Transmission mechanism for motor tricycle engine and motor tricycle

Abstract

The utility model discloses a transmission mechanism for a motor tricycle engine, which comprises a power input shaft, a power output shaft and a reverse gear assembly, and the reverse gear assembly comprises a reverse driving gear arranged on the power input shaft and a reverse driven gear arranged on the power output shaft; the reverse driving gear and the reverse driven gear are configured to be capable of being controlled to complete mutual power disconnection when the engine is in a forward gear state and capable of being controlled to complete mutual power combination when the engine is in a reverse gear state; the utility model further discloses a motor tricycle comprising the transmission mechanism for the motor tricycle engine. According to the transmission mechanism for the motor tricycle engine and the motor tricycle, the noise of the engine in the riding process can be reduced, and therefore the driving comfort and experience feeling of a user are improved.

Description

Transmission mechanism for three-wheeled motorcycle engine and three-wheeled motorcycle Technical Field

[0001] This utility model relates to the field of motorcycle structural design technology, specifically to a transmission mechanism for a three-wheeled motorcycle engine and a three-wheeled motorcycle. Background Technology

[0002] Currently, some three-wheeled motorcycle engines integrate reverse gear transmission and reversing mechanisms, allowing the engine itself to achieve reverse gear and power output reversal functions, improving the compactness of the overall vehicle layout. In existing three-wheeled motorcycle engine-integrated reverse gear transmission mechanisms, a normally meshed forward gear pair and reverse gear set are generally used, along with a shift paddle located on the power input shaft to switch between forward and reverse gears. In this structure, when the engine is in forward gear, the forward gear drive wheel meshes with the forward gear driven wheel, driving the power output shaft to rotate. The power output shaft then drives the reverse gear driven wheel to rotate; the reverse gear driven wheel meshes with the reverse gear transmission wheel, driving the reverse gear transmission wheel to rotate; the reverse gear transmission wheel meshes with the reverse gear drive wheel, causing the reverse gear drive wheel to idle on the power input shaft, rotating in the opposite direction to the power input shaft. At this time, the reverse drive gear will be affected by the oil film at the connection between the power input shaft and the reverse drive wheel, causing it to rotate in the direction of the power input shaft. This causes the reverse drive wheel and the reverse transmission wheel to mesh and vibrate, generating noise. In addition, due to fluctuations in engine speed and rear wheel drag force, the speed is unstable. When the speed is within a certain range, the meshing of the reverse driven wheel and the reverse transmission wheel and the meshing of the reverse transmission wheel and the reverse drive wheel are prone to resonance, resulting in greater noise. This leads to poor riding comfort and a poor user experience for the three-wheeled motorcycle.

[0003] Therefore, it is necessary to provide a new transmission mechanism for a three-wheeled motorcycle engine and a three-wheeled motorcycle in order to reduce engine noise during riding, thereby improving the user's driving comfort and experience. Summary of the Invention

[0004] In view of this, the purpose of this utility model is to provide a transmission mechanism for a three-wheeled motorcycle engine and a three-wheeled motorcycle, which can help reduce engine noise during riding, thereby improving the user's driving comfort and experience.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a transmission mechanism for a three-wheeled motorcycle engine, comprising a power input shaft, a power output shaft, and a reverse gear assembly, wherein the reverse gear assembly comprises a reverse drive gear disposed on the power input shaft and a reverse driven gear disposed on the power output shaft; the reverse drive gear and the reverse driven gear are configured to be operable to disconnect their power from each other when the engine is in forward gear, and to be operable to engage their power when the engine is in reverse gear.

[0006] Furthermore, it also includes a forward gear drive gear disposed on the power input shaft and a forward gear driven gear disposed on the power output shaft and constantly meshing with the forward gear drive gear; the reverse gear assembly also includes an intermediate drive shaft and a reverse gear transmission gear disposed on the intermediate drive shaft that drives the reverse gear drive gear and the reverse gear driven gear when the engine is in reverse gear.

