Air compressor power take-off structure on engine and rear engine

Abstract

The invention relates to the field of engines, and particularly discloses an air compressor power take-off structure on an engine and a rear engine, and the air compressor power take-off structure comprises an air compressor mounted on an engine shell; the power take-off unit is in power connection with the engine; and the air compressor is in power connection with the power take-off unit through the transmission unit. According to the scheme, the power take-off unit directly takes off power from an engine of the motor tricycle, the transmission unit transmits part of power into the air compressor, part of power of the engine of the motor tricycle is applied to the air compressor, and the air compressor can be matched with a refrigerating and heating system in the motor tricycle, so that the power of the engine of the motor tricycle is fully utilized; the air compressor is integrally installed on the engine, the space occupied by the power take-off unit, the transmission unit, the air compressor and the refrigerating and heating system in the motor tricycle can be reduced, the mass of the power take-off unit, the transmission unit, the air compressor and the refrigerating and heating system can be reduced, and the influence on fuel economy and controllability of the motor tricycle is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of engines, and in particular to an air compressor power take-off structure on an engine and a rear-mounted engine. Background Art

[0002] The design and purpose of three-wheeled motorcycles are usually different from ordinary cars. They are more used to transport goods or as a simple means of transportation rather than to provide a comfortable riding environment, so most three-wheeled motorcycles are not equipped with air conditioning; however, with the development of technology and people's increasing demand for comfort, some manufacturers have begun to equip some high-end three-wheeled motorcycles with air-conditioning systems to improve the riding comfort of three-wheeled motorcycles.

[0003] Therefore, at present, three-wheeled vehicles generally use a separate air-conditioning system installed on the three-wheeled motorcycle, but the independent air-conditioning system will increase the overall weight of the three-wheeled motorcycle, which may have a certain impact on the fuel economy and handling of the three-wheeled motorcycle; the independent air-conditioning system and its related equipment need to occupy a certain space, which may reduce the storage space or passenger space inside the vehicle; at the same time, the installation of an independent air-conditioning system may require complex modification and wiring work, which not only increases the difficulty of installation, but may also affect the appearance and safety of the vehicle, and the purchase and installation costs are also relatively high. Summary of the invention

[0004] In view of the deficiencies in the prior art, the present invention provides an air compressor power take-off structure on an engine and a rear-mounted engine to solve the problem that an independent air-conditioning system will increase the overall weight of a three-wheeled motorcycle, which in turn will easily have a certain impact on the fuel economy and maneuverability of the three-wheeled motorcycle.

[0005] In order to achieve the above object, the basic scheme of the present invention is as follows: an air compressor power take-off structure on an engine, comprising:

[0006] An air compressor mounted on the engine casing;

[0007] A power take-off unit connected to the engine power;

[0008] The transmission unit and the air compressor are power-connected to the power take-off unit through the transmission unit.

[0009] The technical principle of the present invention is as follows: the power take-off unit directly takes power from the engine of the three-wheeled motorcycle, the transmission unit transmits this part of the power to the air compressor, and part of the power of the three-wheeled motorcycle engine is applied to the air compressor. The air compressor can cooperate with the cooling and heating system in the three-wheeled motorcycle, so that the power of the three-wheeled motorcycle engine is fully utilized; at the same time, since the air compressor is integrated and installed on the engine, the air compressor can supply energy to the cooling and heating system in the three-wheeled motorcycle, so that the structure of the air-conditioning system in the three-wheeled motorcycle of this scheme is more compact, and the space and mass occupied by the power take-off unit, the transmission unit, the air compressor and the cooling and heating system in the three-wheeled motorcycle of this scheme can be reduced, and the impact on the fuel economy and controllability of the three-wheeled motorcycle is reduced.

[0010] Furthermore, the power take-off unit comprises:

[0011] A start-stop speed regulating transmission unit connected to the crankshaft power of the engine;

[0012] The output wheel is coaxially and fixedly connected with the power output end of the start-stop speed regulating transmission unit, and the output wheel is connected with the power of the transmission unit.

[0013] Through the above settings, the start-stop speed control transmission unit can control the start and stop of power taking and the output speed of the output wheel when taking power, thereby controlling the power input of the air compressor, thereby achieving the purpose of controlling the opening, closing and starting of the cooling and heating system and the cooling and heating intensity, making the state control of the air compressor convenient and reliable.

