Electric starting motor transmission structure

Abstract

The utility model relates to the field of motorcycle engines, in particular to an electric starting motor transmission structure which comprises an electric starting motor, the electric starting motor is connected with an overrun clutch assembly through an idle wheel assembly, the overrun clutch assembly is connected with a clutch, and the clutch is connected with a crankshaft. According to the utility model, the transmission sequence in the electric starting part of the motorcycle in the prior art is set as the electric starting motor, the idle wheel assembly, the overrun clutch assembly, the clutch and the crankshaft, so that the transmission parts of the electric starting part of the engine are reduced, and the overall size and weight are reduced.

Description

Technical Field

[0001] This utility model relates to the field of motorcycle engines, specifically to an electric starter motor transmission structure. Background Technology

[0002] Currently, the common transmission sequence for electric starter systems in motorcycle engines is: starter motor, idler gear, intermediate transmission gear set, overrunning clutch, and finally, crankshaft connection. This transmission structure has a relatively large distance between the start and end points, resulting in a larger engine size and heavier overall weight. Engine design trends towards lightweighting and efficiency, requiring a more compact engine structure to meet market demands.

[0003] For example, Chinese patent application CN109139324A discloses an electric starter structure for a motorcycle engine, including a starter motor. The starter motor is connected to the crankshaft sequentially through a large double gear, a small double gear, a clutch starter gear, and an overrunning clutch. The large double gear includes a rotating shaft; the rotating shaft has a large gear, a transmission gear, and a small gear. The large gear rotates synchronously with the rotating shaft, and the small gear can rotate relative to the rotating shaft. The transmission gear is connected to the corresponding external helical spline segment on the rotating shaft through an internal helical spline groove and can move along the direction of the external helical spline. The transmission gear and the small gear are adjacent to each other and have a gap in the axial direction. Their opposite end faces are also provided with meshing end face teeth, and a return elastic mechanism is provided between them. It also includes an elastic braking mechanism that provides frictional braking force to the transmission gear. The above invention application can achieve normal electric starting and ensures that in the event of electric start failure or engine stalling during driving, the crankshaft reverses and backlashes, preventing damage to the starter motor and transmission components. However, there are many transmission components between the starter motor and the crankshaft, resulting in a large distance between the starter motor and the crankshaft, and a large overall engine size and weight. Utility Model Content

[0004] In view of the problems in the existing technology, the electric starter of motorcycles has a large number of transmission components between the starter motor and the crankshaft, resulting in an overall engine structure that is not compact and has a large size. This utility model proposes a transmission structure with a compact structure and fewer transmission components between the starter motor and the crankshaft.

[0005] To achieve the above-mentioned technical effects, this utility model proposes:

[0006] An electric starter motor transmission structure includes an electric starter motor, which is connected to an overrunning clutch assembly via an idler gear assembly. The overrunning clutch assembly is connected to a clutch, and the clutch is connected to a crankshaft.

[0007] The electric starter motor transmission structure of this utility model changes the transmission sequence of the existing motorcycle electric start part: starter motor, idler gear, intermediate transmission gear set, overrunning clutch, crankshaft, to electric starter motor, idler gear, overrunning clutch, clutch, crankshaft. The overrunning clutch is combined with the intermediate transmission gear, and the clutch is set as the transmission component of the electric start part. This reduces the number of transmission components in the engine electric start part and reduces the overall size and weight.

[0008] The idler assembly includes a first idler and a second idler arranged coaxially, with the first idler meshing with the output shaft of the electric starter motor.

[0009] The overrunning clutch assembly includes a first overrunning gear and a second overrunning gear arranged coaxially, an overrunning clutch is provided between the first overrunning gear and the second overrunning gear, and the first overrunning gear is engaged with the second idler gear.

[0010] The clutch includes a first clutch gear and a second clutch gear arranged coaxially. The first clutch gear is meshed with the second overrunning gear, and the second clutch gear is meshed with the crankshaft gear.