[0007] Furthermore, the forward gear drive gear is rotatably mounted on the power input shaft, the forward gear driven gear is driven and mounted on the power output shaft, the reverse gear driven gear is driven and mounted on the power output shaft, the reverse gear drive gear and the reverse gear driven gear are constantly meshed, and the reverse gear drive gear is driven and axially slidable on the power input shaft. When the reverse gear drive gear slides axially, it has at least a first transmission state and a second transmission state: In the first transmission state, the reverse gear drive gear is poweredly engaged with the forward gear drive gear and disengaged from the reverse gear drive gear; in the second transmission state, the reverse gear drive gear is poweredly disengaged from the forward gear drive gear and engages with the reverse gear drive gear.

[0008] Furthermore, the reverse gear is rotatably mounted on the intermediate drive shaft.

[0009] Furthermore, the forward gear drive gear is driven and mounted on the power input shaft, the forward gear driven gear is rotatably mounted on the power output shaft, the reverse gear drive gear is driven and mounted on the power input shaft, the reverse gear transmission gear is constantly meshed with the reverse gear drive gear, and the reverse gear driven gear is driven and axially slidable on the power output shaft. When the reverse gear driven gear slides axially, it has at least a third transmission state and a fourth transmission state: In the third transmission state, the reverse gear driven gear is poweredly engaged with the forward gear driven gear and disengaged from the reverse gear transmission gear; in the fourth transmission state, the reverse gear driven gear is poweredly disengaged from the forward gear driven gear and engages with the reverse gear transmission gear.

[0010] Furthermore, the forward gear drive gear and the reverse gear drive gear are respectively driven and coupled to the power input shaft, the forward gear driven gear is rotatably coupled to the power output shaft, the reverse gear driven gear is driven and coupled to the power output shaft, and the reverse gear transmission gear is axially slidably coupled to the intermediate transmission shaft, and the reverse gear transmission gear can axially slide to simultaneously engage or disengage with the reverse gear drive gear and the reverse gear driven gear respectively; the shifting mechanism also includes a shift sleeve that can be driven and axially slidably coupled to the power output shaft, and the shift sleeve can axially slide to achieve power engagement or disengagement with the forward gear driven gear.

[0011] Furthermore, the forward gear driven gear and the reverse gear driven gear are respectively driven and engaged on the power output shaft, the forward gear drive gear is rotatably mounted on the power input shaft, the reverse gear drive gear is driven and engaged on the power input shaft, and the reverse gear transmission gear is axially slidable and mounted on the intermediate transmission shaft, and the reverse gear transmission gear can axially slide to simultaneously engage or disengage with the reverse gear drive gear and the reverse gear driven gear respectively; the shifting mechanism also includes a shift sleeve that can be driven and axially slidable and driven and mounted on the power input shaft, and the shift sleeve can axially slide to achieve power engagement or disengagement with the forward gear drive gear.

[0012] Furthermore, the reverse gear assembly also includes an intermediate drive shaft and a reverse gear drive gear disposed on the intermediate drive shaft; the reverse drive gear is driven and axially slidable on the power input shaft, or the reverse driven gear is driven and axially slidable on the power output shaft; when the reverse drive gear is driven and axially slidable on the power input shaft, the transmission mechanism also includes a forward driven gear driven and driven on the power output shaft, wherein the reverse drive gear can be manipulated to mesh with the reverse gear drive gear to achieve the reverse gear function, or the reverse drive gear can mesh with the forward driven gear as the forward gear drive gear to achieve the forward gear function; when the reverse driven gear is driven and axially slidable on the power output shaft, the transmission mechanism also includes a forward drive gear driven and driven on the power input shaft, wherein the reverse driven gear can be manipulated to mesh with the reverse gear drive gear to achieve the reverse gear function, or the reverse driven gear can mesh with the forward drive gear as the forward gear driven gear to achieve the forward gear function.

[0013] Furthermore, the power input shaft is coaxially and rigidly connected to the engine's countershaft.

[0014] A three-wheeled motorcycle is also provided, including a transmission mechanism for a three-wheeled motorcycle engine as described above.