[0014] Furthermore, the transmission unit comprises:

[0015] An input wheel, the input wheel is coaxially fixedly connected to the power input end of the air compressor;

[0016] The transmission belt is tensioned and wound around the input wheel disc and the output wheel disc.

[0017] Through the above arrangement, the input wheel can cooperate with the output wheel and the transmission belt to achieve stable transmission of power, and through the arrangement of the transmission belt, the installation position of the air compressor on the engine is easier to adjust, thereby allowing the air compressor to be installed more compactly on the engine.

[0018] Furthermore, it also includes an installation unit, which includes:

[0019] A plurality of fixed connection blocks, which are fixedly mounted on the outer wall of the air compressor, and are provided with a plurality of first connection holes which can be connected to the outer wall of the engine, and the fixed connection blocks are located in the middle of the air compressor;

[0020] The mounting connecting plate is in a "Z" shape, one end of the mounting connecting plate is against the outer wall of the engine, and the other end of the mounting connecting plate is against the side of the fixed connecting block close to the outer wall of the engine. A second mounting hole that can overlap and be connected to the first connecting hole of the fixed connecting block is provided on the end of the mounting connecting plate close to the fixed connecting block, and a third mounting hole that can be connected to the engine is provided on the end of the mounting connecting plate close to the engine.

[0021] Through the above-mentioned arrangement, the fixed connecting block can cooperate with the mounting connecting plate, so that the outer wall of the air compressor is supported by the mounting connecting plate and stably installed on the outer wall of the engine, and the fixed connecting block can be directly installed in cooperation with the outer wall of the engine, so that the circumference of the air compressor can be stably connected and installed with the outer wall of the engine; at the same time, the "Z"-shaped mounting connecting plate can be accurately installed in cooperation with the outer wall of the engine and the fixed connecting block, so that the mounting connecting plate is in a relatively staggered state at the installation position when it is installed through the second mounting hole and the third mounting hole, which is more convenient for installation and the installation efficiency can be improved.

[0022] Furthermore, the start-stop speed regulation transmission part is a magnetic steel.

[0023] Through the above-mentioned arrangement, it is possible to conveniently control the start and stop of power take-off and the speed of the output of the power output end of the magnetic steel during power take-off by controlling the magnetic steel. The power take-off of the crankshaft can be precisely controlled, and the magnetic steel is also very accurate in power output, which can transmit power to the input wheel with low energy consumption.

[0024] The present invention is also intended to provide a rear-mounted engine, comprising an engine body and an engine housing, and further comprising:

[0025] An air compressor power take-off structure on an engine;

[0026] A differential body, the differential body being drivingly connected to an engine body;

[0027] A differential case, the end face of the differential case is connected to the end face of the engine case, the differential body is located between the differential case and the engine case, one end of the differential body passes through the differential case for power output, and the other end of the differential body passes through the engine case for power output;

[0028] The air compressor power take-off structure is installed on the engine body, engine housing and differential housing.

[0029] The technical principle of the present invention is: after the differential case and the engine case are connected, the differential body can be integrated and installed between the differential case and the engine case, so that the power transmission between the differential body and the engine body is more direct, and the power loss between the differential body and the engine body can also be reduced, so that the power output at both ends of the differential body is more direct and powerful, thereby improving the transmission efficiency of kinetic energy.

[0030] Furthermore, the air compressor is located between the output wheel disc and the differential body, and the end of the mounting connecting plate close to the engine is connected to the differential housing, and the rest of the fixed connecting block is connected to the engine housing;

[0031] The middle part of the installation connecting plate is in a vertical state, the second installation hole vertically penetrates the upper end of the installation connecting plate, and the third installation hole vertically penetrates the lower end of the installation connecting plate.

[0032] Through the above arrangement, the air compressor can be installed and arranged more compactly between the output wheel and the differential body, which can prevent the air compressor and the input wheel from interfering with the output of the kinetic energy of the differential body, making the installation arrangement of the transmission unit, the mounting unit and the power take-off unit more reasonable; at the same time, the middle part of the installation connecting plate can provide more firm support for the air compressor, so that the air compressor can be installed in conjunction with the engine housing and the differential housing, thereby enhancing the integration between the transmission unit, the mounting unit and the power take-off unit and the engine housing and the differential housing.

