cost and manufacturing cost of the sprocket chain structure are lower, which is conducive to reducing the manufacturing cost of the vehicle. In addition, in the embodiment, the sprocket on the output shaft 41 is a small sprocket 431, and the sprocket of the drive shaft 32 is a large sprocket 432. Since the sprocket on the drive shaft 32 is located at the rear end of the transmission direction, the force it receives is greater than that of the sprocket of the output shaft 41. Therefore, according to the above arrangement, the strength and operation stability of the overall transmission structure can be guaranteed. And as an optional embodiment, the first reversing gear set 42 adopts a bevel gear set.

[0032] As a variation, Figure 4 As shown, the output shaft 41 and the drive shaft 32 are connected by belt transmission. The second end of the output shaft 41 and the first end of the drive shaft 32 are respectively provided with pulleys, and the two pulleys are driven by a belt 443, so as to realize the power transmission from the output shaft 41 to the drive shaft 32. The use of belts and pulleys for transmission has the advantages of lower use cost and manufacturing cost, which is conducive to reducing the manufacturing cost of the vehicle compared with the solution of using the transmission shaft 2 in the prior art. Since the pulley on the drive shaft 32 is located at the rear end of the transmission direction, the force it receives is greater than that of the pulley on the output shaft 41. Therefore, in the embodiment, the pulley on the output shaft 41 is a small pulley 441, and the pulley on the drive shaft 32 is a large pulley 442.

[0033] As another variation, more than one transmission mechanism is set between the output shaft 41 and the drive shaft 32, and each transmission mechanism adopts chain drive and belt drive respectively. That is to say, the transmission mechanisms above the one level can all be chain transmission mechanisms, or all be belt transmission mechanisms, or chain drive and belt drive can be used in combination, wherein the size specifications of the two sprockets or pulleys in the transmission mechanism of the same level can be set in a way that the front is small and the back is large. Alternatively, since the transmission path of each level is relatively short, the pulleys or sprockets in the transmission path of the same level can adopt the same size specifications. Figure 5 The figure shows a specific implementation method of the output shaft 41 and the drive shaft 32 through the cooperation of the primary belt drive and the primary chain drive. Figure 5As shown, a connecting shaft 45 is provided between adjacent two-stage transmission mechanisms. A pulley is provided on the transmission shaft 2, a pulley and a sprocket are provided on the connecting shaft 45, the pulley on the transmission shaft 2 and the pulley on the connecting shaft 45 are connected by a belt 443, a sprocket is provided on the driving shaft 32 of the driving wheel 31, and the sprocket on the connecting shaft 45 and the sprocket on the driving shaft 32 are connected by a chain 433.

[0034] The shifting structure of the horizontally opposed internal combustion engine in this embodiment is further described below. Figure 6 As shown, the horizontally opposed internal combustion engine 1 of this embodiment includes a first shift lever shaft 51 parallel to the main shaft and the secondary shaft, and the first shift lever shaft 51 is connected to the shift drum through a ratchet mechanism; it also includes a second shift lever shaft 52, and the second shift lever shaft 52 is perpendicularly arranged to the first shift lever shaft 51, one end of the second shift lever shaft 52 is connected to the shift lever, and the other end of the second shift lever shaft 52 is provided with a shift rod 511; the first shift lever shaft 51 is provided with a shift block 521, and the shift rod 511 is connected to the shift block 521, and the rotation of the second shift lever shaft 52 drives the shift lever 511 to shift the shift block 521, and the shift block 521 drives the first shift lever shaft 51 to rotate around its axis.

[0035] The above-mentioned shift mechanism operates as follows: the external shift lever drives the second shift lever shaft 52 to rotate, and the second shift lever shaft 52 drives the shift lever 511 thereon, and the shift lever 511 shifts the shift block 521 to one side; the shift block 521 drives the first shift lever shaft 51 to rotate, and the first shift lever shaft 51 drives the ratchet mechanism to rotate the shift drum at a specific angle. A groove of a special shape is formed on the shift drum, and one end of the shift fork slides with the groove of the shift drum. As the shift drum rotates, the shift fork drives the shift fork to slide along the groove. The change in the curvature of the groove forces the shift fork to move. The other end of the shift fork is connected to the sliding gear, so that the rotation of the shift drum will drive the sliding gear to translate to switch the meshing state with the free gear on the countershaft, and output with different transmission ratios to achieve shifting.

[0036] In this embodiment, the first shift lever shaft 51 and the second shift lever shaft 52 are perpendicular to each other, the shift lever 511 is arranged along the radial direction of the second shift lever shaft 52, and the shift block 521 is arranged along the radial direction of the first shift lever shaft 51, so that the first shift lever shaft 51 and the second shift lever shaft 52 can be switched by the cooperation of the shift block 521 and the shift lever 511. In addition, the cooperation structure of the shift lever 511 and the shift block 521 does not form a self-locking for the first and second shift lever shafts relative to the reversal of the gear set, which is conducive to the first and second shift lever shafts returning to the normal position after the gear shift is completed.