[0015] This utility model has at least the following beneficial effects:

[0016] This utility model provides a transmission mechanism for a three-wheeled motorcycle engine and a three-wheeled motorcycle, which can help reduce engine noise during riding, thereby improving the user's driving comfort and experience. Specifically, by configuring the reverse gear drive gear and reverse gear so that the power can be manually disconnected when the engine is in forward gear and manually engaged when the engine is in reverse gear, the reverse gear drive gear will not idle under the drive of the reverse gear when the engine is in forward gear. This effectively reduces the risk of noise generated by the reverse gear drive gear due to oil film. It also effectively reduces the risk of resonance at the connection between the reverse gear drive and reverse gear drive gear due to unstable speed caused by fluctuations in engine speed and rear wheel drag force, especially when the speed is within a specific range. Therefore, it helps to reduce engine noise during riding, thereby improving the user's driving comfort and experience.

[0017] Other advantages, objectives, and features of this invention will be set forth in part in the description which follows, and in part will be apparent to those skilled in the art from the following examination and study, or may be learned from practice of this invention. The objectives and other advantages of this invention can be realized and obtained through the following description. Attached Figure Description

[0018] Figure 1 is a cross-sectional structural diagram of the forward gear state in Embodiment 1 of this utility model;

[0019] Figure 2 is a cross-sectional structural diagram of the forward gear state in Embodiment 2 of this utility model;

[0020] Figure 3 is a schematic cross-sectional view of the forward gear state in Embodiment 3 of this utility model;

[0021] Figure 4 is a schematic cross-sectional view of the forward gear state in Embodiment 4 of this utility model;

[0022] Reference numerals in the attached diagram: 1-Power input shaft; 2-Power output shaft; 3-Reverse gear assembly; 301-Reverse drive gear; 302-Reverse driven gear; 303-Intermediate drive shaft; 304-Reverse drive gear; 4-Forward drive gear; 5-Forward driven gear; 6-Shift sleeve; 7-Counter shaft. Detailed Implementation

[0023] The following specific examples 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. This utility model can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this utility model. It should be noted that the illustrations provided in the following embodiments are only for illustrating the basic concept of this utility model. Unless otherwise specified, the following embodiments and features in the embodiments can be combined with each other.

[0024] Example 1:

[0025] Referring to Figure 1, this embodiment discloses a transmission mechanism for a three-wheeled motorcycle engine, including a power input shaft 1, a power output shaft 2, and a reverse gear assembly 3. The reverse gear assembly 3 includes a reverse drive gear 301 mounted on the power input shaft 1 and a reverse driven gear 302 mounted on the power output shaft 2. The reverse drive gear 301 and the reverse driven gear 302 are configured to be operablely disconnected from each other when the engine is in a forward gear, and operablely engaged with each other when the engine is in a reverse gear. It is understood that the disconnection of power between the reverse drive gear 301 and the reverse driven gear 302 means that when the engine is in a forward gear, the power of the reverse driven gear 302 cannot be transmitted to the reverse drive gear 301 to drive it to idle. The engagement of power between the reverse drive gear 301 and the reverse driven gear 302 is typically achieved through a reverse transmission gear 304 positioned between them, thereby realizing the reverse function of the three-wheeled motorcycle engine. There are various ways to operate the reverse gear drive gear 301 and reverse gear driven gear 302 to engage or disengage power, such as by moving the reverse gear drive gear 301 or the reverse gear driven gear 302, etc., to disconnect the transmission connection between the two. No limitation is made here.

[0026] The transmission mechanism for a three-wheeled motorcycle engine provided in the above structure can help reduce engine noise during riding, thereby improving the user's driving comfort and experience. Specifically, by configuring the reverse gear drive gear 301 and reverse gear driven gear 302 so that the power can be manually disconnected when the engine is in forward gear and manually engaged when the engine is in reverse gear, the reverse gear drive gear 301 will not idle under the drive of the reverse gear driven gear 302 when the engine is in forward gear. This effectively reduces the risk of noise generated by the oil film affecting the reverse gear drive gear 301. At the same time, it can also effectively reduce the risk of resonance at the connection between the reverse gear driven gear 302 and the reverse gear drive gear 301 when the engine speed fluctuates due to engine speed and rear wheel back drag, resulting in unstable speed. This reduces engine noise during riding, thereby improving the user's driving comfort and experience. Furthermore, since the reverse drive gear 301 and reverse driven gear 302 are disconnected when the engine is in forward gear, the power transmission efficiency of the engine can be improved.

