Motor tricycle engine

Abstract

The utility model discloses a motor tricycle engine which comprises an internal combustion engine and a dry clutch, the internal combustion engine comprises a crankshaft, the rotation axis of the crankshaft is perpendicular to the rotation axis of the dry clutch, and a speed reducing mechanism is arranged between the crankshaft and the dry clutch. According to the scheme, the problem that a dry clutch of a motor tricycle engine in the prior art is prone to ablation is solved.

Description

Technical Field

[0001] The utility model relates to a three-wheeled motorcycle engine. Background Art

[0002] The engine of a three-wheeled motorcycle is generally powered by a single-cylinder internal combustion engine, which has the characteristics of reliable operation and high speed.

[0003] Chinese patent document CN206394432U discloses a transmission system of a three-wheeled motorcycle and its internal combustion engine, comprising an internal combustion engine, a shift mechanism, a clutch, a gearbox and a rear axle connected in sequence according to a transmission order; wherein the crankshaft of the internal combustion engine is arranged in parallel with the rear axle. The clutch adopts an external dry clutch. wherein the external arrangement means that the clutch is arranged outside the internal combustion engine. The internal combustion engine is centrally arranged; the gearbox is centrally arranged. This scheme enables the three-wheeled motorcycle to have high stability, high reliability, low vibration and high safety performance during operation. In addition, the use of the above transmission system can increase the power of the internal combustion engine, reduce fuel consumption, and improve the mechanical efficiency of the entire rotation system. In addition, the central arrangement of the internal combustion engine and the gearbox is conducive to further improving safety performance.

[0004] In the prior art, the internal combustion engine is connected to the dry clutch through a shift mechanism. When the internal combustion engine is a single-cylinder internal combustion engine, the output speed of the internal combustion engine is relatively high. When the shift mechanism is in a high-speed gear, the speed transmitted to the dry clutch through the shift mechanism is also relatively high, resulting in relatively large wear of the friction plate of the dry clutch, making the dry clutch prone to friction plate ablation. When the shift mechanism is in a low-speed gear, the dry clutch is prone to overload and rapid failure. Utility Model Content

[0005] The utility model aims to provide a three-wheeled motorcycle engine to solve the problem that dry clutch ablation is easy to occur in the three-wheeled motorcycle engine in the prior art.

[0006] In order to achieve the above-mentioned purpose, the basic scheme of the utility model provides a three-wheeled motorcycle engine, including an internal combustion engine and a dry clutch, wherein the internal combustion engine includes a crankshaft, the rotation axis of the crankshaft is perpendicular to the rotation axis of the dry clutch, and a reduction mechanism is arranged between the crankshaft and the dry clutch.

[0007] The beneficial effect of this basic solution is that by providing a reduction mechanism between the crankshaft and the dry clutch, the rotational speed transmitted from the crankshaft to the dry clutch is initially reduced, thereby avoiding the phenomenon of rapid wear or burning of the clutch friction plate due to excessively high rotational speed of the dry clutch, thereby extending the maintenance period of the dry clutch by more than three times.

[0008] Preferably, the deceleration mechanism comprises a deceleration driving gear, a deceleration driven gear and a driving bevel gear, the deceleration driving gear is statically connected to the crankshaft, the deceleration driven gear meshes with the deceleration driving gear, the diameter of the deceleration driven gear is larger than the diameter of the deceleration driving gear, the driving bevel gear is coaxially statically connected with the deceleration driven gear, and the dry clutch is provided with a driven bevel gear matched with the driving bevel gear. With such a configuration, the deceleration mechanism has a simple structure, which is conducive to improving structural reliability.

[0009] Preferably, the driving bevel gear and the speed reduction driven gear are respectively located on both sides of the driven bevel gear. With such an arrangement, the center of gravity of the speed reduction mechanism is as close as possible to the rotation axis of the dry clutch, which is conducive to further improving the driving stability of the vehicle when the engine is centrally installed.

[0010] Preferably, the dry clutch comprises a flywheel and a flywheel connecting shaft arranged along the rotary axis, the middle portion of the flywheel connecting shaft is connected to the bearing seat through a bearing group, one end of the flywheel connecting shaft is statically connected to the driven bevel gear, and the other end of the flywheel connecting shaft is statically connected to the flywheel. With such an arrangement, power is transmitted to the flywheel through the driven bevel gear and the flywheel connecting shaft, and then the flywheel performs subsequent power transmission, thereby simplifying the structure of the dry clutch and facilitating improving the power transmission efficiency.

[0011] Preferably, the driven bevel gear is detachably connected to the flywheel connecting shaft. With such a configuration, it is convenient to assemble the flywheel connecting shaft after the driven bevel gear is disassembled, thereby reducing the difficulty of assembly.

[0012] Preferably, the flywheel is detachably connected to the flywheel connecting shaft. Such an arrangement is conducive to facilitating the maintenance operation of the dry clutch.