[0011] The electric starter motor is arranged in parallel with the idler gear assembly, the idler gear assembly is arranged in parallel with the overrunning clutch assembly, and the overrunning clutch assembly is arranged in parallel with the clutch.

[0012] The number of teeth on the first idler gear is greater than the number of teeth on the second idler gear.

[0013] The number of teeth on the first overtaking gear is greater than the number of teeth on the second overtaking gear.

[0014] The number of teeth on the first clutch gear is less than the number of teeth on the second clutch gear.

[0015] The line connecting the axis of the electric starter motor and the axis of the overrunning clutch assembly has a horizontal angle α, where 0 ≤ α ≤ 30°.

[0016] The beneficial effects of this utility model are:

[0017] It shortens the transmission distance between the starter motor and crankshaft in the electric starter section of the motorcycle, improves the space utilization of the engine, and reduces the overall size and weight of the engine. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the first structure of the electric starter motor drive structure.

[0019] Figure 2 This is a schematic diagram of the second structure of the electric starter motor drive structure.

[0020] Figure 3 This is a schematic diagram of the crankcase structure.

[0021] Figure 4 This is a schematic diagram of the overrunning clutch assembly.

[0022] Figure 5 This is a side view of the drive structure of an electric starter motor.

[0023] Icon labels:

[0024] 1. Electric starter motor; 2. Idler gear assembly; 3. Overrunning clutch assembly; 4. Clutch; 5. Crankshaft; 6. Crankcase;

[0025] 11. Output shaft; 21. First idler gear; 22. Second idler gear; 31. First overrunning gear; 32. Second overrunning gear; 33. Overrunning clutch; 41. First clutch gear; 42. Second clutch gear; 51. Crankshaft gear. Detailed Implementation

[0026] The following specific embodiments illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification.

[0027] This utility model provides an electric starter motor transmission structure, and the preferred embodiments of the electric starter motor transmission structure are described below.

[0028] Example 1

[0029] This embodiment addresses the issue in existing technologies where the transmission distance between the electric starter motor 1 and crankshaft 5 in the electric start section of a motorcycle engine is relatively long, and the transmission components between them are numerous, including the starter motor, idler gear, intermediate transmission gear set, and overrunning clutch 33, ultimately connecting to crankshaft 5, resulting in a large overall engine size and weight. To meet the development trend of lightweight and high-efficiency motorcycle engines, this embodiment proposes a transmission structure that combines the overrunning clutch 33 with the intermediate transmission gear set. The transmission sequence is: electric starter motor 1, idler gear assembly 2, overrunning clutch assembly 3, clutch 4, crankshaft 5. Including clutch 4 in the transmission sequence reduces the transmission links in the engine's electric start section. Combining the intermediate transmission gear set with the overrunning clutch 33 improves the engine's space utilization, resulting in a smaller overall engine size and lighter weight. (See attached diagram.) Figure 1This utility model includes an electric starter motor, which is connected to an overrunning clutch assembly via an idler gear assembly. The overrunning clutch assembly is connected to a clutch, and the clutch is connected to a crankshaft, thus forming the transmission sequence set in this utility model: electric starter motor 1, idler gear assembly 2, overrunning clutch assembly 3, clutch 4, and crankshaft 5. The overrunning clutch and the intermediate transmission gear set are combined to form the overrunning clutch assembly 3. In terms of the overall front-to-back position, the electric starter motor 1 is located before the idler gear assembly 2, the overrunning clutch assembly 3, and the clutch 4, and after the crankshaft 4.