[0027] In this embodiment, the reverse gear mechanism further includes a forward gear drive gear 4 mounted on the power input shaft 1 and a forward gear driven gear 5 mounted on the power output shaft 2 and constantly meshed with the forward gear drive gear 4; the reverse gear assembly 3 also includes an intermediate drive shaft 303 and a reverse gear transmission gear 304 mounted on the intermediate drive shaft 303 that drives the reverse gear drive gear 301 and the reverse gear driven gear 302 when the engine is in reverse gear. In this structural design, the constantly meshed forward gear drive gear 4 and forward gear driven gear 5 facilitate the forward gear function of the three-wheeled motorcycle engine, while the intermediate drive shaft 303 and reverse gear transmission gear 304 facilitate the reverse gear function of the three-wheeled motorcycle engine; the entire shifting mechanism has a simple structure and good compactness.

[0028] In this embodiment, the forward gear drive gear 4 is rotatably mounted on the power input shaft 1, the forward gear driven gear 5 is driven and mounted on the power output shaft 2, the reverse gear driven gear 302 is driven and mounted on the power output shaft 2, the reverse gear transmission gear 304 is constantly meshed with the reverse gear driven gear 302, and the reverse gear drive gear 301 is driven and axially slidable on the power input shaft 1. When the reverse gear drive gear 301 slides axially, it has at least a first transmission state and a second transmission state: In the first transmission state, the reverse gear drive gear 301 is poweredly engaged with the forward gear drive gear 4 and disengaged from the reverse gear transmission gear 304; in the second transmission state, the reverse gear drive gear 301 is poweredly disengaged from the forward gear drive gear 4 and engages with the reverse gear transmission gear 304. Specifically, the forward gear drive gear 4 can be rotatably mounted on the power input shaft 1 via a bushing, needle roller bearing, or through a smooth hole connection. The forward gear driven gear 5 is driven and mounted on the power output shaft 2 via a spline structure. The reverse gear driven gear 302 is mounted on the power output shaft 2 via a splined structure. It can be understood that the first transmission state corresponds to the engine's forward gear state, and the second transmission state corresponds to the engine's reverse gear state. Here, the reverse gear drive gear 301 is mounted on the power input shaft 1 via a splined sliding fit and is driven by an existing shift fork mechanism. To facilitate the power engagement between the reverse gear drive gear 301 and the forward gear drive gear 4, external meshing teeth are integrated on the reverse gear drive gear 301, and internal meshing teeth adapted to the external meshing teeth are integrated on the forward gear drive gear 4. When the reverse gear drive gear 301 slides into position, the external meshing teeth engage with the internal meshing teeth, completing the power engagement between the reverse gear drive gear 301 and the forward gear drive gear 4. In this structural design, the engine's forward and reverse gears can be switched by moving the reverse gear drive gear 301, eliminating the need for an additional shift sleeve. The structure is simple, effectively reducing the number of parts and facilitating engine compact design. At the same time, it facilitates the realization of the power engagement or disengagement function of the reverse gear drive gear 301 and the reverse gear driven gear 302.

[0029] In this embodiment, the reverse gear 304 is rotatably mounted on the intermediate drive shaft 303. Specifically, the reverse gear 304 can be rotatably mounted on the intermediate drive shaft 303 via a bushing, needle roller bearing, or through a hole connection; the intermediate drive shaft 303 can be mounted on the engine housing via bearings. In this structural design, by setting the reverse gear 304 to a rotatable mounting method, the reverse gear 304 and the intermediate drive shaft 303 are not an integral structure, which significantly reduces the rotational inertia of the reverse gear transmission components. This can further reduce the risk of resonance and noise generated when the reverse gear 304 and the reverse driven gear 302 mesh within the engine speed range, thereby further improving the user's driving comfort and experience.