[0033] Further, the engine body comprises:

[0034] An input shaft, wherein an input gear is provided on the input shaft;

[0035] A driving shaft, on which a plurality of driving gears are arranged, one of which is meshed with the input gear;

[0036] A driven shaft, the end of which is provided with a locking gear and a plurality of driven gears that can mesh with the driving gear;

[0037] A shift shaft, one end of which is provided with a shift operating unit, and a middle portion of which is provided with a plurality of shift fork structures for controlling the meshing of the driving gear and the driven gear;

[0038] An output shaft is provided with an output gear which is connected to the driven shaft power, and the output shaft is connected to the differential body power.

[0039] Through the above arrangement, the crankshaft output power in the engine drives the input shaft to rotate, and the input gear on the input shaft meshes with the driving gear on the driving shaft, driving the driving shaft to rotate. At this time, the driver controls the shift fork structure through the shift operating part on the shift shaft to drive the driving gear on the driving shaft to mesh with the driven gear on the driven shaft to achieve shifting and power transmission. The driven shaft transmits power to the output gear on the output shaft, and the output gear drives the output shaft to rotate. The output shaft transmits power to the differential body, and the left end of the differential body transmits power to the rear of the three-wheeled motorcycle. The left wheel on the side of the three-wheeled motorcycle is connected to the right wheel on the rear side of the three-wheeled motorcycle, and the right end of the differential body transmits power to the right wheel on the rear side of the three-wheeled motorcycle. During this process, the power of the engine is accurately and completely transmitted to the rear wheel of the three-wheeled motorcycle; when the air compressor power take-off structure on the engine is started, the magnetic steel is started by the controller, and part of the power on the engine crankshaft is transmitted to the output wheel disc through the magnetic steel on the right side, and the remaining power output at the crankshaft is still used to drive the engine body and the differential body, so that the movement of the three-wheeled motorcycle is not affected, and the driving comfort in the cab of the three-wheeled motorcycle is significantly improved.

[0040] Furthermore, an anti-skid structure is also included, and the anti-skid structure includes:

[0041] An adjusting ring is coaxially fixedly mounted on an end of the shift shaft away from the shift operating portion;

[0042] A positioning shaft, one end of which is fixedly connected to the engine housing, and the axis of the positioning shaft is parallel to the axis of the shift shaft;

[0043] A locking plate, wherein a hinge hole is provided in the middle of the locking plate for the positioning shaft to pass through one end away from the engine housing, a mounting hole is provided at one end of the locking plate for rotationally connecting with the outer wall of the adjusting ring, and a meshing tooth that can mesh with the locking gear is provided on the other end of the locking plate; a locking separation adjustment part is provided between the locking plate and the adjusting ring for controlling the meshing tooth to mesh or separate with the locking gear.

[0044] Through the above arrangement, when the three-wheeled motorcycle is parked on a slope, the driver controls the shift shaft to rotate forwardly through the shift operating part on the shift shaft, and the shift shaft drives the adjusting ring on the front end to rotate synchronously, and the locking separation adjusting part controls the end of the locking plate close to the adjusting ring to rotate forwardly, so that the end of the locking plate close to the locking gear is close to the locking gear, and the meshing teeth on the locking plate are meshed with the locking gear, thereby locking the locking gear to achieve locking of the driven shaft, making the three-wheeled motorcycle less likely to slide when parked on a slope, thereby improving the safety of the three-wheeled motorcycle parking on the slope; conversely, the meshing teeth on the locking plate are separated from the locking gear, and the driven shaft can rotate normally; in the above process, the shifting operation of the shift shaft is coordinated with the locking operation of the locking gear, and the slope parking operation of the three-wheeled motorcycle is also simple, reliable and highly integrated.

[0045] Further, the locking and separation adjustment unit includes:

[0046] A first flange, the first flange is fixedly arranged on the outer wall of the adjusting ring;

[0047] The second flange is fixedly arranged in the mounting hole of the locking plate, and the second flange can be abutted against the top end of the first flange. The first flange is provided with a separation groove for the second flange to be embedded; when the adjusting ring is rotated until the second flange abuts against the top end of the first flange, the meshing teeth engage and lock with the locking gear; when the adjusting ring is rotated until the second flange abuts against the inner wall of the separation groove, the meshing teeth separate from the locking gear.

