Locking type engine

Abstract

The utility model relates to a locking type engine, which is fixedly locked on a frame of a motorcycle and comprises a crankcase, a crankshaft, a transmission shaft, an output shaft and an oil pump. An oil pan is arranged at the bottom of the crankcase, an oil return part is arranged in the crankcase, the oil return part is connected with the oil pan through a first blocking part, and at least one first communicating channel is formed in the first blocking part. The crankshaft is arranged in the crankcase in a penetrating mode and driven by a power source of the locking type engine to pivot. The transmission shaft penetrates through the crankcase and is driven by the crankshaft to pivot. The output shaft penetrates through the crankcase, is driven by the transmission shaft to pivot and is used for driving a rear wheel to rotate. The oil pump is contained in the crankcase and used for pumping lubricating oil. Therefore, by means of the engine configuration, the lubricating system of the engine is improved, the purpose of maintaining the lubricating performance of the oil pump is achieved, and meanwhile the problem that when a vehicle accelerates and decelerates, lubricating oil in the oil pan is affected by acceleration, the liquid level swings and inclines, and consequently oil pressure cannot be established can be effectively solved.

Description

Technical Field

[0001] The utility model relates to a fixed-lock type engine, in particular to a fixed-lock type engine suitable for a scooter. Background Art

[0002] See also Figure 1 and Figure 2 , which are respectively a side view of a conventional fixed-lock engine installed on a scooter and a schematic diagram of the conventional fixed-lock engine on the outside of a crankcase and viewed from the axial direction. As shown in the figure, the conventional fixed-lock engine 9 is fixed to a frame 901 of a motorcycle 90, and has no relative motion relationship with the frame 901. The fixed-lock engine 9 is connected to a rear wheel 98 by a rear swing arm 97 so as to reduce the unsprung mass of the shock absorber. In the prior art, the fixed-lock engine 9 includes a crankcase 92, a crankshaft 93, a transmission shaft 94 with a clutch 91, an output shaft 95, and an oil pump 96 for pumping lubricating oil. The fixed-lock engine 9 is viewed from the axial direction: the axis C2 of the transmission shaft 94 is located below the axis C1 of the crankshaft 93, and the axis C3 of the output shaft 95 is located above the axis C1 of the crankshaft 93. In view of the structural configuration of the fixed-lock engine 9 of the motorcycle 90, the output shaft 95 is high and difficult to lubricate, and the oil pan 920 (such as Figure 3 and Figure 4 As shown) wide and flat difficulty.

[0003] See also Figure 3 and Figure 4 , which are schematic diagrams of the inclination of the lubricating oil surface caused by vehicle acceleration and deceleration observed from the axial direction on the inside of the crankcase of a conventional solid-lock engine. Figure 3 As shown, the bottom of the crankcase 92 is an oil pan 920, and an oil return portion 921 is provided in the crankcase 92. The oil return portion 921 only extends in the axial direction and is not connected to the oil pan 920. When the vehicle accelerates, because the oil pan 920 is wide and flat and there is no blocking structure in the oil pan 920, the lubricating oil moves rapidly to the rear, causing the liquid surface to tilt, so that the oil pump 96 cannot smoothly draw the lubricating oil, and the oil pressure cannot be established. Similarly, if Figure 4 As shown, when the vehicle decelerates, because the oil pan 920 is wide and flat and there is no blocking structure in the oil pan 920, the lubricating oil moves quickly forward, causing the liquid surface to tilt and causing the oil pump 96 to be unable to smoothly draw the lubricating oil, and the oil pressure cannot be established.

[0004] The inventor, motivated by this and based on a spirit of active invention, has been eager to devise a solid-lock engine that can solve the above-mentioned problems. After several studies and experiments, the present utility model has been finally completed. Summary of the invention

[0005] The main purpose of the utility model is to provide a fixed-lock engine. Through the engine configuration of the utility model, the lubrication system of the engine is improved and the lubrication performance of the oil pump is maintained. At the same time, it can effectively avoid the problem that when the vehicle accelerates or decelerates, the lubricating oil in the oil pan is affected by the acceleration, causing the liquid level to swing and tilt, thereby causing the oil pressure to be unable to be established.

