A motorcycle internal combustion engine transmission system

Abstract

The utility model relates to a motorcycle internal combustion engine transmission system, including a horizontally opposed internal combustion engine, the internal combustion engine including a horizontally arranged main shaft and a secondary shaft, wherein the first end of the secondary shaft serves as the power output end of the internal combustion engine; the secondary shaft is arranged along the front-to-back direction of the vehicle body, and includes 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 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. 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 utility model relates to the technical field of horizontally opposed internal combustion engines, in particular to a motorcycle internal combustion engine transmission system. 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. Summary of the invention

[0004] In order to solve the above problems, the purpose of the utility model is to provide a motorcycle internal combustion engine transmission system, which 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.

[0005] A motorcycle internal combustion engine transmission system comprises a horizontally opposed internal combustion engine, the internal combustion engine comprises a horizontally arranged main shaft and a counter shaft, wherein the first end of the counter shaft serves as the power output end of the internal combustion engine; the counter shaft is arranged along the front-rear direction of the vehicle body, and comprises an output shaft, the output shaft is perpendicular to the counter 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 transmission-connected to the first end of the counter 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.

[0006] Preferably, the second end of the output shaft and the first end of the drive shaft are connected via one or more transmission mechanisms, 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.

[0007] Preferably, a small sprocket is provided on the output shaft, a large sprocket is provided on the drive shaft, and the small sprocket and the large sprocket are connected by a chain.

[0008] Preferably, a small pulley is provided on the output shaft, a large pulley is provided on the drive shaft, and the small pulley and the large pulley are connected by a belt.

[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] Due to the adoption of the above structure, since an output shaft perpendicular to the secondary shaft is set, and the output shaft is used as the final power output end of the internal combustion engine, compared with the scheme of the prior art in which the transmission is through the transmission shaft and the bevel gear set at the rear end of the transmission direction is used for reversing, the reversing can be advanced, and 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 realize the power transmission of the two. Therefore, the first reversing gear set used for reversing is subjected to smaller torque and load, is not easy to be damaged, and a smaller gear set can be used, which is beneficial to saving costs and reducing losses. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] 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;

[0014] Figure 2 It is a structural schematic diagram (cross-sectional view) of the horizontally opposed internal combustion engine of the present application;

[0015] Figure 3This is a schematic diagram of the power transmission structure from the secondary shaft to the driving wheel of the present application;

[0016] 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;

[0017] Figure 5 It is a schematic diagram of another variation of the power transmission structure from the secondary shaft to the driving wheel of the present application.

[0018] Reference numerals:

[0019] 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. DETAILED DESCRIPTION

[0020] The embodiments of the present utility model are described in detail below.

[0021] like Figure 2 Schematic diagram of the transmission system of the internal combustion engine of the motorcycle in this embodiment. The internal combustion engine in this embodiment is a horizontally opposed internal combustion engine 1, which 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 horizontally opposed engines of motorcycles, which will not be described in detail here. The key point of the improvement disclosed in the present invention lies in the transmission structure between the secondary shaft 12 and the motorcycle driving wheel 31.

[0022] 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.

[0023] 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.

[0024] 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.

[0025] 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.

[0026] 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.

[0027] 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.

[0028] 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 5 As 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.

[0029] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate 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 motorcycle internal combustion engine transmission system, comprising a horizontally opposed internal combustion engine, the internal combustion engine comprising a horizontally arranged main shaft and a counter shaft, wherein the first end of the counter shaft serves as the power output end of the internal combustion engine; the counter shaft is arranged along the front-rear direction of the vehicle body, characterized in that: It includes an output shaft, which 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 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.

2. A motorcycle internal combustion engine transmission system 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. A motorcycle internal combustion engine transmission system according to claim 2, characterized in that: A small sprocket is arranged on the output shaft, a large sprocket is arranged on the driving shaft, and the small sprocket and the large sprocket are connected by a chain.

4. A motorcycle internal combustion engine transmission system according to claim 2, characterized in that: A small pulley is arranged on the output shaft, a large pulley is arranged on the driving shaft, and the small pulley and the large pulley are connected by a belt.

5. A motorcycle internal combustion engine transmission system 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.

6. A motorcycle internal combustion engine transmission system 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.

7. A motorcycle internal combustion engine transmission system according to claim 1, characterized in that: The first reversing gear set is a bevel gear set.

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