[0048] The first flange on the adjusting ring is pressed against the second flange, and the second flange on the adjusting ring is pressed against the second flange. The first flange lifts the second flange, so that the end of the locking plate close to the adjusting ring is relatively far away from the locking gear and is lifted and approaches the positioning shaft, so that the middle part of the locking plate rotates relative to the positioning shaft, and the lower end of the locking plate approaches the locking gear of the driven shaft, thereby making the meshing teeth on the locking plate mesh with the locking gear. The positioning shaft, the second flange, the first flange and the separation groove are precisely matched, so that the meshing teeth and the locking gear can be accurately positioned or separated. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] Figure 1 This is a schematic structural diagram of the axial direction of the air compressor power take-off structure on an engine in Example 1 of the present invention.

[0050] Figure 2 This is an exploded view of the axial direction of the air compressor power take-off structure on an engine in Example 1 of the present invention.

[0051] Figure 3 for Figure 2 Enlarged view of the central power take-off unit.

[0052] Figure 4 This is a schematic diagram of the structure of a rear engine shaft side direction in Example 2 of the present invention.

[0053] Figure 5 This is an exploded view of a rear engine shaft side direction in Example 2 of the present invention.

[0054] Figure 6 for Figure 5 A magnified view of the middle anti-skid structure.

[0055] In the above drawings: engine 1, air compressor 2, fixed connection block 211, first connection hole 221, installation connection plate 231, third installation hole 241, input wheel disc 22, power take-off unit 23, output wheel disc 24, magnet 25, engine housing 31, outer cover 311, left case 312, right case 313, right case cover 314, input shaft 321, input gear 322, driving shaft 323, driving gear 324, driven shaft 325, driven gear 326, shift shaft 327, shift operating part 328, shift fork structure 329, output shaft 330, output gear 331, differential body 41, differential housing 411, anti-skid structure 5, adjustment ring 51, positioning shaft 52, locking plate 53, first flange 54, second flange 55, separation groove 56, meshing teeth 57, locking gear 58. DETAILED DESCRIPTION

[0056] The technical solution of the present invention is further described below in conjunction with the accompanying drawings and embodiments.

[0057] Example 1

[0058] This embodiment is basically Figure 1 , Figure 2 and Figure 3 As shown, an embodiment of the present invention proposes an air compressor power take-off structure on an engine, including an air compressor 2 installed on the casing of the engine 1, a transmission unit, a mounting unit and a power take-off unit 23 connected to the power of the engine 1, and the air compressor 2 is connected to the power take-off unit 23 through the transmission unit.

[0059] like Figure 1 , Figure 2 and Figure 3 As shown, the power take-off unit 23 includes an output wheel 24 and a start-stop speed regulating transmission part connected to the crankshaft power of the engine 1, and the transmission unit includes an input wheel 22 and a transmission belt (not shown); Figure 3 As shown, the start-stop speed regulating transmission part is a magnetic steel 25, the power input end of the left end of the magnetic steel 25 is coaxially fixedly connected to the right end of the crankshaft of the engine 1, and the power output end of the right end of the magnetic steel 25 is coaxially fixedly connected to the output wheel 24; at the same time, Figure 1 and 2 As shown, the left end of the input wheel 22 is coaxially fixedly connected to the power input end of the air compressor 2, and the transmission belt is tensioned and wound around the input wheel 22 and the output wheel 24.

