Dry type clutch engine of motorcycle

Abstract

The utility model discloses a motorcycle dry type clutch engine which comprises a box body and a crankshaft, and the crankshaft is rotationally connected with the box body. A primary transmission shaft is rotationally connected to the box body and is parallel to the crankshaft, a primary speed reduction driving gear is in key connection with the crankshaft, one end of the primary transmission shaft is connected with a dry clutch, and the dry clutch comprises a dry clutch flywheel, a dry clutch disc and a pressing disc. The dry clutch disc is in spline connection with the primary transmission shaft, the dry clutch disc is located between the dry clutch flywheel and the pressing disc, the dry clutch flywheel is in running fit with the primary transmission shaft, and the dry clutch flywheel is in static connection with a primary speed reduction driven gear meshed with the primary speed reduction driving gear. According to the scheme, the problem that in the prior art, a dry clutch of a motorcycle dry clutch engine is prone to ablation or rapid abrasion, and consequently the maintenance cost is high is solved.

Description

Technical Field

[0001] The utility model relates to a motorcycle engine, in particular to a motorcycle dry clutch engine. Background Art

[0002] Motorcycle dry clutch engines generally use a single-cylinder internal combustion engine as power, and use a dry clutch to control the on and off of the output power. It has the characteristics of reliable operation and high speed.

[0003] Chinese patent document CN210738690U discloses an engine, including a crankcase assembly; the crankcase assembly includes a crankshaft, a crankcase body and a dry clutch for outputting crankshaft power, the dry clutch having a clutch flywheel; the crankcase body is provided with an axle seat hole, the clutch flywheel is transmission-matchedly arranged on the crankshaft and is provided with a flywheel journal, the inner circle of the flywheel journal forms a seal with the crankshaft in the axial direction, and the outer circle forms a rotating seal with the axle seat hole in the axial direction. The prior art forms a seal in the axial direction between the clutch flywheel and the crankshaft and between the clutch flywheel and the crankcase body respectively, so as to isolate the lubricating oil in the crankcase body, which is beneficial to avoid the axial leakage of the lubricating oil in the crankcase body, and the clutch flywheel, which is sleeved on the crankshaft, passes through the crankcase body and performs axial limiting to realize the axial movement assembly of the dry clutch toward the axle seat side, which is beneficial to shorten the axial length of the crankshaft, and shorten the axial size of the engine, so as to make the structure of the engine more compact to avoid space waste.

[0004] Although the above-mentioned prior art solution realizes a compact engine structure, in actual operation, the dry clutch is prone to ablation or rapid wear, resulting in a high frequency of engine maintenance and high maintenance costs. In addition, its engine layout is different from the existing three-wheeled motorcycle power layout, so the three-wheeled motorcycle frame needs to be redesigned, affecting the adaptability of the engine. Utility Model Content

[0005] The utility model aims to provide a motorcycle dry clutch engine to solve the problem in the prior art that the motorcycle dry clutch engine is prone to dry clutch ablation or rapid wear, resulting in high maintenance costs.

[0006] To achieve the above object, the basic solution of the present utility model provides a dry clutch engine for a motorcycle, including a box body and a crankshaft, the crankshaft is rotatably connected to the box body; a primary transmission shaft is rotatably connected to the box body, the primary transmission shaft is arranged parallel to the crankshaft, a primary reduction driving gear is key-connected to the crankshaft, one end of the primary transmission shaft is connected with a dry clutch, the dry clutch includes a dry clutch flywheel, dry clutch plates and a pressure plate, the dry clutch plates are spline-connected to the primary transmission shaft, the dry clutch plates are located between the dry clutch flywheel and the pressure plate, the dry clutch flywheel is rotationally matched with the primary transmission shaft, and the dry clutch flywheel is fixedly connected with a primary reduction driven gear meshing with the primary reduction driving gear; a driving bevel gear is fixedly connected to the primary transmission shaft inside the box body, a driven bevel gear meshing with the driving bevel gear is rotatably connected to the box body, and the axis of rotation of the driven bevel gear is perpendicular to the primary transmission shaft.

[0007] Preferably, a side clearance adjusting gear is arranged on one side of the primary reduction driving gear, the side clearance adjusting gear is slidably connected to the crankshaft, and a torsion spring is connected between the side clearance adjusting gear and the crankshaft. With such a setting, the clearance between the primary reduction driving gear and the primary reduction driven gear is adjusted by the side clearance adjusting gear, which is beneficial to reducing the noise during the operation of the engine and improving the noise reduction performance of the engine.