[0030] In this embodiment, the power input shaft 1 and the engine's countershaft 7 are coaxially and rigidly connected as a single unit. Specifically, the power input shaft 1 and the engine's countershaft 7 are an integral structure. This structural design offers good compactness, which is beneficial for the compact design of the engine.

[0031] Example 2:

[0032] Please refer to Figure 2. The difference between this embodiment and Embodiment 1 is that the specific structure for realizing the power engagement or disengagement function of the reverse gear drive gear 301 and the reverse gear driven gear 302, as well as the installation form of the corresponding forward gear drive gear 4 and forward gear driven gear 5, are different. Specifically, in this embodiment, the forward gear drive gear 4 is driven and engaged on the power input shaft 1, the forward gear driven gear 5 is rotatably mounted on the power output shaft 2, the reverse gear drive gear 301 is driven and engaged on the power input shaft 1, the reverse gear transmission gear 304 is constantly meshed with the reverse gear drive gear 301, and the reverse gear driven gear 302 is driven and engaged and can be axially slidable on the power output shaft 2. When the reverse gear driven gear 302 slides axially, it has at least a third transmission state and a fourth transmission state: In the third transmission state, the reverse gear driven gear 302 is poweredly engaged with the forward gear driven gear 5 and disengaged from the reverse gear transmission gear 304; in the fourth transmission state, the reverse gear driven gear 302 is poweredly disengaged from the forward gear driven gear 5 and engages with the reverse gear transmission gear 304. It can be understood that the third transmission state corresponds to the forward gear state of the engine, and the fourth transmission state corresponds to the reverse gear state of the engine. The forward drive gear 4 is mounted on the power input shaft 1 via a splined structure, and the forward driven gear 5 is rotatably mounted on the power output shaft 2 via a bushing, needle roller bearing, or smooth hole connection. The reverse drive gear 301 is mounted on the power input shaft 1 via a splined structure. The reverse driven gear 302 is mounted on the power output shaft 2 via a splined sliding fit and is driven by an existing shift fork mechanism. To facilitate the power engagement between the reverse driven gear 302 and the forward driven gear 5, an external meshing tooth is integrated on the reverse driven gear 302, and an internal meshing tooth adapted to the external meshing tooth is integrated on the forward driven gear 5. When the reverse driven gear 302 slides into position, the external meshing tooth engages with the internal meshing tooth, completing the power engagement between the reverse driven gear 302 and the forward driven gear 5. In this structural design, the switching between forward and reverse gears of the engine can be completed by moving the reverse gear driven gear 302, eliminating the need for an additional shift sleeve. The simple structure effectively reduces the number of parts, facilitating a compact engine design. Simultaneously, it facilitates the engagement or disengagement of power between the reverse gear drive gear 301 and the reverse gear driven gear 302.

[0033] Example 3:

[0034] Please refer to Figure 3. The difference between this embodiment and Embodiment 1 lies in the specific structure for achieving the power engagement or disengagement of the reverse gear drive gear 301 and reverse gear driven gear 302, as well as the installation form of the corresponding forward gear drive gear 4 and forward gear driven gear 5. Specifically, in this embodiment, the forward gear drive gear 4 and reverse gear drive gear 301 are respectively driven and fitted on the power input shaft 1, the forward gear driven gear 5 is rotatably mounted on the power output shaft 2, the reverse gear driven gear 302 is driven and fitted on the power output shaft 2, and the reverse gear transmission gear 304 is axially slidable and mounted on the intermediate transmission shaft 303, and the reverse gear transmission gear 304 can axially slide to simultaneously engage or disengage with the reverse gear drive gear 301 and reverse gear driven gear 302 respectively; the shifting mechanism also includes a shift sleeve 6 that can be driven and axially slidable and driven and fitted on the power output shaft 2, and the shift sleeve 6 can axially slide to achieve power engagement or disengagement with the forward gear driven gear 5. More specifically, the forward drive gear 4 and reverse drive gear 301 are respectively mounted on the power input shaft 1 via a splined transmission mechanism. The forward driven gear 5 is rotatably mounted on the power output shaft 2 via a bushing, needle roller bearing, or smooth hole connection. The reverse driven gear 302 is mounted on the power output shaft 2 via a splined transmission mechanism. The reverse transmission gear 304 is slidably mounted on the intermediate transmission shaft 303 via a splined structure and is driven by an existing shift fork mechanism. The shift sleeve 6 is slidably mounted on the power output shaft 2 via a splined structure, and the power connection between the forward driven gear 5 and the power output shaft 2 is switched by sliding the shift sleeve 6. In actual use, when in forward gear, the shift sleeve 6 is engaged with the forward driven gear 5, and the reverse transmission gear 304 is disengaged from both the forward drive gear 4 and the reverse drive gear 301. In this structural design, when the engine is in forward gear, the reverse gear transmission gear 304 is disengaged from both the reverse gear drive gear 301 and the reverse gear driven gear 302. The reverse gear transmission gear 304 has no meshing relationship, which has a good effect on reducing noise and improving transmission efficiency.