[0060] like Figure 1 and 2As shown, the mounting unit includes a mounting connecting plate 231 and a plurality of fixed connecting blocks 211, the plurality of fixed connecting blocks 211 are integrally formed on the middle outer wall of the air compressor 2, and the fixed connecting block 211 is provided with a plurality of first connecting holes 221 which can be connected to the outer wall of the engine 1 along the axial direction of the air compressor 2; the mounting connecting plate 231 is in a "Z" shape, and the middle part of the mounting connecting plate 231 is in a horizontal state, one end of the mounting connecting plate 231 is against the outer wall of the engine 1, and the other end of the mounting connecting plate 231 is against the side of the fixed connecting block 211 close to the outer wall of the engine 1, and a second mounting hole which can overlap and be connected to the first connecting hole 221 of the fixed connecting block 211 is provided on the end of the mounting connecting plate 231 close to the engine 1, and a third mounting hole 241 which can be connected to the engine 1 is provided on the end of the mounting connecting plate 231 close to the engine 1; as shown Figure 1 and 2 As shown, the second mounting hole horizontally penetrates the right end of the mounting connecting plate 231 , and the third mounting hole 241 horizontally penetrates the left end of the mounting connecting plate 231 .

[0061] In addition, it also includes a controller for controlling the magnetic steel 25, a cooling and heating system cooperating with the air compressor 2, and a cover (not shown) covering the input pulley 22, the output pulley 24 and the transmission belt. The controller is integrated on the operating table of the cab of the three-wheeled motorcycle, the cooling and heating system is installed on the three-wheeled motorcycle, and the cover is installed on the outer wall of the engine housing 31.

[0062] When the air compressor power take-off structure on the engine in the present embodiment is in use, the driver starts the engine 1 of the three-wheeled motorcycle. When using the air conditioner, the driver controls the magnet 25 through the controller on the operating table in the cab, thereby controlling the start and stop of the power take-off of the entire power take-off unit 23 and the speed of the power output end of the magnet 25 during power take-off. The magnet 25 can accurately transmit the power at the crankshaft of the engine 1 to the input wheel 22, and the input wheel 22 and the transmission belt cooperate to transmit the power to the output wheel 24. The rotational force of the output wheel 24 is converted into power for the air compressor 2. The air compressor 2 provides power for the cooling and heating system, and can then perform heat exchange cooling with the air in the cab.

[0063] When installing the air compressor power take-off structure, the mounting connecting plate 231 can cooperate with the fixed connecting block 211 to stably integrate the air compressor 2 on the engine 1, and the mounting connecting plate 231 can be tightly supported between the air compressor 2 and the engine 1. The mounting connecting plate 231 can reduce the vibration force during the startup of the air compressor 2 and buffer it, so that the air compressor 2 can be more stably installed on the engine 1; the input wheel 22 on the end of the air compressor 2 can cooperate with the output wheel 24 and the transmission belt to stably transmit power, and the cover can protect the stable transmission of power between the input wheel 22, the output wheel 24 and the transmission belt. The cooperation of the input wheel 22, the output wheel 24 and the transmission belt makes it easier to adjust the installation position of the air compressor 2 on the engine 1, so that the air compressor 2 can be more compactly installed on the engine 1.

[0064] At the same time, through the cooperation of the magnet 25 and the output wheel 24, the power of the cooling and heating system does not need to be additionally set up. The magnet 25 can directly use the power generated by the crankshaft of the engine 1 to drive the air compressor 2 and the cooling and heating system. Compared with the original separate air-conditioning system, the required space structure is smaller and easier to install and arrange; at the same time, through the cooperation of the magnet 25 and the air compressor 2 with the controller and the cooling and heating system, the controller and the cooling and heating system can be better integrated into the three-wheeled motorcycle, which is more aesthetically pleasing and safe; after adopting the air compressor power take-off structure, the air compressor 2 and the cooling and heating system can make more full use of the kinetic energy generated after the engine 1 is started, thereby improving the energy efficiency of the engine 1.

[0065] During the use of the air compressor 2 and the cooling and heating system, the magnet 25 can control the rotation speed of the input wheel 22 at the air compressor 2 through the controller and the magnet 25, thereby effectively controlling the opening, closing and cooling and heating intensity of the air compressor 2 and the cooling and heating system during startup, so that the cooling and heating can also be synchronously and accurately controlled, and can also cooperate to control the kinetic energy output efficiency of the crankshaft of the engine 1. The control operation of the entire air compressor 2 and the cooling and heating system is simple and reliable.