[0008] Preferably, one end of the primary reduction driven gear away from the dry clutch flywheel is connected to the box body through a first bearing, and one end of the primary reduction driven gear close to the dry clutch flywheel is connected to the box body through a second bearing. With such a setting, both ends of the primary reduction driven gear are supported by bearings, which can improve the stability of the primary reduction driven gear and the dry clutch flywheel during rotation, thereby reducing the rapid wear of the dry clutch and being beneficial to reducing the maintenance cost.

[0009] Preferably, a first oil seal is arranged between the primary reduction driven gear and the box body on the side of the second bearing close to the dry clutch flywheel. With such a setting, the first oil seal prevents the lubricating oil in the box body from flowing out from the gap between the primary reduction driven gear and the box body, thus avoiding the problem that the lubricating oil in the box body is likely to leak when disassembling and maintaining the dry clutch and needs to be replenished, and further facilitating the maintenance operation.

[0010] Preferably, a second oil seal is arranged between the primary reduction driven gear and the primary transmission shaft. With such a setting, the second oil seal is used to prevent the lubricating oil in the box body from flowing out from the gap between the primary reduction driven gear and the primary transmission shaft, which is beneficial to reducing the consumption of the lubricating oil in the box body and reducing the maintenance cost.

[0011] Preferably, a tapered roller bearing is connected between the primary transmission shaft and the first bearing. The tapered roller bearing abuts against the primary reduction driven gear. An axial adjustment nut is threadedly connected to the side of the primary transmission shaft away from the primary reduction driven gear with respect to the tapered roller bearing. With such a setting, it is beneficial to reduce the deflection of the primary transmission shaft during rotation, and at the same time, it can also reduce the vibration of the dry clutch and the damage of the bearing caused by the axial movement of the primary reduction driven gear, thereby being beneficial to improving the working stability of the whole machine and reducing the maintenance cost.

[0012] Preferably, the driven bevel gear is coaxially connected with a third bearing and a fourth bearing. The diameter of the fourth bearing is smaller than that of the third bearing. The fourth bearing is located on the side of the third bearing away from the primary transmission shaft. A bearing seat for supporting the third bearing and the fourth bearing is detachably connected to the box body. With such a setting, it is beneficial to improve the rotational stability of the driven bevel gear, thereby ensuring the reliable output of power.

[0013] Preferably, a third oil seal is provided between the driven bevel gear and the bearing seat. The third oil seal is located on the side of the fourth bearing away from the third bearing. With such a setting, it is beneficial to reduce the maintenance operation at the driven bevel gear and lower the maintenance cost.

[0014] Preferably, the dry clutch includes a clutch cover detachably connected to the box body. The end of the primary transmission shaft is rotatably connected to the clutch cover through a bearing. With such a setting, the end of the primary transmission shaft is supported by the clutch cover, which is beneficial to reducing the deflection of the primary transmission shaft during rotation, thereby being beneficial to improving the structural stability of the whole machine and reducing the maintenance operation. At the same time, by disassembling the clutch cover, maintenance operations such as replacing the dry clutch can be achieved without disassembling the engine box body, thereby greatly reducing the maintenance difficulty and improving the maintenance convenience.

[0015] Preferably, the diameter of the driving bevel gear is larger than that of the driven bevel gear. With such a setting, while using the driving bevel gear and the driven bevel gear for power reversal, secondary deceleration is also achieved, so that the power output of the engine realizes secondary deceleration operation, enabling the whole machine to be adapted to the existing motorcycle frame for installation, thereby improving the adaptability of the engine.

[0016] The utility model has the following beneficial effects:

[0017] 1. By providing a primary transmission shaft on the engine box body and a dry clutch on the primary transmission shaft, the dry clutch is in transmission cooperation with the crankshaft through the primary reduction driven gear and the primary reduction driving gear, which is beneficial to reducing the situation of dry clutch ablation and rapid wear, thereby prolonging the maintenance period and reducing the maintenance cost.

[0018] 2. An independent lubrication space is formed inside the box body by the first oil seal, the second oil seal and the third oil seal, which is beneficial to improving the lubrication effect and heat dissipation effect of each component inside the box body, increasing the service life cycle of the lubricating oil by more than three times, thus extending the maintenance cycle and reducing the maintenance cost.