[0030] Example 2

[0031] Furthermore, in this embodiment, the components in the electric starter motor transmission structure are configured such that, to convert the high-speed, low-torque output of the electric starter motor 1 into low-speed, high-torque output, the idler gear assembly 2 is configured with a structure consisting of coaxially connected gears with unequal tooth numbers; the overrunning clutch assembly 3 is configured with a structure consisting of two coaxially connected gears with unequal tooth numbers, and the overrunning clutch 33 is positioned between the two gears; the gears connecting the clutch 4 to the overrunning clutch assembly 3 and the crankshaft 5 are configured to be coaxially connected with unequal tooth numbers. In this embodiment, the idler gear assembly 2 and the overrunning clutch assembly 3 reduce the high-speed, low-torque output of the electric starter motor and increase its torque. (See attached diagram.) Figure 1 , 2 In embodiment 3, the electric starter motor transmission structure includes a crankcase 6, with the electric starter motor 1 located on the outside of the crankcase 6 and fixedly connected by bolts. The crankcase 6 has various cavities for housing the idler gear assembly 2, the overrunning clutch assembly 3, the clutch 4, and the crankshaft 5. The cavity containing the crankshaft 5 is independently located and communicates with the cavity containing the clutch 4. The cavities containing the idler gear assembly 2, the overrunning clutch assembly 3, and the clutch 4 are sequentially connected. The electric starter motor 1 is located on the outside of the cavity containing the crankshaft 5, relatively close to the cavity containing the crankcase 6. The electric starter motor 1 is gear-engaged with the idler gear assembly 2 via an output shaft 11. The idler gear assembly 2 includes a first idler gear 21 and a second idler gear 22 coaxially fixed. The number of teeth on the first idler gear 21 is greater than the number of teeth on the second idler gear 22. The electric starter motor 1 is gear-engaged with the first idler gear 21, which reduces the high speed of the electric starter motor 1. The idler gear assembly 2 is rotatably connected to the crankcase 6 via a shaft.

[0032] Reference Appendix Figure 4The overrunning clutch assembly 3 includes a first overrunning gear 31 and a second overrunning gear 32 coaxially arranged, with an overrunning clutch 33 disposed between the first overrunning gear 31 and the second overrunning gear 32. The number of teeth on the first overrunning gear 31 is greater than the number of teeth on the second overrunning gear 32. Its function is to achieve the deceleration effect of the overrunning clutch assembly 3 in this embodiment. Relying on the overrunning clutch 33, the first overrunning gear 31 and the second overrunning gear 32 can rotate in different directions. During the electric start phase, the power of the electric starter motor 1 can be transmitted through the overrunning clutch 33, while preventing stalling in case the electric starter motor 1 fails or during driving. The crankshaft 5 reverses and causes backlash, damaging the electric starter motor 1 and its transmission components; the overrunning clutch assembly 3 is connected to the clutch 4, and the clutch 4 is connected to the crankshaft 5; in this embodiment, the part of the clutch 4 related to the electric starter transmission structure includes a first clutch gear 41 and a second clutch gear 42, which are coaxially fixedly connected, wherein the number of teeth of the first clutch gear 41 is less than the number of teeth of the second clutch gear 42, and its function is to increase the speed; the first clutch gear 41 is meshed with the second overrunning gear 32, and the second clutch gear 42 is meshed with the gear of the crankshaft 5.

[0033] In this embodiment, the components—electric starter motor 1, idler gear assembly 2, overrunning clutch assembly 3, and clutch 4—are all arranged in parallel. In this embodiment, the transmission sequence is electric starter motor 1, idler gear assembly 2, overrunning clutch 33, clutch 4, and crankshaft 5. Compared to the prior art, which uses a starter motor, idler gear, intermediate transmission gear set, overrunning clutch 33, and crankshaft 5, this embodiment uses clutch 4 as a component connected to crankshaft 5, and combines the intermediate transmission gear set with overrunning clutch 33 to form overrunning clutch assembly 3. This reduces the number of transmission components between electric starter motor 1 and crankshaft 5, while still enabling normal electric start function. Overrunning clutch assembly 3 can achieve deceleration and unidirectional transmission.

[0034] In this embodiment, the various components of the electric starter motor transmission structure are specifically configured. The high-speed, low-torque output of the electric starter motor is reduced and increased through the idler wheel assembly 2 and the overrunning clutch assembly 3, so as to convert the high-speed, low-torque of the electric starter motor 1 into low-speed, high-torque. Compared with the prior art, the electric starter motor transmission structure in this embodiment has fewer transmission components between the electric starter motor 1 and the crankshaft 5, shortening the distance between the electric starter motor 1 and the crankshaft 5, making the overall engine structure more compact, lighter, and improving transmission efficiency.