[0066] Example 2

[0067] The difference between Example 2 and Example 1 is basically as shown in the attached Figure 4 , Figure 5 and Figure 6 As shown, it is intended to provide a rear-mounted engine, including an engine body, an engine housing 31, a differential body 41, a differential housing 411, and an air compressor power take-off structure on an engine in Example 1; Figure 5As shown, the engine body includes an anti-skid structure 5, an input shaft 321, a driving shaft 323, a driven shaft 325, a shift shaft 327 and an output shaft 330, wherein an input gear 322 is coaxially fixedly arranged on the input shaft 321; a plurality of driving gears 324 are coaxially fixedly arranged on the driving shaft 323, wherein one driving gear 324 is meshed with the input gear 322; a locking gear 58 and a plurality of driven gears 326 that can mesh with the driving gear 324 are coaxially fixedly arranged on the end of the driven shaft 325; a shift operating part 328 is provided on one end of the shift shaft 327, and a plurality of shift fork structures 329 for controlling the meshing of the driving gear 324 with the driven gear 326 are provided at the middle part of the shift shaft 327; an output gear 331 that is power-connected to the driven shaft 325 is provided on the output shaft 330, and the output shaft 330 is power-connected to the differential body 41.

[0068] like Figure 5 As shown, the engine housing 31 includes an outer cover 311, a left box body 312, a right box body 313 and a right box cover 314 located on the left side of the engine 1. The right side of the outer cover 311 is sealed and connected to the left side of the left box body 312 by bolts and a sealing strip. The right upper side of the left box body 312 is sealed and connected to the left side of the right box body 313 by bolts and a sealing strip. The right side of the right box body 313 is sealed and connected to the left side of the right box cover 314 by bolts and a sealing strip. The outer cover 311, the left box body 312 and the right box body 313 wrap the engine body. The right box body 313 and the right box cover 314 cooperate to wrap the start-stop speed regulation transmission part. The right lower side wall of the left box body 312 is exposed and is connected to the differential body 41 and the differential housing 411.

[0069] like Figure 4 and Figure 5 As shown, the left end face of the differential housing 411 is sealed and connected to the right lower end face of the left case 312 by bolts and sealing strips, and the differential body 41 is located between the differential housing 411 and the lower side of the left case 312. The right end of the differential body 41 passes through the differential housing 411 to output power, and the left end of the differential body 41 passes through the left side of the left case 312 to output power.

[0070] The air compressor power take-off structure is installed on the engine body, the engine housing 31 and the differential housing 411. The air compressor 22 is located between the output pulley 24 and the right end of the differential body 41. The left end of the mounting connecting plate 231231 is connected to the outer wall of the differential housing 411 by bolts, and the remaining fixed connecting block 211 is connected to the right box cover 314 by bolts.

[0071] like Figure 6As shown, the anti-skid structure 5 includes an adjusting ring 51, a positioning shaft 52 and a locking plate 53. The adjusting ring 51 is coaxially fixedly installed on the end of the shift shaft 327 away from the shift operating part 328; the positioning shaft 52 is a positioning bolt, and the front end of the positioning shaft 52 is threadedly fixedly connected to the inside of the left box body 312, and the axis of the positioning shaft 52 is parallel to the axis of the shift shaft 327; at the same time, the longitudinal section of the locking plate 53 is an inverted ",", shape, and a hinge hole is provided in the middle of the locking plate 53 for the end of the positioning shaft 52 away from the engine housing 31 to pass through, and a mounting hole is provided at the upper end of the locking plate 53 for rotationally connecting to the outer wall of the adjusting ring 51, and a meshing tooth 57 that can mesh with the locking gear 58 is provided on the lower end of the locking plate 53, and the number of the meshing teeth 57 is 3; a locking separation adjustment part for controlling the meshing or separation of the meshing teeth 57 and the locking gear 58 between the locking plate 53 and the adjusting ring 51.

[0072] like Figure 6 As shown, the locking and separation adjustment part includes a first flange 54 and a second flange 55. The first flange 54 is integrally formed on the outer wall of the adjustment ring 51; the second flange 55 is integrally formed in the mounting hole of the locking plate 53, and the second flange 55 can be abutted against the top end of the first flange 54. The first flange 54 is provided with a separation groove 56 for the second flange 55 to be embedded; when the adjustment ring 51 rotates until the second flange 55 abuts against the top end of the first flange 54, the meshing teeth 57 mesh with the locking gear 58 for locking; when the adjustment ring 51 rotates until the second flange 55 abuts against the inner wall of the separation groove 56, the meshing teeth 57 separate from the locking gear 58.