[0019] 3. The crankshaft, the primary transmission shaft, the primary reduction driven gear and the driven bevel gear are supported by the box body, so that the dry clutch is located on the side of the box body, and the power input and output of the dry clutch are both on the side of the dry clutch facing the box body. Combining with the setting of an independent and detachable clutch cover, it is convenient to maintain the dry clutch without disassembling the box body, improving the maintenance convenience. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a schematic diagram of an embodiment of a dry clutch engine for a motorcycle according to the present utility model;

[0021] Figure 2 It is a perspective view of an embodiment of a dry clutch engine for a motorcycle according to the present utility model. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0022] The following is further detailed through specific embodiments:

[0023] The reference numerals in the accompanying drawings of the specification include: box body 1, crankshaft 2, primary reduction driving gear 3, backlash adjusting gear 4, dry clutch flywheel 5, dry clutch disc 6, pressure plate 7, primary reduction driven gear 8, second bearing 9, first oil seal 10, first bearing 11, second oil seal 12, tapered roller bearing 13, axial adjusting nut 14, clutch cover 15, primary transmission shaft 16, bearing seat 17, third bearing 18, fourth bearing 19, third oil seal 20, driven bevel gear 21, driving bevel gear 22.

[0024] The embodiment is basically as shown in the attached Figure 1 and Figure 2 shown: A dry clutch engine for a motorcycle includes a box body 1 and a crankshaft 2, and the crankshaft 2 is rotatably connected to the box body 1. In this embodiment, the box body 1 is formed by buckling two parts on the left and right; the box body 1 forms a chamber surrounding the crank part of the crankshaft 2, and at the same time, both ends of the crankshaft 2 penetrate the box body 1, and the crankshaft 2 is connected to the box body 1 through bearings. A cylinder block assembly is connected to the box body 1, and the piston in the cylinder block assembly is in transmission cooperation with the crankshaft 2 through a connecting rod. One end of the crankshaft 2 is key-connected with a primary reduction driving gear 3. A backlash adjusting gear 4 is further arranged on the crankshaft 2 on one side of the primary reduction driving gear 3. The backlash adjusting gear 4 is slidably connected to the crankshaft 2, and a torsion spring is connected between the backlash adjusting gear 4 and the crankshaft 2. The end of the crankshaft 2 is connected to the box body 1 through a bearing.

[0025] A primary transmission shaft 16 is rotatably connected to the box body 1, and the primary transmission shaft 16 is arranged in parallel with the crankshaft 2. One end of the primary transmission shaft 16 is connected with a dry clutch. In this embodiment, the dry clutch includes a dry clutch flywheel 5, a dry clutch disc 6 and a pressure plate 7. The dry clutch disc 6 is splined to the primary transmission shaft 16. The dry clutch disc 6 is located between the dry clutch flywheel 5 and the pressure plate 7, and the dry clutch flywheel 5 is rotatably fitted with the primary transmission shaft 16. The dry clutch flywheel 5 is fixedly connected with a primary reduction driven gear 8 meshing with the primary reduction driving gear 3. In this embodiment, the primary reduction driven gear 8 is bolted to the dry clutch flywheel 5. In this embodiment, the dry clutch is preferably a general-purpose external dry clutch for automobiles. The dry clutch includes a clutch cover 15 detachably connected to the box body 1, and the end of the primary transmission shaft 16 is rotatably connected to the clutch cover 15 through a bearing.

[0026] In this embodiment, one end of the primary reduction driven gear 8 away from the dry clutch flywheel 5 is connected to the box body 1 through a first bearing 11, and one end of the primary reduction driven gear 8 close to the dry clutch flywheel 5 is connected to the box body 1 through a second bearing 9. A first oil seal 10 is connected between the primary reduction driven gear 8 on the side of the second bearing 9 close to the dry clutch flywheel 5 and the box body 1. A second oil seal 12 is connected between the primary reduction driven gear 8 and the primary transmission shaft 16. A tapered roller bearing 13 is connected between the primary transmission shaft 16 and the first bearing 11. The tapered roller bearing 13 abuts against the primary reduction driven gear 8, and an axial adjustment nut 14 is threadedly connected to the primary transmission shaft 16 on the side away from the primary reduction driven gear 8 of the tapered roller bearing 13.

[0027] In this embodiment, a driving bevel gear 22 is fixedly connected to the primary transmission shaft 16 inside the box body 1. A driven bevel gear 21 meshing with the driving bevel gear 22 is rotatably connected to the box body 1, and the axis of rotation of the driven bevel gear 21 is perpendicular to the primary transmission shaft 16. The diameter of the driving bevel gear 22 is larger than that of the driven bevel gear 21. In this embodiment, the driven bevel gear 21 is coaxially connected with a third bearing 18 and a fourth bearing 19. The diameter of the fourth bearing 19 is smaller than that of the third bearing 18, and the fourth bearing 19 is located on the side of the third bearing 18 away from the primary transmission shaft 16; A bearing seat 17 for supporting the third bearing 18 and the fourth bearing 19 is detachably connected to the box body 1. A third oil seal 20 is connected between the driven bevel gear 21 and the bearing seat 17, and the third oil seal 20 is located on the side of the fourth bearing 19 away from the third bearing 18.