[0035] Example 4:

[0036] Please refer to Figure 4. The difference between this embodiment and Embodiment 1 lies in the specific structure for achieving the power engagement or disengagement function of the reverse gear drive gear 301 and reverse gear driven gear 302, as well as the installation form of the corresponding forward gear drive gear 4 and forward gear driven gear 5. The difference from Embodiment 3 lies in the different placement of the shift sleeve 6. Specifically, in this embodiment, the forward gear driven gear 5 and reverse gear driven gear 302 are respectively driven and fitted on the power output shaft 2, the forward gear drive gear 4 is rotatably mounted on the power input shaft 1, the reverse gear drive gear 301 is driven and fitted on the power input shaft, and the reverse gear transmission gear 304 is axially slidable and mounted on the intermediate transmission shaft 303, allowing the reverse gear transmission gear 304 to simultaneously engage or disengage with the reverse gear drive gear 301 and reverse gear driven gear 302; the shifting mechanism also includes a shift sleeve 6 that is driven and axially slidable and driven and fitted on the power input shaft 1, and the shift sleeve 6 can axially slide to achieve power engagement or disengagement with the forward gear drive gear 4. More specifically, the shift sleeve 6 is slidably mounted on the power input shaft 1 via a spline structure, and the power supply between the forward drive gear 4 and the power input shaft 1 is switched on and off by sliding the shift sleeve 6. In actual use, when in forward gear, the shift sleeve 6 engages with the forward drive gear 4, and the reverse gear 304 disengages from both the forward drive gear 4 and the reverse drive gear 301. In this structural design, when the engine is in forward gear, the reverse gear 304 disengages from both the reverse drive gear 301 and the reverse driven gear 302, and there is no meshing relationship between the reverse gear 304 and the reverse drive gear 302. This design effectively reduces noise and improves transmission efficiency.

[0037] Example 5:

[0038] The difference between this embodiment and Embodiment 1 lies in the specific structure for engaging or disengaging the reverse gear drive gear and the reverse gear drive gear, as well as the specific structure for enabling the engine's forward and reverse gear functions. It should be noted that this embodiment does not provide additional drawings for illustration, but can be understood in conjunction with Figures 1 or 2.

[0039] Specifically, in this embodiment, the reverse gear assembly 3 further includes an intermediate drive shaft 303 and a reverse gear 304 disposed on the intermediate drive shaft 303; the reverse drive gear 301 is driven and axially slidable on the power input shaft 1, or the reverse driven gear 302 is driven and axially slidable on the power output shaft 2.

[0040] Referring to Figure 1, this can be understood as the case where the forward drive gear 4 is not present in Figure 1. When the reverse drive gear 301 is driven and axially slidable on the power input shaft 1, the transmission mechanism also includes a forward driven gear 5 driven and driven on the power output shaft 2. The reverse drive gear 301 can be manipulated to mesh with the reverse transmission gear 304 to achieve the reverse gear function, or the reverse drive gear 301 can act as the forward drive gear and mesh with the forward driven gear 5 to achieve the forward gear function. Of course, it can be understood that the reverse transmission gear 304 is usually constantly meshed with the reverse driven gear 302 in this case. The reverse drive gear 301 is driven and slidably mounted on the power input shaft 1 through a spline structure, and the reverse drive gear 301 is driven and slidably driven using an existing shift fork structure. When the reverse drive gear 301 meshes with the reverse transmission gear 304, the engine reverse gear function is realized; when the reverse drive gear 301 meshes with the forward driven gear, the engine forward gear function is realized. In this structural design, the reverse gear drive gear 301 serves as both the reverse and forward gear drive gear. When the engine is in forward gear, the reverse gear drive gear 301 can also disengage from the reverse gear transmission gear 304, which can save on the number of gears used and facilitate the compact design of the engine.