[0073] When the rear engine in this embodiment is in use and the air compressor power take-off structure on the engine is not started, the crankshaft output power in the engine 1 drives the input shaft 321 to rotate, and the input gear 322 on the input shaft 321 meshes with the driving gear 324 on the driving shaft 323, driving the driving shaft 323 to rotate. At this time, the driver controls the shift fork structure 329 through the shift operating part 328 on the shift shaft 327 to drive the driving gear 324 on the driving shaft 323 and the driven gear 324 on the driven shaft 325. 6 meshes to achieve gear shifting and power transmission, the driven shaft 325 transmits power to the output gear 331 of the output shaft 330, the output gear 331 drives the output shaft 330 to rotate, the output shaft 330 transmits power to the differential body 41, the left end of the differential body 41 transmits power to the left wheel at the rear side of the three-wheeled motorcycle, and the right end of the differential body 41 transmits power to the right wheel at the rear side of the three-wheeled motorcycle. In this process, the power of the engine 1 is accurately and completely transmitted to the rear wheel of the three-wheeled motorcycle.

[0074] In the above process, after the differential housing 411 is matched with the left case 312, the differential body 41 can be integrated and installed between the differential housing 411 and the left case 312, so that the power transmission between the differential body 41 and the output shaft 330 is more direct, and the power loss between the differential body 41 and the output shaft 330 can also be reduced, so that the power output from both ends of the differential body 41 is more direct and powerful, thereby improving the transmission efficiency of kinetic energy.

[0075] When the air compressor power take-off structure on the engine is started, the controller controls the magnet 25 to start, and a part of the power on the crankshaft of the engine 1 is transmitted to the output wheel 24 through the magnet 25 on the right side. As in Example 1, this part of the kinetic energy is used in the air compressor 22 and the cooling and heating system. While the power is taken off for temperature regulation in the cab, the remaining power output at the crankshaft is still used to drive the engine body and the differential body 41, so that the movement of the three-wheeled motorcycle is not affected and the driving comfort in the cab of the three-wheeled motorcycle is significantly improved.

[0076] When a three-wheeled motorcycle is parked on a slope, Figure 6 As shown, the driver controls the shift shaft 327 to rotate counterclockwise through the shift operating part 328 on the shift shaft 327, and the shift shaft 327 drives the adjusting ring 51 on the front end to rotate synchronously, so that the separation groove 56 on the adjusting ring 51 rotates counterclockwise synchronously, and the first flange 54 on the adjusting ring 51 abuts against the top of the second flange 55, and the first flange 54 lifts the second flange 55, so that the upper left end of the locking plate 53 moves to the upper left side. At this time, the middle part of the locking plate 53 rotates relative to the positioning shaft 52. , the lower end of the locking plate 53 approaches the locking gear 58 of the driven shaft 325, and the meshing teeth 57 on the locking plate 53 mesh with the locking gear 58, thereby locking the locking gear 58, thereby locking the driven shaft 325, making it less likely for the three-wheeled motorcycle to slide when parked on a slope, thereby improving the safety of the three-wheeled motorcycle parking on a slope; in this process, the shifting operation of the shift shaft 327 cooperates with the locking operation of the locking gear 58, and the slope parking operation of the three-wheeled motorcycle is also simple, reliable and highly integrated.

[0077] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solution of the present invention can be modified or replaced by equivalents without departing from the purpose and scope of the technical solution of the present invention, which should be included in the scope of the claims of the present invention.

Claims

1. An air compressor power take-off structure on an engine, characterized in that: include: An air compressor mounted on the engine casing; A power take-off unit connected to the engine power; The transmission unit is connected to the air compressor through the transmission unit.

2. The air compressor power take-off structure on an engine as claimed in claim 1, characterized in that: The power take-off unit comprises: A start-stop speed regulating transmission unit connected to the crankshaft power of the engine; An output wheel disc is coaxially and fixedly connected with the power output end of the start-stop speed regulating transmission unit, and the output wheel disc is connected with the power of the transmission unit.

3. The air compressor power take-off structure on an engine as claimed in claim 2, characterized in that: The transmission unit comprises: An input wheel disc, the input wheel disc is coaxially fixedly connected to the power input end of the air compressor; A transmission belt is tensioned and wound around the input wheel disc and the output wheel disc.