[0006] In order to achieve the above-mentioned purpose, the utility model provides a fixed-lock engine, which is fixed on a frame of a motorcycle, and includes a crankcase, a crankshaft, a transmission shaft, an output shaft and an oil pump. The bottom of the crankcase is an oil pan, and an oil return portion is arranged in the crankcase, and the oil return portion is connected to the oil pan by a first blocking portion, and the first blocking portion is provided with at least one first connecting channel. The crankshaft is arranged in the crankcase, and is driven to pivot by the power source of the fixed-lock engine. The transmission shaft is arranged in the crankcase, and is driven to pivot by the crankshaft. The output shaft is arranged in the crankcase, and is driven to pivot by the transmission shaft, so as to drive a rear wheel to rotate. The oil pump is accommodated in the crankcase, and is used to pump lubricating oil.

[0007] The oil return portion may include a front oil return portion, a connecting section and a rear oil return portion. The front oil return portion may be connected to the oil pan via a second blocking portion, and the second blocking portion may have a second connecting passage. The rear oil return portion may be connected to the oil pan via a third blocking portion, and the third blocking portion may have a third connecting passage. The oil pan, the first blocking portion, the connecting section, the front oil return portion and the second blocking portion generally enclose an oil pump chamber.

[0008] The crankcase may be provided with a clutch chamber outer wall and a partition connected to the oil return portion. The clutch chamber outer wall, the partition, the oil return portion and the first blocking portion may separate the crankcase space into a crankcase front half and a crankcase rear half.

[0009] The crankcase may be provided with an outer wall of a clutch chamber and a partition connected to the oil return portion. The partition, the connecting section and the first blocking portion may divide the space inside the crankcase into a first front half and a first rear half. The outer wall of the clutch chamber divides the space inside the crankcase into a second front half and a second rear half. The areas of the first front half and the second front half belong to the front half of a crankcase, and the areas of the first rear half and the second rear half belong to the rear half of a crankcase. The front oil return portion, the oil pump chamber and the oil pump may be located in the front half of the crankcase, and the rear oil return portion may be located in the rear half of the crankcase.

[0010] The lubricating oil in the front half of the crankcase flows through the front oil return portion to the oil pan and then returns to the oil pump chamber.

[0011] The lubricating oil in the rear half of the crankcase flows through the rear oil return portion to the oil pan and then returns to the oil pump chamber.

[0012] The above summary and the following detailed description are exemplary in nature and are intended to further illustrate the scope of the patent application of the present utility model. Other purposes and advantages of the present utility model will be described in the subsequent specific implementation methods and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 The figure is a side view of a conventional fixed-lock engine installed on a scooter.

[0014] Figure 2 The diagram is a schematic diagram of a conventional solid-lock engine viewed from the outside of a crankcase and from the axial direction.

[0015] Figure 3 The diagram is a schematic diagram showing the inclination of the lubricating oil surface caused by vehicle acceleration in a conventional locked engine inside a crankcase and viewed from the axial direction.

[0016] Figure 4 The diagram is a schematic diagram showing the inclination of the lubricating oil surface caused by vehicle deceleration in a conventional locked engine inside a crankcase and viewed from the axial direction.

[0017] Figure 5 This is a schematic diagram of a preferred embodiment of the utility model, wherein the locking engine is viewed from the inner side of the crankcase and from the axial direction.

[0018] Figure 6 This is a schematic diagram of a preferred embodiment of the utility model, wherein the locked engine is located outside the crankcase and viewed from the axial direction.