[0041] Referring to Figure 2, this can be understood as the case where the forward gear driven gear 5 is not present in Figure 2. When the reverse gear driven gear 302 is driven and axially slidable on the power output shaft 2, the transmission mechanism also includes a forward gear drive gear 4 driven and driven on the power input shaft 1. The reverse gear driven gear 302 can be manipulated to mesh with the reverse gear transmission gear 304 to achieve the reverse gear function, or the reverse gear driven gear 302 can mesh with the forward gear drive gear 4 as a forward gear driven gear to achieve the forward gear function. Of course, it can be understood that in this case, the reverse gear transmission gear 304 is usually constantly meshed with the reverse gear drive gear 301. The reverse gear driven gear 302 is driven and slidable on the power output shaft 2 through a spline structure, and the reverse gear driven gear 302 is driven and slidable using an existing shift fork structure. When the reverse driven gear 302 meshes with the reverse transmission gear 304, the engine reverse gear function is achieved; when the reverse driven gear 302 meshes with the forward drive gear 4, the engine forward gear function is achieved. In this structural design, the reverse driven gear 302 simultaneously functions as both the reverse and forward driven gears. When the engine is in forward gear, the reverse driven gear 302 can also disengage from the reverse transmission gear 304, which reduces the number of gears used and facilitates a more compact engine design.

[0042] This embodiment also discloses a three-wheeled motorcycle, including a transmission mechanism for the engine of the three-wheeled motorcycle as described in any of the embodiments above. This three-wheeled motorcycle offers good driving comfort and a pleasant riding experience.

[0043] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this utility model without departing from the spirit and scope of the technical solutions of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. A transmission mechanism for a three-wheeled motorcycle engine, characterized in that: The system includes a power input shaft (1), a power output shaft (2), and a reverse gear assembly (3). The reverse gear assembly (3) includes a reverse drive gear (301) disposed on the power input shaft (1) and a reverse driven gear (302) disposed on the power output shaft (2). The reverse drive gear (301) and the reverse driven gear (302) are configured to be operable to disconnect power from each other when the engine is in forward gear and to be operable to engage power with each other when the engine is in reverse gear.

2. The transmission mechanism for a three-wheeled motorcycle engine according to claim 1, characterized in that: It also includes a forward gear drive gear (4) disposed on the power input shaft (1) and a forward gear driven gear (5) disposed on the power output shaft (2) and constantly meshed with the forward gear drive gear (4); the reverse gear assembly (3) also includes an intermediate drive shaft (303) and a reverse gear transmission gear (304) disposed on the intermediate drive shaft (303) that drives the reverse gear drive gear (301) and the reverse gear driven gear (302) when the engine is in reverse gear.

3. The transmission mechanism for a three-wheeled motorcycle engine according to claim 2, characterized in that: The forward drive gear (4) is rotatably mounted on the power input shaft (1), the forward driven gear (5) is driven and mounted on the power output shaft (2), the reverse driven gear (302) is driven and mounted on the power output shaft (2), the reverse transmission gear (304) is constantly meshed with the reverse driven gear (302), and the reverse drive gear (301) is driven and axially slidable on the power input shaft (1). When the reverse drive gear (301) slides axially, it has at least a first transmission state and a second transmission state: In the first transmission state, the reverse drive gear (301) is poweredly engaged with the forward drive gear (4) and disengaged from the reverse transmission gear (304); In the second transmission state, the reverse drive gear (301) is poweredly disengaged from the forward drive gear (4) and meshes with the reverse transmission gear (304).

