Motorcycle engine power output device

Abstract

The utility model relates to a power output device of a motorcycle engine, which comprises a crankshaft, a generator rotor, a sealing shell, an output shaft, a flange and an internal spline gear, the generator rotor is arranged on the crankshaft, the sealing shell is arranged on the generator rotor, one end of the output shaft is connected with the crankshaft through the flange and the internal spline gear, and the other end of the output shaft is connected with the internal spline gear. The other end of the output shaft is located outside the sealing shell, the flange is connected with the crankshaft, the internal spline gear is connected with the flange, the output shaft is connected with the internal spline gear, and the added supercharger is connected with the output shaft. The output shaft is connected with the crankshaft, power of the engine is led out from the crankshaft end to drive a mechanical supercharging device of external equipment, the problem that output is difficult when a mechanical supercharging device is additionally arranged in an original factory is solved, and the output device is simple in structure, convenient to machine and easy to maintain.

Description

Technical Field

[0001] The utility model relates to an output device, in particular to a motorcycle engine power output device. Background Art

[0002] The Formula Student rules clearly stipulate that participating teams must use engines with a displacement of no more than 710cc. They also require each car to be equipped with a 20mm diameter flow restrictor valve before the throttle. To improve performance, teams strive to select engines with displacements close to the required standards, emphasizing the car's acceleration. In the field of racing engine modification, teams often install exhaust turbochargers or superchargers to increase intake air volume and enhance engine performance.

[0003] Installing an exhaust gas turbocharger simply requires adding a supercharger to the exhaust manifold, but this type of supercharging creates low-speed intake resistance, hindering the engine's low-torque performance and making it unsuitable for extreme racing. At low engine speeds, the exhaust gas isn't strong enough to propel the compressor at high speeds, effectively preventing it from generating pressure. Due to the low speed, the impeller creates resistance in the intake duct, preventing the exhaust gas turbocharger from increasing torque. As engine speed increases, the turbocharger's speed and pressure also increase, requiring pressure relief to prevent the engine from deflagration. The exhaust gas turbocharger can only operate effectively within a certain range, making it unsuitable for motorcycle engines to use an exhaust gas turbocharger to improve engine power.

[0004] Installing a mechanical supercharger can make up for the intake resistance formed by the exhaust gas turbocharger at low speed, and can obtain the desired speed at a certain proportion through the conveyor belt, so that the engine's power output will be more linear, the ECU can more easily control the engine, there is no turbocharger power hysteresis phenomenon, the power changes linearly, and it is more suitable for the low-torque power output of racing cars. However, the installation of a mechanical supercharger requires the design of a set of engine power output devices to output part of the engine's power to the supercharger, which brings certain difficulties to the installation of a mechanical supercharger. Utility Model Content

[0005] The technical problem to be solved by the utility model is to provide a motorcycle engine power output device to solve the problem that it is difficult to install a mechanical supercharger on the existing engine.

[0006] The technical solution to solve the above technical problems is: a motorcycle engine power output device, including a crankshaft, a generator rotor and a sealed housing, the generator rotor is arranged on the crankshaft, the sealed housing is arranged on the generator rotor, and also includes an output shaft, a flange and an internal spline gear. One end of the output shaft is connected to the crankshaft through the flange and the internal spline gear, and the other end of the output shaft is located outside the sealed housing, the flange is connected to the crankshaft, the internal spline gear is connected to the flange, the output shaft is connected to the internal spline gear, and the added supercharger is connected to the output shaft.

[0007] A further technical solution of this utility model is that the flange has a convex end at one end and a concave end at the other, and a through-hole structure is formed in the center of the flange. The flange is connected to the crankshaft via bolts. The internal spline gear has a splined inner hole, and the internal spline gear is fixedly connected to the flange by welding. The sealed housing begins with a shaft through-hole, in which a bearing and an oil seal are installed.

[0008] The utility model also comprises a pulley, which is arranged on one end of the output shaft outside the sealed housing and is arranged on the output shaft by a bolt.

[0009] Due to the adoption of the above technical solution, the motorcycle engine power output device of the present utility model has the following beneficial effects:

[0010] 1. The utility model connects the output shaft to the crankshaft, draws the engine power from the crankshaft end to drive the mechanical supercharger of the external equipment, and solves the problem of output difficulty of the original mechanical supercharger installed. It is suitable for motorcycle engines equipped with mechanical superchargers. The output device has a simple structure, is easy to process and easy to maintain.

[0011] 2. This utility model adopts a simple design concept. By utilizing the structural characteristics of the original vehicle and cleverly designing components to complement them, the utility model achieves the purpose of adding a supercharger by increasing the engine's power output, thereby increasing the engine's air intake and achieving better engine power. This simple design, small size, light weight, low manufacturing cost, and easy maintenance make it particularly suitable for racing car modification and is conducive to widespread promotion and use.

[0012] The technical features of a motorcycle engine power output device of the present invention will be further described below with reference to the accompanying drawings and specific embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 : An exploded schematic diagram of a motorcycle engine power output device.

[0014] Figure 2 : A schematic structural diagram of a motorcycle engine power output device.

