Built-in differential mechanism of engine

Abstract

The utility model relates to the technical field of motorcycle engines, and discloses a built-in differential mechanism of an engine, which comprises a main shaft, an auxiliary shaft, an output shaft, an intermediate shaft and a differential assembly, a speed change mechanism is arranged between the main shaft and the output shaft, and the auxiliary shaft is provided with a reverse gear, a forward gear and a shift block. The gearbox is characterized in that the auxiliary shaft and the output shaft are of an integrated structure, intermediate teeth are provided with carrier teeth and an intermediate shaft gear, the differential mechanism assembly is meshed with the forward teeth and the intermediate shaft gear at the same time, and the carrier teeth are meshed with the reverse teeth.

Description

Technical Field

[0001] The utility model relates to the technical field of motorcycle engines, in particular to a built-in differential mechanism of an engine. Background Art

[0002] The motorcycle transmission and differential are key components in the motorcycle powertrain. The transmission is responsible for adjusting the power output of the engine to adapt to different driving speeds and road conditions. It allows the driver to select the appropriate gear according to the riding conditions, thereby optimizing the performance, fuel economy and driving experience of the motorcycle; the differential's main function is to make the wheels on both sides rotate at different speeds during the motorcycle's driving process to adapt to the driving needs of the motorcycle under complex road conditions such as turning, uphill and downhill.

[0003] Chinese patent document CN2532252Y discloses an integrated three-wheel motorcycle engine, involving a speed change mechanism and a differential. The speed change mechanism includes a speed change main shaft and four speed change gears thereon, a clutch, a speed change countershaft and four speed change gears thereon, a shift cam drum, a shift fork and a shift transmission shaft group. The clutch is meshed with the gears on the power shaft of the piston connecting rod crankshaft assembly, and the shift fork cooperates with the speed change main shaft and the speed change countershaft. A reverse gear structure is provided on the speed change countershaft, and the reverse gear structure includes a countershaft output gear, a reverse gear intermediate gear, a reverse gear fork and a reverse gear arm. The gear on the reverse gear intermediate gear is meshed with the differential gear through the countershaft output gear meshing with the reverse gear intermediate gear.

[0004] The prior art has the following disadvantages: the existing transmission and differential are not arranged compactly enough, which makes the engine bulky, and the internal countershaft and output shaft are easy to wear. Utility Model Content

[0005] The utility model provides an engine built-in differential mechanism with a compact internal structure and not prone to failure, comprising a main shaft, a secondary shaft, an output shaft, an intermediate shaft and a differential assembly, a speed change mechanism is arranged between the main shaft and the output shaft, a reverse gear, a forward gear and a shift block are arranged on the secondary shaft, the shift block is located between the reverse gear and the forward gear, and is characterized in that the secondary shaft and the output shaft are an integrated structure, the intermediate gear is provided with a bridge gear and an intermediate shaft gear, the differential assembly meshes with the forward gear and the intermediate shaft gear at the same time, and the bridge gear meshes with the reverse gear gear.

[0006] Preferably, the forward gear, reverse gear and shift block are connected to the countershaft via splines.

[0007] Preferably, the intermediate shaft gear and the bridge gear are press-fitted and fixed on the intermediate shaft.

[0008] In order to facilitate gear switching, an annular groove is provided in the middle of the shift block, connecting splines are provided on both sides of the shift block, and connecting grooves for the connecting splines to cooperate with are provided on the reverse gear teeth and the forward gear teeth. The shift block is free to move laterally on the secondary shaft and is fixed radially, and the reverse gear teeth and the forward gear are free to rotate radially on the secondary shaft and are fixed axially.

[0009] The utility model has the following beneficial effects:

[0010] The arrangement of the utility model makes the engine more compact, and the integral connection is less prone to wear. The limited space of the case is fully utilized to realize the differential function, which greatly saves the internal space of the case. This design can also avoid operating failures caused by wear of the shaft due to the spline connection between the countershaft and the output shaft in the prior art. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Figure 1 It is a schematic diagram of an embodiment of the engine built-in differential mechanism of the utility model;

[0012] Figure 2 Schematic diagram of the countershaft and output shaft. DETAILED DESCRIPTION

[0013] The following is further described in detail through specific implementation methods:

[0014] 1. The reference numerals in the drawings of the specification include: main shaft 1, output shaft 2, counter shaft 3, forward gear 4, shift block 5, reverse gear 6, bridge gear 7, intermediate shaft 8, intermediate shaft gear 9, differential assembly 10, speed change mechanism 11, annular groove 12, connecting spline 13.