4. The transmission mechanism for a three-wheeled motorcycle engine according to claim 3, characterized in that: The reverse gear (304) is rotatably mounted on the intermediate drive shaft (303).

5. The transmission mechanism for a three-wheeled motorcycle engine according to claim 2, characterized in that: The forward gear drive gear (4) is driven and engaged on the power input shaft (1), the forward gear driven gear (5) is rotatably mounted on the power output shaft (2), the reverse gear drive gear (301) is driven and engaged on the power input shaft (1), the reverse gear transmission gear (304) is constantly meshed with the reverse gear drive gear (301), and the reverse gear driven gear (302) is driven and engaged and can be driven to slide axially on the power output shaft (2). When the reverse gear driven gear (302) slides axially, it has at least a third transmission state and a fourth transmission state: In the third transmission state, the reverse gear driven gear (302) is powered and engaged with the forward gear driven gear (5) and disengaged from the reverse gear transmission gear (304); In the fourth transmission state, the reverse gear driven gear (302) is powered and disengaged from the forward gear driven gear (5) and engaged with the reverse gear transmission gear (304).

6. The transmission mechanism for a three-wheeled motorcycle engine according to claim 2, characterized in that: The forward drive gear (4) and reverse drive gear (301) are respectively driven and fitted on the power input shaft (1). The forward driven gear (5) is rotatably mounted on the power output shaft (2). The reverse driven gear (302) is driven and fitted on the power output shaft (2). The reverse transmission gear (304) is axially slidably mounted on the intermediate transmission shaft (303). The reverse transmission gear (304) can axially slide to simultaneously engage or disengage with the reverse drive gear (301) and the reverse driven gear (302). The shifting mechanism includes a shift sleeve (6) that can be driven and axially slidably mounted on the power output shaft (2). The shift sleeve (6) can axially slide to engage or disengage with the forward driven gear (5).

7. The transmission mechanism for a three-wheeled motorcycle engine according to claim 6, characterized in that: The forward driven gear (5) and reverse driven gear (302) are respectively driven and fitted on the power output shaft (2). The forward drive gear (4) is rotatably mounted on the power input shaft (1). The reverse drive gear (301) is driven and fitted on the power input shaft. The reverse transmission gear (304) is axially slidably mounted on the intermediate transmission shaft (303). The reverse transmission gear (304) can axially slide to simultaneously engage or disengage with the reverse drive gear (301) and the reverse driven gear (302). The shifting mechanism also includes a shift sleeve (6) that can be driven and axially slidably mounted on the power input shaft (1). The shift sleeve (6) can axially slide to engage or disengage with the forward drive gear (4).

8. The transmission mechanism for a three-wheeled motorcycle engine according to claim 1, characterized in that: The reverse gear assembly (3) further includes an intermediate drive shaft (303) and a reverse gear transmission gear (304) disposed on the intermediate drive shaft (303); the reverse drive gear (301) is driven and axially slidable on the power input shaft (1), or the reverse driven gear (302) is driven and axially slidable on the power output shaft (2); when the reverse drive gear (301) is driven and axially slidable on the power input shaft (1), the transmission mechanism further includes a forward driven gear (5) driven and axially slidable on the power output shaft (2), and the reverse drive gear (301) can be manipulated. The reverse gear is engaged with the reverse gear transmission gear (304) to achieve the reverse gear function, or the reverse gear drive gear (301) is engaged with the forward gear driven gear (5) to achieve the forward gear function; when the reverse gear driven gear (302) is driven and axially slidable on the power output shaft (2), the transmission mechanism also includes a forward gear drive gear (4) driven and driven on the power input shaft (1). The reverse gear driven gear (302) can be manipulated to engage with the reverse gear transmission gear (304) to achieve the reverse gear function, or the reverse gear driven gear (302) is engaged with the forward gear drive gear (4) to achieve the forward gear function.

9. The transmission mechanism for a three-wheeled motorcycle engine according to claim 1, characterized in that: The power input shaft (1) is coaxially and fixedly connected to the engine's auxiliary shaft (7).

10. A three-wheeled motorcycle, comprising a transmission mechanism for a three-wheeled motorcycle engine as claimed in any one of claims 1-9.

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