[0013] Preferably, the bearing group between the flywheel connecting shaft and the bearing seat includes a first bearing and a second bearing, the first bearing and the second bearing are both deep groove ball bearings, the second bearing is located between the first bearing and the flywheel, and the diameter of the first bearing is greater than the diameter of the second bearing. With such an arrangement, by using two deep groove ball bearings to support the flywheel connecting shaft, it is beneficial to improve the stability of the flywheel connecting shaft during rotation, and compared with using a thrust tapered roller bearing, the assembly and positioning of the flywheel connecting shaft is faster and less difficult, which is beneficial to assembly and maintenance operations.

[0014] Preferably, the second bearing is a bearing with a sealing function. The use of a second bearing with a sealing function can reduce the occurrence of lubricating oil leakage through the gap between the flywheel connecting shaft and the bearing seat, thereby increasing the service life of the product.

[0015] Preferably, a seal is provided between the flywheel connecting shaft and the bearing seat, and the seal is located between the first bearing and the second bearing. With such an arrangement, the seal can further prevent the lubricating oil from leaking from the gap between the flywheel connecting shaft and the bearing seat.

[0016] Preferably, the sealing member is a double-lip oil seal. Such a configuration is beneficial to further improve the sealing reliability between the flywheel connecting shaft and the bearing seat.

[0017] The utility model has the following beneficial effects:

[0018] 1. Compared with the existing technology, the dry clutch burning or rapid wear of the three-wheeled motorcycle engine is greatly reduced, thereby extending the maintenance cycle of the dry clutch by more than three times, thereby reducing the maintenance frequency of the entire engine.

[0019] 2. The structure of the three-wheeled motorcycle engine is simpler, the assembly operation is convenient, and the problem of lubricating oil leakage between the dry clutch and the internal combustion engine is reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 The utility model is a schematic diagram of a three-wheel motorcycle engine embodiment. DETAILED DESCRIPTION

[0021] The following is further described in detail through specific implementation methods:

[0022] The figure marks in the drawings of the specification include: reduction driving gear 1, crankshaft 2, reduction driven gear 3, transmission shaft 4, driving bevel gear 5, locking nut 6, driven bevel gear 7, first bearing 8, bearing seat 9, seal 10, second bearing 11, flywheel connecting shaft 12, flywheel 13, connecting bolt 14, clutch pressure plate 15, dry clutch plate 16.

[0023] The embodiment is basically as shown in the attached Figure 1 As shown: a three-wheeled motorcycle engine, including an internal combustion engine, a reduction mechanism and a dry clutch. In this embodiment, the internal combustion engine is a single-cylinder internal combustion engine. The internal combustion engine includes a crankshaft 2, and the rotation axis of the crankshaft 2 is perpendicular to the rotation axis of the dry clutch.

[0024] In the present embodiment, the reduction mechanism includes a reduction driving gear 1, a reduction driven gear 3 and a driving bevel gear 5. The reduction driving gear 1 is statically connected to the crankshaft 2. In the present embodiment, the reduction driving gear 1 is preferably key-connected to the crankshaft 2. The reduction driven gear 3 is meshed with the reduction driving gear 1. The diameter of the reduction driven gear 3 is larger than the diameter of the reduction driving gear 1, thereby realizing reduction transmission. In the present embodiment, the diameter of the reduction driven gear 3 is three times the diameter of the reduction driving gear 1. The driving bevel gear 5 is coaxially statically connected to the reduction driven gear 3. In the present embodiment, the driving bevel gear 5 and the reduction driven gear 3 are connected to the same transmission shaft 4. The driving bevel gear 5 and the reduction driven gear 3 are both connected to the transmission shaft 4 through an involute spline, thereby realizing power transmission between the reduction driven gear 3 and the driving bevel gear 5.

[0025] In this embodiment, the dry clutch includes a flywheel 13 and a flywheel connecting shaft 12 arranged along the rotation axis, and the flywheel 13 is fixedly connected to one end of the flywheel connecting shaft 12; the end of the flywheel connecting shaft 12 away from the flywheel 13 is statically connected to a driven bevel gear 7 that cooperates with the driving bevel gear 5, and the middle part of the flywheel connecting shaft 12 is connected to the bearing seat 9 through a bearing group. In this embodiment, the static connection between the driven bevel gear 7 and the flywheel connecting shaft 12 is preferably an involute spline connection, and the end of the flywheel connecting shaft 12 is threadedly connected to a locking nut 6. In this embodiment, the flywheel 13 is detachably connected to the flywheel connecting shaft 12. Specifically, it is preferred that a positioning installation groove that matches the end of the flywheel connecting shaft 12 is provided on the flywheel 13, a positioning stop is provided on the circumference of the positioning groove, and a positioning block that matches the positioning stop is provided on the circumference of the flywheel connecting shaft 12. The flywheel connecting shaft 12 is inserted into the installation groove and the positioning block is inserted into the positioning stop, so that the flywheel 13 and the flywheel connecting shaft 12 cannot rotate relative to each other, and the flywheel 13 is connected and fixed to the flywheel connecting shaft 12 by connecting bolts 14, so that the flywheel 13 and the flywheel connecting shaft 12 will not be separated. In this embodiment, the dry clutch includes a clutch pressure plate 15, and the clutch pressure plate 15 is connected to the flywheel 13 by bolts; a dry clutch plate 16 for adjusting the power on and off is provided between the clutch pressure plate 15 and the flywheel 13.