[0015] In the above drawings, the descriptions of the reference numerals are as follows:

[0016] 1-crankshaft, 2-first flat key, 3-generator rotor, 4-first flange, 5-first bolt, 6-internal spline gear, 7-bearing, 8-sealing housing, 9-oil seal, 10-second flange, 11-output shaft, 12-second flat key, 13-pulley, 14-gasket, 15-second bolt. DETAILED DESCRIPTION

[0017] A motorcycle engine power output device comprises a crankshaft 1, a generator rotor 3, a sealed housing 8, an output shaft 11, a flange 4, an internal spline gear 6, and a pulley 13. The generator rotor is mounted on the crankshaft and connected to the crankshaft via a flat key. The sealed housing is mounted on the generator rotor. The power output device further comprises an output shaft with one end connected to the crankshaft via a flange and an internal spline gear. The other end of the output shaft is located outside the sealed housing, the flange is connected to the crankshaft, the internal spline gear is connected to the flange, the output shaft is connected to the internal spline gear, and an additional supercharger is connected to the output shaft. The flange has a convex end at one end and a concave end at the other. The flange has a through hole in the middle, and the flange is connected to the crankshaft via bolts. The bolts are threaded into the inner bore of the crankshaft. The internal spline gear has a splined inner bore and is fixedly connected to the flange by welding. The output shaft is provided with corresponding splines, and the output shaft is splined to the internal spline gear. The sealed housing begins with a shaft through-hole, through which the output shaft passes. A bearing and oil seal are installed in this hole. A pulley is located on the end of the output shaft outside the sealed housing. The output shaft mates with the pulley flange to transmit engine power to the supercharger. The pulley is bolted to the output shaft. A key is provided on the output shaft, through which the pulley is connected. A gasket is placed between the bolt and the pulley.

[0018] Specifically, the original motorcycle generator rotor 3 is mated to the crankshaft 1 via a flat key 2, while the motor rotor is secured by a nut 5 to prevent axial movement. A motorcycle engine power output device comprises an output shaft 11, a flange 4, and an internal spline gear 6. One end of the flange is machined into a convex end, the other end into a concave end, and a through-hole is formed in the middle, facilitating the use of the original nut to secure the flange 4 and prevent it from loosening, allowing the flange 4 to rotate when the engine is rotating. The outer end of the internal spline gear is welded to the flange 4, facilitating power output. The output shaft 11 cooperates with the internal spline gear to output the engine crankshaft power. One end of the output shaft 11 is supported on the flange, and the other end is supported by a bearing fixed to a sealed housing (a bearing hole compatible with the bearing seat can be provided in the original generator side cover for mounting the bearing seat). The output shaft cooperates with the pulley flange to output the engine power to the supercharger, completing the power installation design.

[0019] The crankshaft 1 is the original engine crankshaft of Triumph 675. The crankshaft drives the generator rotor 3 to rotate through the first flat key 2. There is a 5mm assembly margin between the generator rotor and the crankshaft; the outer end face of the first flange 4 is processed into a convex surface to engage with the generator rotor 3, and the first bolt 5 can prevent the axial movement of the first flange; the internal spline gear 6 is welded to the first flange, so that the crankshaft power can be transmitted to the internal spline gear; one end of the output shaft 11 is an external spline that cooperates with the internal spline gear 6 to transmit the engine crankshaft power to the output shaft; the output shaft passes through the sealed housing 8; the second flange 10 is welded to the sealed housing; the bearing 7 supports one end of the output shaft; the oil seal 9 is the output shaft oil seal; the second flat key 12 transmits the output shaft 11 power to the pulley 13 to drive the supercharger to rotate.

[0020] A motorcycle engine power output device utilizes the structural features of the original engine crankshaft without affecting the main structure of the original engine, reliably outputting the engine's power. It features a simple and convenient positioning method, is easy to process, and is convenient to maintain. The flange, internal spline gear, and output shaft in this device can be processed separately, reducing the difficulty and cost of processing. The entire device has a compact structure and saves space. The bending moment generated by the pulley after the belt is tightened acts on the bearing, so that the shaft only transmits power and does not bear bending moment. This effectively achieves the purpose of smooth power output while also increasing the service life of the shaft and ensuring good reliability of the shaft system. The bearing uses a deep groove ball bearing to radially locate the output shaft. The bearing's retaining ring prevents the output shaft from moving axially, thereby improving the reliability of the shaft system. The oil seal between the sleeve and the shaft ensures good sealing of the engine crankcase. The end of the shaft transmits the crankshaft power to the supercharger via a flat key and pulley, achieving the purpose of engine supercharging.

Claims

1. A motorcycle engine power output device comprising a crankshaft, a generator rotor, and a sealed housing, wherein the generator rotor is disposed on the crankshaft and the sealed housing is disposed on the generator rotor, characterized in that: It also includes an output shaft, a flange and an internal spline gear. One end of the output shaft is connected to the crankshaft through the flange and the internal spline gear. The other end of the output shaft is located outside the sealed housing, the flange is connected to the crankshaft, the internal spline gear is connected to the flange, the output shaft is connected to the internal spline gear, and the added supercharger is connected to the output shaft.

2. The motorcycle engine power output device according to claim 1, characterized in that: One end of the flange is a convex end and the other end is a concave end. The middle of the flange is a through-hole structure, and the flange is connected to the crankshaft by bolts.

3. The motorcycle engine power output device according to claim 1, characterized in that: The internal spline gear is a gear with splines on its inner hole, and the internal spline gear is fixedly connected to the flange by welding.

4. The motorcycle engine power output device according to claim 1, characterized in that: A shaft through hole is provided on the sealed shell, and a bearing and an oil seal are provided on the shaft through hole.

5. The motorcycle engine power output device according to claim 1, characterized in that: The utility model also comprises a pulley, which is arranged on one end of the output shaft located outside the sealed housing.

6. The motorcycle engine power output device according to claim 5, characterized in that: The pulley is arranged on the output shaft by bolts.

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