[0035] Example 3

[0036] In this embodiment, the placement of the electric starter motor transmission structure is defined to ensure that the connection between the electric starter motor 1 and the overrunning clutch assembly 3 is kept as horizontal or close to horizontal as possible. This design can reduce friction loss during power transmission and also help improve the stability and reliability of the system.

[0037] Continue to refer to the appendix Figure 1 , 2In embodiment 3, the electric starter motor transmission structure includes a crankcase 6, with the electric starter motor 1 located on the outside of the crankcase 6 and fixedly connected by bolts. The crankcase 6 has various cavities for housing the idler gear assembly 2, the overrunning clutch assembly 3, the clutch 4, and the crankshaft 5. The cavity containing the crankshaft 5 is independently located and communicates with the cavity containing the clutch 4. The cavities containing the idler gear assembly 2, the overrunning clutch assembly 3, and the clutch 4 are sequentially connected. The electric starter motor 1 is located on the outside of the cavity containing the crankshaft 5, relatively close to the cavity containing the crankcase 6. The electric starter motor 1 is connected to the idler gear assembly 2 via an output shaft 11. The idler gear assembly 2 includes a first idler gear 21 and a second idler gear 22 fixedly arranged on the same axis. The number of teeth on the first idler gear 21 is greater than the number of teeth on the second idler gear 22. The electric starter motor 1 is connected to the first idler gear 21 via gear meshing. This arrangement reduces the high speed of the electric starter motor 1. The idler gear assembly 2 is rotatably connected to the crankcase 6 via a shaft. The overrunning clutch assembly 3 includes a first overrunning gear 31 and a second overrunning gear 32 arranged on the same axis. An overrunning clutch 33 is provided between the first overrunning gear 31 and the second overrunning gear 32. The first overrunning gear 31 has more teeth than the second overrunning gear 32. Its function is to achieve the deceleration effect of the overrunning clutch assembly 3 in this embodiment. Relying on the overrunning clutch 33, the first overrunning gear 31 and the second overrunning gear 32 can rotate in different directions. During the electric start phase, the power of the electric starter motor 1 can be transmitted through the overrunning clutch 33. At the same time, it can prevent the crankshaft 5 from reversing and damaging the electric starter motor 1 and its transmission parts if the electric starter motor 1 fails or stalls during driving. The system comprises: an overrunning clutch assembly 3, which connects to a clutch 4, which in turn connects to a crankshaft 5; in this embodiment, the clutch 4, which relates to the electric starter transmission structure, includes a first clutch gear 41 and a second clutch gear 42, which are coaxially and fixedly connected. The first clutch gear 41 has fewer teeth than the second clutch gear 42, which increases the rotational speed; the first clutch gear 41 meshes with the second overrunning gear 32, and the second clutch gear 42 meshes with the gears of the crankshaft 5; the line connecting the axis of the electric starter motor 1 and the axis of the overrunning clutch assembly 3 has a horizontal angle α, which in this embodiment is α=0°, meaning the line connecting the electric starter motor 1 and the overrunning clutch assembly 3 remains horizontal, ensuring power transmission efficiency and stability; limiting the horizontal angle between the axis of the electric starter motor 1 and the axis of the overrunning clutch assembly 3 ensures that the connection between the electric starter motor 1 and the overrunning clutch assembly 3 remains as horizontal as possible. This design reduces friction loss during power transmission and helps improve the stability and reliability of the entire transmission structure.

[0038] In this embodiment, the angle between the line connecting the electric starter motor 1 and the overrunning clutch assembly 3 and the horizontal is further defined to ensure that the line connecting the electric starter motor 1 and the overrunning clutch assembly 3 remains horizontal or nearly horizontal. This design can reduce friction loss during power transmission and also help improve the stability and reliability of the system.

