Motorcycle transmission structure

Abstract

The utility model relates to the technical field of motorcycles, in particular to a motorcycle transmission structure which comprises a protective shell, a transmission device is arranged on the inner side of the protective shell, the protective shell on the front side is rotationally connected with a wheel through a bearing, and a fixing plate and a bent plate are sequentially installed on the inner wall of the protective shell on the rear side from top to bottom. The inner wall of the protective shell on the front side is fixedly connected with an engine body. According to the motorcycle transmission structure, through cooperation of the protective shell and the transmission device, a first bevel gear rotates to drive a rotating rod to rotate so as to drive two third bevel gears to rotate, and the third bevel gears rotate to drive a fourth bevel gear to rotate so as to drive wheels to rotate, so that through cooperation of the rotating rod and the multiple bevel gears, the transmission process is more stable; the automobile seat is simple in structure, not prone to loosening and suitable for long-time high-load work, the probability that a user is injured in the driving process is reduced, and meanwhile large noise cannot be generated.

Description

Technical Field

[0001] The utility model relates to the technical field of motorcycles, and particularly relates to a motorcycle transmission structure. Background Art

[0002] A motorcycle is a two - wheeled or three - wheeled vehicle driven by a gasoline engine and steered by a handlebar to control the front wheel. It is light, flexible and fast, and is widely used for patrol, passenger and freight transportation, etc., and is also used as a sports equipment. The transmission methods of motorcycles are mainly divided into three types: chain drive, belt drive and shaft drive.

[0003] For example, a self - charging gasoline - electric hybrid motorcycle transmission structure with the application publication number of "CN104760660A". When the transmission system is driven electrically, the output shaft of the motor is key - connected to the rear wheel core and directly drives the rear wheel under the action of the controller. At the same time, the rear wheel sprocket rotates to drive the chain, and the engine output sprocket rotates. At this time, an overrunning clutch is also used to automatically disengage the wheel from the output shaft, solving the reliability and automation of the gasoline - electric conversion and being convenient to operate. However, in this self - charging gasoline - electric hybrid motorcycle transmission structure, the front hub and the rear hub are driven to rotate through the chain transmission method. During the chain transmission process, the chain is not easy to resist wear. After a long running time, the chain is easy to loosen and stretch. During the driving process, the loosened chain is easy to cause injury to the user, and the noise is relatively large. Content of the Utility Model

[0004] The purpose of the utility model is to solve the problems that the front hub and the rear hub are driven to rotate through the chain transmission method, the chain is not easy to resist wear during the chain transmission process, the chain is easy to loosen and stretch after a long running time, the loosened chain is easy to cause injury to the user during the driving process, and the noise is relatively large, and a motorcycle transmission structure is proposed.

[0005] To achieve the above purpose, the utility model provides the following technical solutions:

[0006] Design a motorcycle transmission structure, including a protective shell. A transmission device is arranged inside the protective shell. The front side of the protective shell is rotatably connected to a wheel through a bearing. A fixing plate and a bent plate are sequentially installed on the inner wall of the rear side of the protective shell from top to bottom. The inner wall of the front side of the protective shell is fixedly connected to an engine body.

[0007] Preferably, the transmission device includes a first bevel gear, the first bevel gear meshes with a second bevel gear. A sleeve is fixedly connected to the right side of the second bevel gear. The inner wall of the sleeve is slidably connected to a rotating rod. A spring is sleeved on the outer wall of the rotating rod. Both ends of the spring are respectively abutted against the sleeve and the rotating rod. Third bevel gears are fixedly connected to the right ends of the rotating rod. The third bevel gears all mesh with fourth bevel gears. A wheel is installed at the front end of the transmission shaft of the fourth bevel gear.

[0008] Preferably, the outer walls of the second bevel gear drive shafts are fixedly connected to the bent plates through bearings.

[0009] Preferably, the outer walls of the rotating rods are rotatably connected to the fixed plates through bearings.

[0010] Preferably, the front end of the first bevel gear drive shaft is fixedly connected to the output end of the engine body.

[0011] A motorcycle transmission structure proposed by the present utility model has the beneficial effects that: through the cooperation of the protective shell and the transmission device, the rotation of the first bevel gear drives the rotation of the rotating rod, which in turn drives the rotation of the two third bevel gears. The rotation of the third bevel gear drives the rotation of the fourth bevel gear, thereby driving the rotation of the wheel. By means of the cooperation of the rotating rod and multiple bevel gears, the transmission process is more stable, not prone to loosening, suitable for long-term high-load work, reducing the probability of the user being injured during driving, and at the same time not generating excessive noise. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 is a schematic structural diagram of the present utility model;

[0013] Figure 2 is Figure 1 the front view of

[0014] Figure 3 is Figure 1 the top view of

[0015] Figure 4 is Figure 3 the left view of the partial transmission device in

[0016] Figure 5 is the three-dimensional schematic diagram of the front side protective shell;

[0017] Figure 6 is the schematic diagram of the connection relationship between the sleeve and the rotating rod.