4. The air compressor power take-off structure on an engine as claimed in claim 3, characterized in that: Also included is an installation unit, the installation unit comprising: A plurality of fixed connection blocks, wherein the plurality of fixed connection blocks are fixedly mounted on the outer wall of the air compressor, the fixed connection blocks are provided with a plurality of first connection holes that can be connected to the outer wall of the engine, and the fixed connection blocks are located in the middle of the air compressor; The mounting connecting plate is in a "Z" shape, one end of the mounting connecting plate is against the outer wall of the engine, and the other end of the mounting connecting plate is against the side of the fixed connecting block close to the outer wall of the engine. A second mounting hole that can overlap and be connected to the first connecting hole of the fixed connecting block is provided on the end of the mounting connecting plate close to the fixed connecting block, and a third mounting hole that can be connected to the engine is provided on the end of the mounting connecting plate close to the engine.

5. The air compressor power take-off structure on an engine as claimed in claim 4, characterized in that: The start-stop speed regulating transmission part is a magnetic steel.

6. A rear-mounted engine, comprising an engine body and an engine housing, characterized in that: Also includes: An air compressor power take-off structure on an engine as described in any one of claims 1 to 5; A differential body, wherein the differential body is drivingly connected to the engine body; A differential housing, wherein the end surface of the differential housing is connected to the end surface of the engine housing, the differential body is located between the differential housing and the engine housing, one end of the differential body passes through the differential housing for power output, and the other end of the differential body passes through the engine housing for power output; The air compressor power take-off structure is installed on the engine body, the engine housing and the differential housing.

7. The rear engine according to claim 6, characterized in that: The air compressor is located between the output wheel and the differential body, and one end of the mounting connecting plate close to the engine is connected to the differential housing, and the rest of the fixed connecting block is connected to the engine housing; The middle part of the mounting connecting plate is in a vertical state, the second mounting hole vertically penetrates the upper end of the mounting connecting plate, and the third mounting hole vertically penetrates the lower end of the mounting connecting plate.

8. The rear engine according to claim 7, characterized in that: The engine body comprises: An input shaft, wherein an input gear is provided on the input shaft; A driving shaft, wherein a plurality of driving gears are provided on the driving shaft, and one of the driving gears is meshed with the input gear; A driven shaft, wherein a locking gear and a plurality of driven gears that can mesh with the driving gear are provided at the end of the driven shaft; A shift shaft, one end of which is provided with a shift operating portion, and a middle portion of which is provided with a plurality of shift fork structures for controlling the meshing of the driving gear and the driven gear; An output shaft is provided with an output gear which is connected to the driven shaft in terms of power, and the output shaft is connected to the differential body in terms of power.

9. The rear engine according to claim 8, characterized in that: Also included is an anti-skid structure, the anti-skid structure comprising: An adjusting ring, the adjusting ring being coaxially fixedly mounted on an end of the shift shaft away from the shift operating portion; A positioning shaft, one end of which is fixedly connected to the engine housing, and an axis of the positioning shaft is parallel to an axis of the shift shaft; A locking plate, wherein a hinge hole is provided in the middle of the locking plate for the positioning shaft to pass through one end away from the engine housing, a mounting hole is provided at one end of the locking plate for rotationally connecting with the outer wall of the adjustment ring, and the other end of the locking plate is provided with meshing teeth that can mesh with the locking gear; a locking separation adjustment part is provided between the locking plate and the adjustment ring for controlling the meshing teeth to mesh or separate with the locking gear.

10. The rear engine according to claim 9, characterized in that: The locking and separation adjustment unit comprises: A first flange, wherein the first flange is fixedly disposed on the outer wall of the adjusting ring; The second flange is fixedly arranged in the mounting hole of the locking plate, and the second flange can be abutted against the top end of the first flange. The first flange is provided with a separation groove for the second flange to be embedded in. When the adjusting ring is rotated until the second flange abuts against the top end of the first flange, the meshing teeth engage and lock with the locking gear; when the adjusting ring is rotated until the second flange abuts against the inner wall of the separation groove, the meshing teeth separate from the locking gear.

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