[0019] Description of main component symbols:

[0020] 1 Locking engine

[0021] 2 Crankcase

[0022] 20 Oil pan

[0023] 21 Oil return section

[0024] 211 front oil return part

[0025] 212 Rear oil return section

[0026] 213 Connection segment

[0027] 22 First blocking part

[0028] 23 Second blocking part

[0029] 24 Third blocking part

[0030] 25 Divider

[0031] 3 Crankshaft

[0032] 4 Drive shaft

[0033] 41 Clutch

[0034] 410 Clutch chamber outer wall

[0035] 410' Projection of the outer wall of the clutch chamber

[0036] 5 Output shaft

[0037] 6 Oil pump

[0038] 6' Oil pump projection

[0039] 9 Locking engine

[0040] 90 Motorcycle

[0041] 901 Frame

[0042] 91 Clutch

[0043] 92 Crankcase

[0044] 920 Oil Pan

[0045] 921 Oil return unit

[0046] 93 Crankshaft

[0047] 94 Drive shaft

[0048] 95 Output shaft

[0049] 96 Oil Pump

[0050] 97 Swingarm

[0051] 98 rear wheel

[0052] C1, C2, C3 Axis

[0053] h1 First channel

[0054] h2 Second connecting channel

[0055] h3 The third connecting channel

[0056] P1 First half

[0057] P2 First half

[0058] P3 Second half

[0059] P4 The second half

[0060] Pf Crankcase front half

[0061] Pr Crankcase rear half

[0062] R Oil pump room DETAILED DESCRIPTION

[0063] See also Figure 5 and Figure 6 , which are schematic diagrams of a preferred embodiment of the present invention, a locking engine inside a crankcase and viewed from the axial direction and a schematic diagram outside a crankcase and viewed from the axial direction. The figure shows a locking engine 1, which is locked to a frame of a motorcycle, including a crankcase 2, a crankshaft 3, a transmission shaft 4 with a clutch 41, an output shaft 5 and an oil pump 6.

[0064] In the present embodiment, the crankcase 2 is composed of a left crankcase and a right crankcase. The bottom of the crankcase 2 is an oil pan 20. An oil return portion 21 is provided in the crankcase 2. The oil return portion 21 is connected to the oil pan 20 by a first blocking portion 22. The first blocking portion 22 is provided with two first connecting passages h1, but it is not limited thereto. One or other number of first connecting passages h1 may be provided. The crankshaft 3 is provided in the crankcase 2 and is driven to pivot by the power source of the fixed-lock engine 1. The transmission shaft 4 is provided in the crankcase 2 and is driven to pivot by the crankshaft 3. The output shaft 5 is provided in the crankcase 2 and is driven to pivot by the transmission shaft 4 to drive a rear wheel to rotate. The oil pump 6 is accommodated in the crankcase 2 to pump lubricating oil. Thus, the utility model can improve the lubrication system of the engine and maintain the lubrication performance of the oil pump, which refers to the oil pump 6 drawing lubrication oil from the oil pan 20 and promoting the distribution of lubrication oil to provide lubrication, heat dissipation and stable oil pressure to the crankshaft, piston, cylinder head, clutch, transmission gear and other components. The lubrication oil dispersed in various places is finally recovered to the oil pan 20 at the bottom of the crankcase 2 through the space inside the crankcase 2 or the side thereof and the oil pan.

[0065] In this embodiment, the oil return portion 21 includes a front oil return portion 211, a connecting section 213 and a rear oil return portion 212. The front oil return portion 211 is connected to the oil pan 20 by a second blocking portion 23, and the second blocking portion 23 is provided with a second connecting passage h2. The rear oil return portion 212 is connected to the oil pan 20 by a third blocking portion 24, and the third blocking portion 24 is provided with a third connecting passage h3. Among them, the oil pan 20, the first blocking portion 22, the connecting section 213, the front oil return portion 211 and the second blocking portion 23 are generally covered to form an oil pump chamber R. The setting of the oil pump chamber R can reduce the lubricating oil in the oil pan 20 due to the acceleration and deceleration of the vehicle, causing the oil pump 6 to suck in air and affect the lubrication performance of the oil pump 6.

[0066] In addition, a clutch chamber outer wall 410 and a partition 25 connected to the oil return portion 21 are provided in the crankcase 2, so that the lubricating oil above the oil pan 20 is intercepted by the partition 25 and the clutch chamber outer wall 410 when affected by inertia. The clutch chamber outer wall 410, the partition 25, the connecting section 213 and the first blocking portion 22 divide the space inside the crankcase 2 into a crankcase front half Pf and a crankcase rear half Pr.