[0039] Example 4

[0040] In this embodiment, the horizontal angle α between the line connecting the axis of the electric starter motor 1 and the axis of the overrunning clutch assembly 3 is set to 15°, as one case in a specific implementation. An electric starter motor 1 is connected to an overrunning clutch assembly 3 via an idler gear assembly 2. The overrunning clutch assembly 3 is connected to a clutch 4, and the clutch 4 is connected to a crankshaft 5. The idler gear assembly 2 includes a first idler gear 21 and a second idler gear 22 arranged coaxially. The first idler gear 21 is meshed with the output shaft 11 of the electric starter motor 1. The overrunning clutch assembly 3 includes a first overrunning gear 31 and a second overrunning gear 32 arranged coaxially. An overrunning clutch 33 is provided between the first overrunning gear 31 and the second overrunning gear 32. The first overrunning gear 31 is meshed with the second idler gear 22. The clutch 4 includes a first clutch gear 41 and a second clutch gear 42 arranged coaxially. The first clutch gear 41 is meshed with the second overrunning gear 32, and the second clutch gear 42 is meshed with the crankshaft gear 51. The electric starter motor 1, the idler gear assembly 2, the overrunning clutch assembly 3, and the clutch 4 are all arranged in parallel. The number of teeth on the first idler gear 21 is greater than the number of teeth on the second idler gear 22. The number of teeth on the first overrunning gear 31 is greater than the number of teeth on the second overrunning gear 32. The number of teeth on the first clutch gear 41 is less than the number of teeth on the second clutch gear 42. The connection between the axis of the electric starter motor 1 and the axis of the overrunning clutch assembly 3 of this invention has a horizontal angle α, where 0 ≤ α ≤ 30°. In other words, the specific embodiment of this invention controls the connection between the axis of the electric starter motor 1 and the axis of the overrunning clutch assembly 3 to be as close to horizontal as possible, ensuring the transmission efficiency of the engine's electric start section, reducing wear between transmission components, and ensuring stability. In this embodiment, α is set to 15° as a reference.

[0041] The above description is a preferred embodiment of the present utility model, used to illustrate the present utility model and its effects. It should be noted that, for those skilled in the art, for the purpose of making foreseeable improvements and modifications without departing from the principles of the present utility model, such improvements and modifications are also within the protection scope of the present utility model.

Claims

1. An electrically activated motor drive structure characterized by, The electric starting motor is connected with the idler gear assembly through a overrunning clutch assembly, the overrunning clutch assembly is connected with a clutch, and the clutch is connected with a crankshaft; The overrunning clutch assembly comprises coaxially arranged first and second overrunning gears, and the overrunning clutch is arranged between the first and second overrunning gears; The clutch comprises coaxially arranged first and second clutch gears, the first clutch gear is meshed with the second overrunning gear, and the second clutch gear is meshed with the gear of the crankshaft.

2. An electrically activated motor drive structure according to claim 1 wherein, The idler gear assembly comprises coaxially arranged first and second idler gears, and the first idler gear is meshed with the output shaft of the electric starting motor.

3. An electrically activated motor drive structure according to claim 2, wherein, The first overrunning gear is meshed with the second idler gear.

4. An electrically activated motor drive structure according to claim 1 wherein, The electric starting motor is arranged in parallel with the idler gear assembly, the idler gear assembly is arranged in parallel with the overrunning clutch assembly, and the overrunning clutch assembly is arranged in parallel with the clutch.

5. An electrically activated motor drive structure according to claim 2 wherein, The first idler gear has more teeth than the second idler gear.

6. An electrically activated motor drive structure according to claim 3 wherein, The first overrunning gear has more teeth than the second overrunning gear.

7. An electrically activated motor drive structure according to claim 1 wherein, The first clutch gear has fewer teeth than the second clutch gear.

8. An electrically activated motor drive structure according to any one of claims 1 to 7, wherein The line between the axis of the electric starting motor and the axis of the overrunning clutch assembly has a horizontal included angle α, and 0≤α≤30°.

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