[0015] Example 1

[0016] like Figure 1 and 2 As shown, an engine built-in differential mechanism includes a main shaft 1, an output shaft 2, a secondary shaft 3, an intermediate shaft 8 and a differential assembly 10, a speed change mechanism 11 is arranged between the main shaft 1 and the output shaft 2, a reverse gear 6, a forward gear 4 and a shift block 5 are arranged on the secondary shaft 3, and the shift block 5 is located between the reverse gear 6 and the forward gear 4, the secondary shaft 3 and the output shaft 2 are an integrated structure, the intermediate gears are provided with a bridge gear 7 and an intermediate shaft gear 9, the forward gear 4 and the intermediate shaft gear 9 are not directly meshed, and the differential assembly 10 meshes with the forward gear 4 and the intermediate shaft gear 9 at the same time, and the bridge gear 7 is directly meshed with the reverse gear 6.

[0017] The forward gear 4, the reverse gear 6 and the shift block 5 are connected to the countershaft 3 via splines.

[0018] The intermediate shaft gear 9 and the bridge gear 7 are press-fitted and fixed on the intermediate shaft 8 .

[0019] An annular groove 12 is provided in the middle of the shift block 5, connecting splines 13 are provided on both sides of the shift block 5, and connecting grooves for the connecting splines 13 to cooperate with are provided on the reverse gear teeth 6 and the forward gear teeth 4. The shift block 5 is free to move laterally on the secondary shaft 3 and is fixed radially. After the shift block 5 moves laterally, the connecting splines 13 will be inserted into the connecting grooves, and the reverse gear teeth 6 and the forward gear teeth 4 are free to rotate radially on the secondary shaft 3 and are fixed axially.

[0020] The kinetic energy passes through the main shaft 1 → output shaft 2 → secondary shaft 3 → intermediate shaft 8 → speed change assembly. The shift block 5 is controlled by the shift fork to move laterally on the secondary shaft 3 so that it engages with the forward gear 4 or the reverse gear 6. The rotation of the secondary shaft 3 drives the shift block 5 to rotate, and then the shift block 5 drives the forward gear 4 or the reverse gear 6. The forward gear 4 transfers the kinetic energy to the differential assembly 10 through the intermediate shaft 8, and the reverse gear 6 transfers the kinetic energy to the differential assembly 10 through the intermediate shaft 8.

[0021] The above is only an embodiment of the utility model. The common sense such as the known specific structure and characteristics in the scheme is not described in detail here. The ordinary technicians in the relevant field know all the common technical knowledge in the technical field of the utility model before the application date or priority date, can obtain all the existing technologies in the field, and have the ability to apply the conventional experimental means before that date. The ordinary technicians in the relevant field can improve and implement this scheme in combination with their own abilities under the enlightenment given by this application. Some typical known structures or known methods should not become obstacles for ordinary technicians in the relevant field to implement this application. It should be pointed out that for the technicians in this field, without departing from the structure of the utility model, several deformations and improvements can be made, which should also be regarded as the protection scope of the utility model, which will not affect the effect of the implementation of the utility model and the practicality of the patent. The protection scope required by this application shall be based on the content of its claims, and the specific implementation methods and other records in the specification can be used to explain the content of the claims.

Claims

1. An engine built-in differential mechanism, comprising a main shaft (1), a secondary shaft (3), an output shaft (2), an intermediate shaft (8) and a differential assembly (10), wherein a speed change mechanism (11) is arranged between the main shaft (1) and the output shaft (2), and the secondary shaft (3) is provided with a reverse gear (6), a forward gear (4) and a shift block (5), wherein the shift block (5) is located between the reverse gear (6) and the forward gear (4), and wherein: The countershaft (3) and the output shaft (2) are of an integrated structure; the intermediate shaft (8) is provided with a bridge tooth (7) and an intermediate shaft gear (9); the differential assembly (10) simultaneously meshes with the forward gear (4) and the intermediate shaft gear (9); and the bridge tooth (7) meshes with the reverse gear tooth (6).

2. The engine-mounted differential mechanism according to claim 1, characterized in that: The forward gear (4), the reverse gear (6) and the shift block (5) are connected to the secondary shaft (3) via splines.

3. The engine-mounted differential mechanism according to claim 2, characterized in that: The intermediate shaft gear (9) and the bridge gear (7) are press-fitted and fixed on the intermediate shaft (8).

4. The engine built-in differential mechanism according to any one of claims 1 to 3, characterized in that: An annular groove (12) is provided in the middle of the shift block (5), connecting splines (13) are provided on both sides of the shift block (5), and connecting grooves for the connecting splines (13) to cooperate with are provided on the reverse gear teeth (6) and the forward gear teeth (4), the shift block (5) is free to move laterally on the secondary shaft (3) and is fixed radially, and the reverse gear teeth (6) and the forward gear teeth (4) are free to rotate radially on the secondary shaft (3) and are fixed axially.

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