[0067] When viewed from the axial direction, the partition 25 and the outer wall 410 of the clutch chamber do not straightly penetrate the left and right crankcases of the crankcase 2, but have a distance difference in the front-to-back direction, so that the space range observed from the inside or outside of the crankcase is slightly different. Figure 5 As shown, the projection structure indicated by the dotted line in the figure (the projection 410' of the outer wall of the clutch chamber and the projection 6' of the oil pump) is not visible from the perspective of the inside of the crankcase. However, in order to facilitate the observation of the relative relationship between the various components, the above-mentioned projection structure is also included. Figure 5 Therefore, Figure 5 and Figure 6 It can be seen that the front half of the crankcase Pf includes a first front half P1 and a second front half P3; the rear half of the crankcase Pr includes a first rear half P2 and a second rear half P4. The front oil return portion 211, the oil pump chamber R and the oil pump 6 are located in the front half of the crankcase Pf, and the rear oil return portion 212 is located in the rear half of the crankcase Pr. Among them, the lubricating oil in the front half of the crankcase Pf flows through the front oil return portion 211 to the oil pan 20, and then returns to the oil pump chamber R. The lubricating oil in the rear half of the crankcase Pr flows through the rear oil return portion 212 to the oil pan 20, and then returns to the oil pump chamber R. Through the above design, the lubricating oil returning to the oil pan 20 is not affected by the inertia of acceleration and deceleration, effectively avoiding the problem of the oscillation and tilt of the lubricating oil liquid level, and filling the oil pump chamber R with lubricating oil as much as possible, so that the lubrication system maintains sufficient oil pressure.

[0068] The above embodiments are merely examples for the convenience of explanation. The scope of rights claimed by the present utility model shall be based on the scope of protection required by the patent application documents, and is not limited to the above embodiments.

Claims

1. A fixed-lock engine, fixed to a frame of a motorcycle, characterized in that: Included are: A crankcase, the bottom of which is an oil pan, an oil return portion is arranged in the crankcase, the oil return portion is connected to the oil pan via a first blocking portion, and the first blocking portion is provided with at least one first connecting channel; A crankshaft is disposed in the crankcase and is driven to pivot by the power source of the solid-lock engine; A transmission shaft is passed through the crankcase and is driven to pivot by the crankshaft; an output shaft, passing through the crankcase and driven by the transmission shaft to pivot, so as to drive a rear wheel to rotate; and An oil pump is housed in the crankcase and is used for pumping lubricating oil.

2. The fixed-lock engine according to claim 1, characterized in that: The oil return portion includes a front oil return portion, a connecting section and a rear oil return portion. The front oil return portion is connected to the oil pan via a second blocking portion, and the second blocking portion is provided with a second connecting channel. The rear oil return portion is connected to the oil pan via a third blocking portion, and the third blocking portion is provided with a third connecting channel. The oil pan, the first blocking portion, the connecting section, the front oil return portion and the second blocking portion are roughly enclosed into an oil pump chamber.

3. The fixed-lock engine according to claim 1, characterized in that: The crankcase is provided with an outer wall of a clutch chamber and a partition connected to the oil return portion. The outer wall of the clutch chamber, the partition, the oil return portion and the first blocking portion divide the space inside the crankcase into a front half of the crankcase and a rear half of the crankcase.

4. The solid-lock engine according to claim 2, characterized in that: A clutch chamber outer wall and a partition connected to the oil return portion are provided in the crankcase, the partition, the connecting section and the first blocking portion divide the space inside the crankcase into a first front half and a first rear half, the clutch chamber outer wall divides the space inside the crankcase into a second front half and a second rear half, the areas of the first front half and the second front half belong to the front half of the crankcase, the areas of the first rear half and the second rear half belong to the rear half of the crankcase, the front oil return portion, the oil pump chamber and the oil pump are located in the front half of the crankcase, and the rear oil return portion is located in the rear half of the crankcase.

5. The fixed-lock engine according to claim 4, characterized in that: The lubricating oil in the front half of the crankcase flows through the front oil return portion to the oil pan and then returns to the oil pump chamber.

6. The solid-lock engine according to claim 4, characterized in that: The lubricating oil in the rear half of the crankcase flows through the rear oil return portion to the oil pan and then returns to the oil pump chamber.

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