[0028] With this solution, by arranging a primary transmission shaft 16 on the engine housing 1 and a dry clutch on the primary transmission shaft 16, the dry clutch is in transmission cooperation with the crankshaft 2 through the primary reduction driven gear 8 and the primary reduction driving gear 3, which is beneficial to reducing the ablation and rapid wear of the dry clutch, thereby extending the maintenance cycle and reducing the maintenance cost. By means of the first oil seal 10, the second oil seal 12 and the third oil seal 20, an independent lubrication space is formed inside the housing 1, which is beneficial to improving the lubrication effect and heat dissipation effect of each component inside the housing 1, thereby extending the maintenance cycle and further reducing the maintenance cost. At the same time, compared with the engine using a wet clutch, the abrasive particle pollution of the internal lubricating oil of the engine is reduced, and the reliability of the engine is significantly improved.

[0029] The above are only the embodiments of the present invention, and common knowledge such as the specific structures and characteristics known in the solution is not described in detail herein. It should be pointed out that for those skilled in the art, without departing from the structure of the present invention, several deformations and improvements can be made, which should also be regarded as the protection scope of the present invention, and these will not affect the implementation effect of the present invention and the practicability of the patent.

Claims

1. A motorcycle dry clutch engine, comprising a housing and a crankshaft, wherein the crankshaft is rotatably connected to the housing; a primary transmission shaft is rotatably connected to the housing, the primary transmission shaft is arranged parallel to the crankshaft, and a primary reduction driving gear is keyed to the crankshaft, characterized in that: One end of the primary transmission shaft is connected with a dry clutch, and the dry clutch includes a dry clutch flywheel, a dry clutch plate and a pressure plate. The dry clutch plate is spline-connected to the primary transmission shaft, and the dry clutch plate is located between the dry clutch flywheel and the pressure plate. The dry clutch flywheel rotates with the primary transmission shaft, and the dry clutch flywheel is statically connected with a primary reduction driven gear meshing with the primary reduction driving gear; the primary transmission shaft is located inside the housing and is statically connected with a driving bevel gear, and the housing is rotatably connected with a driven bevel gear meshing with the driving bevel gear, and the rotation axis of the driven bevel gear is perpendicular to the primary transmission shaft.

2. A motorcycle dry clutch engine according to claim 1, characterized in that: A side clearance adjusting gear is arranged on one side of the primary reduction driving gear, the side clearance adjusting gear is slidably connected to the crankshaft, and a torsion spring is connected between the side clearance adjusting gear and the crankshaft.

3. A motorcycle dry clutch engine according to claim 2, characterized in that: One end of the primary reduction driven gear away from the dry clutch flywheel is connected to the housing through a first bearing, and one end of the primary reduction driven gear close to the dry clutch flywheel is connected to the housing through a second bearing.

4. A motorcycle dry clutch engine according to claim 3, characterized in that: A first oil seal is arranged between the housing and the side of the primary reduction driven gear located at the second bearing close to the dry clutch flywheel.

5. A motorcycle dry clutch engine according to claim 4, characterized in that: A second oil seal is connected between the primary reduction driven gear and the primary transmission shaft.

6. A motorcycle dry clutch engine according to claim 5, characterized in that: A tapered roller bearing is connected between the primary transmission shaft and the first bearing, the tapered roller bearing is against the primary reduction driven gear, and an axial adjustment nut is threadedly connected to the side of the tapered roller bearing of the primary transmission shaft away from the primary reduction driven gear.

7. A motorcycle dry clutch engine according to claim 6, characterized in that: The driven bevel gear is coaxially connected with a third bearing and a fourth bearing, the diameter of the fourth bearing is smaller than that of the third bearing, the fourth bearing is located on the side of the third bearing away from the primary transmission shaft, and the housing is detachably connected with a bearing seat for supporting the third bearing and the fourth bearing.

8. A motorcycle dry clutch engine according to claim 7, characterized in that: A third oil seal is arranged between the driven bevel gear and the bearing seat, and the third oil seal is located on a side of the fourth bearing away from the third bearing.

9. A motorcycle dry clutch engine according to any one of claims 1 to 8, characterized in that: The dry clutch comprises a clutch cover detachably connected to the housing, and the end of the primary transmission shaft is rotatably connected to the clutch cover via a bearing.

10. A motorcycle dry clutch engine according to claim 9, characterized in that: The diameter of the driving bevel gear is greater than the diameter of the driven bevel gear.

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