[0037] Preferably, a first connecting hole is provided on the second shift lever shaft 52, and the shift rod 511 is connected to the first connecting hole by interference fit. By means of interference fit, there is no need to additionally set a connecting piece between the shift lever 511 and the second shift lever shaft 52, and the overall structure is more concise and the connection structure is reliable. As an optional embodiment, one end of the shift lever 511 is a ball head structure, and a spherical groove is formed on the shift block 521, and the ball head structure of the shift lever 511 is located in the spherical groove. Through the cooperation of the ball head and the spherical groove, the shift lever 511 and the shift block 521 can always be connected. In another optional embodiment, the shift lever 511 and the shift block 521 are kept in contact with each other, and the two are in contact and matched, and the connection structure is simple, and the transmission between the shift lever 511 and the shift block 521 can also be realized.

[0038] The first shift lever shaft 51 is provided with a return mechanism, which includes an elastic member 522. The first shift lever shaft 51 rotates to drive the elastic member 522 to undergo elastic deformation. After the external force acting on the shift lever is removed, the return force of the elastic member 522 drives the first shift lever shaft 51, the second shift lever shaft 52 and the shift lever to return to the original position. Optionally, a spring is used as the elastic member 522, and the number and elastic coefficient of the required springs can be selected according to actual needs.

[0039] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A horizontally opposed internal combustion engine of a motorcycle, comprising a main shaft, a secondary shaft and a first shift lever shaft parallel to each other, wherein the first end of the secondary shaft serves as the power output end of the internal combustion engine, and the first shift lever shaft is connected to the shift drum through a ratchet mechanism; the secondary shaft is arranged along the front-rear direction of the vehicle body, characterized in that: The output shaft comprises an output shaft, the output shaft is perpendicular to the countershaft, and after the internal combustion engine is installed in place on the vehicle body, the output shaft is parallel to the driving shaft of the driving wheel; the first end of the output shaft is transmission-connected to the first end of the countershaft through a first reversing gear set, the second end of the output shaft is transmission-connected to the first end of the driving shaft, and the driving wheel is fixed to the second end of the driving shaft; It also includes a second shift lever shaft, which is arranged perpendicular to the first shift lever shaft, one end of the second shift lever shaft is connected to the shift lever, and the other end of the second shift lever shaft is provided with a shift rod; the first shift lever shaft is provided with a shift block, the shift rod is connected to the shift block, and the rotation of the second shift lever shaft drives the shift rod to shift the shift block, and the shift block drives the first shift lever shaft to rotate around its axis.

2. A horizontally opposed internal combustion engine for a motorcycle according to claim 1, characterized in that: The second end of the output shaft and the first end of the drive shaft are connected through one or more transmission mechanisms, wherein the transmission mechanism is a chain transmission mechanism or a belt transmission mechanism, wherein the chain transmission mechanism includes a chain and a sprocket set; the belt transmission mechanism includes a belt and a pulley set.

3. The horizontally opposed internal combustion engine of a motorcycle according to claim 1, characterized in that: The drive shaft of the drive wheel and the output shaft are located on the same side of the vehicle body.

4. The horizontally opposed internal combustion engine for a motorcycle according to claim 1, characterized in that: The first end of the secondary shaft and the first end of the output shaft are located inside the internal combustion engine housing, and the second end of the output shaft is exposed from the internal combustion engine housing.

5. The horizontally opposed internal combustion engine of a motorcycle according to claim 1, characterized in that: The first reversing gear set is a bevel gear set.

6. The horizontally opposed internal combustion engine for a motorcycle according to claim 1, characterized in that: The shift rod is arranged radially along the second shift rod shaft, a first connecting hole is arranged on the second shift rod shaft, and the shift rod is connected to the first connecting hole by interference fit.

7. The horizontally opposed internal combustion engine for a motorcycle according to claim 1, characterized in that: The first shift lever shaft is provided with a return mechanism, and the return mechanism includes an elastic member. The rotation of the first shift lever shaft drives the elastic member to undergo elastic deformation.

8. The horizontally opposed internal combustion engine for a motorcycle according to claim 7, characterized in that: The elastic member is a spring.

9. The horizontally opposed internal combustion engine for a motorcycle according to claim 1, characterized in that: One end of the shifting rod is a ball head structure, a spherical groove is formed on the shifting block, and the ball head structure of the shifting rod is located in the spherical groove.

10. The horizontally opposed internal combustion engine for a motorcycle according to claim 1, characterized in that: The lever and the block remain in contact with each other.

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