[0026] In this embodiment, the bearing group between the flywheel connecting shaft 12 and the bearing seat 9 includes a first bearing 8 and a second bearing 11, both of which are deep groove ball bearings, and the second bearing 11 is located between the first bearing 8 and the flywheel 13, and the diameter of the first bearing 8 is greater than the diameter of the second bearing 11. The second bearing 11 is a bearing with a sealing function. A seal 10 is provided between the flywheel connecting shaft 12 and the bearing seat 9, and the seal 10 is located between the first bearing 8 and the second bearing 11. In this embodiment, the seal 10 is a double-lip oil seal.

[0027] The specific implementation process is as follows:

[0028] When in use, the crankshaft 2 of the internal combustion engine rotates, and the crankshaft 2 transmits power to the deceleration driven gear 3 through the deceleration driving gear 1, and the deceleration driven gear 3 transmits power to the driving bevel gear 5 through the transmission shaft 4. Under the cooperation of the deceleration driving gear 1 and the deceleration driven gear 3, the rotation speed of the driving bevel gear 5 is much lower than the rotation speed of the crankshaft 2; the driving bevel gear 5 transmits power to the flywheel connecting shaft 12 through the driven bevel gear 7, so that the flywheel connecting shaft 12 drives the flywheel 13 to rotate, and the flywheel 13 outputs or disconnects power through the dry clutch plate 16. By setting the diameter of the driving bevel gear 5 to be smaller than the diameter of the driven bevel gear 7, secondary deceleration can be achieved and the deceleration effect can be optimized. The direction of the dry clutch output power is perpendicular to the axial direction of the crankshaft 2. Compared with the prior art, the situation of dry clutch ablation or rapid wear of the three-wheeled motorcycle engine is greatly reduced, so that the maintenance cycle of the dry clutch is extended by more than three times, thereby reducing the maintenance frequency of the entire engine. The structure of the three-wheeled motorcycle engine is simpler, the assembly operation is convenient, and the problem of lubricating oil leakage between the dry clutch and the internal combustion engine is reduced.

[0029] The above is only an embodiment of the utility model, and the common knowledge such as the known specific structure and characteristics in the scheme is not described in detail here. It should be pointed out that for those skilled in the art, several deformations and improvements can be made without departing from the structure of the utility model, which should also be regarded as the protection scope of the utility model, and these will not affect the effect of the implementation of the utility model and the practicality of the patent.

Claims

1. A three-wheeled motorcycle engine, comprising an internal combustion engine and a dry clutch, wherein the internal combustion engine comprises a crankshaft, the rotation axis of the crankshaft is perpendicular to the rotation axis of the dry clutch, and is characterized in that: A speed reduction mechanism is arranged between the crankshaft and the dry clutch.

2. A three-wheeled motorcycle engine according to claim 1, characterized in that: The deceleration mechanism comprises a deceleration driving gear, a deceleration driven gear and a driving bevel gear, the deceleration driving gear is statically connected to the crankshaft, the deceleration driven gear is meshed with the deceleration driving gear, the diameter of the deceleration driven gear is larger than the diameter of the deceleration driving gear, the driving bevel gear is coaxially statically connected with the deceleration driven gear, and the dry clutch is provided with a driven bevel gear matched with the driving bevel gear.

3. A three-wheeled motorcycle engine according to claim 2, characterized in that: The driving bevel gear and the speed reduction driven gear are respectively located on both sides of the driven bevel gear.

4. A three-wheeled motorcycle engine according to claim 2 or 3, characterized in that: The dry clutch includes a flywheel and a flywheel connecting shaft arranged along the rotation axis, the middle part of the flywheel connecting shaft is connected to the bearing seat through a bearing group, one end of the flywheel connecting shaft is statically connected to the driven bevel gear, and the other end of the flywheel connecting shaft is statically connected to the flywheel.

5. A three-wheeled motorcycle engine according to claim 4, characterized in that: The driven bevel gear is detachably connected to the flywheel connecting shaft.

6. A three-wheeled motorcycle engine according to claim 5, characterized in that: The flywheel is detachably connected to the flywheel connecting shaft.

7. A three-wheeled motorcycle engine according to claim 6, characterized in that: The bearing group between the flywheel connecting shaft and the bearing seat includes a first bearing and a second bearing, the first bearing and the second bearing are both deep groove ball bearings, the second bearing is located between the first bearing and the flywheel, and the diameter of the first bearing is greater than the diameter of the second bearing.

8. A three-wheeled motorcycle engine according to claim 7, characterized in that: The second bearing is a bearing with a sealing function.

9. A three-wheeled motorcycle engine according to claim 8, characterized in that: A sealing member is provided between the flywheel connecting shaft and the bearing seat, and the sealing member is located between the first bearing and the second bearing.

10. The three-wheeled motorcycle engine according to claim 9, characterized in that: The sealing element is a double-lip oil seal.

Images