[0018] In the figure: 1, protective shell; 2, engine body; 3, wheel; 4, transmission device; 401, first bevel gear; 402, second bevel gear; 403, rotating rod; 404, third bevel gear; 405, fourth bevel gear; 406, spring; 407, sleeve; 5, bent plate; 6, fixed plate. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0019] The present utility model will be further described below with reference to the accompanying drawings:

[0020] Referring to the attached Figures 1-6: In this embodiment, a motorcycle transmission structure includes a protective housing 1. The protective housing 1, the wheel 3, and the engine body 2 are the main structures of the motorcycle. A transmission device 4 is provided inside the protective housing 1. The front protective housing 1 is rotatably connected to the wheel 3 through a bearing. The protective housing 1 can play a protective role. On the inner wall of the rear protective housing 1, a fixed plate 6 and a bent plate 5 are successively installed from top to bottom. The inner wall of the front protective housing 1 is fixedly connected to the engine body 2.

[0021] The transmission device 4 includes a first bevel gear 401, which meshes with a second bevel gear 402. A sleeve 407 is fixedly connected to the right side of the second bevel gear 402. The inner wall of the sleeve 407 is slidably connected to a rotating rod 403. A spring 406 is sleeved on the outer wall of the rotating rod 403. Both ends of the spring 406 are abutted against the sleeve 407 and the rotating rod 403 respectively. Third bevel gears 404 are fixedly connected to the right ends of the rotating rod 403. The third bevel gears 404 all mesh with fourth bevel gears 405. A wheel 3 is installed at the front end of the transmission shaft of the fourth bevel gear 405. The rotation of the first bevel gear 401 drives the rotation of the second bevel gear 402, which in turn drives the rotation of the sleeve 407. The rotation of the sleeve 407 drives the rotation of the rotating rod 403, which in turn drives the rotation of the third bevel gear 404. The rotation of the third bevel gear 404 drives the rotation of the fourth bevel gear 405, which in turn drives the rotation of the wheel 3. The wheel 3 is the rear wheel of the motorcycle, and the rotating rod 403 can slide along the inner wall of the sleeve 407.

[0022] The outer walls of the transmission shafts of the second bevel gears 402 are fixedly connected to the bent plate 5 through bearings. The outer walls of the rotating rods 403 are rotatably connected to the fixed plate 6 through bearings. The front end of the transmission shaft of the first bevel gear 401 is fixedly connected to the output end of the engine body 2.

[0023] Working principle:

[0024] When using the motorcycle with this transmission structure:

[0025] Preparation process:

[0026] The operator installs the seat and the handlebar on the protective housing 1 through bolts, and connects the front side of the protective housing 1 to the front wheel of the motorcycle, which is convenient for the operator to ride.

[0027] Motorcycle rotation process:

[0028] Start the engine block 2 to rotate the first bevel gear 401. The rotation of the first bevel gear 401 drives the rotation of the second bevel gear 402, which in turn drives the rotation of the sleeve 407. The rotation of the sleeve 407 drives the rotation of the rotating rod 403, which in turn drives the rotation of the third bevel gear 404. The rotation of the third bevel gear 404 drives the rotation of the fourth bevel gear 405, which in turn drives the rotation of the wheel 3. The wheel 3 is the rear wheel of the motorcycle. The rotating rod 403 can slide along the inner wall of the sleeve 407. Through the cooperation of the rotating rod 403 and multiple bevel gears, the transmission process is more stable, not prone to loosening, suitable for long-term high-load work, reducing the probability of the user being injured during driving, and at the same time not generating much noise.

[0029] Although the present utility model has been illustrated and described by reference to the preferred embodiments, those skilled in the art should understand that various changes in form and details may be made within the scope of the claims.

Claims

1. A motorcycle transmission structure, comprising a protective shell (1), characterized in that: A transmission device (4) is provided on the inner side of the protective shell (1); the front side protective shell (1) is rotatably connected to the wheel (3) via a bearing; a fixing plate (6) and a bent plate (5) are sequentially installed on the inner wall of the rear side protective shell (1) from top to bottom; and the inner wall of the front side protective shell (1) is fixedly connected to the engine body (2).

2. A motorcycle transmission structure according to claim 1, characterized in that: The transmission device (4) comprises a first bevel gear (401), the first bevel gear (401) meshing with a second bevel gear (402), a sleeve (407) fixedly connected to the right side of the second bevel gear (402), the inner wall of the sleeve (407) being slidably connected to a rotating rod (403), a spring (406) being sleeved on the outer wall of the rotating rod (403), two ends of the spring (406) respectively abutting against the sleeve (407) and the rotating rod (403), the right end of each rotating rod (403) being fixedly connected with a third bevel gear (404), each of the third bevel gears (404) being meshing with a fourth bevel gear (405), and a wheel (3) being mounted at the front end of a transmission shaft of the fourth bevel gear (405).

3. A motorcycle transmission structure according to claim 2, characterized in that: The outer wall of the transmission shaft of the second bevel gear (402) is fixedly connected to the bent plate (5) via a bearing.

4. A motorcycle transmission structure according to claim 2, characterized in that: The outer wall of the rotating rod (403) is rotatably connected to the fixed plate (6) via a bearing.

5. A motorcycle transmission structure according to claim 2, characterized in that: The front end of the transmission shaft of the first bevel gear (401) is fixedly connected to the output end of the engine body (2).

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