A motorcycle clutch drive gear

Abstract

This utility model belongs to the technical field of motorcycle clutch accessories, specifically relating to a motorcycle clutch drive gear, including: a drive gear one, with a mounting shaft sleeve at one end; a drive gear two, with a shaft hole in the middle, the drive gear two being sleeved on the mounting shaft sleeve through the shaft hole, the radial dimension of the drive gear one being larger than that of the drive gear two; and a stabilizing structure, which is disposed between the outer periphery of the mounting shaft sleeve and the shaft hole, to solve the problem that in current primary transmission gears are single-row gears, when the primary transmission gear meshes with the primary driven gear and the oil pumping gear, the speed difference between the driven gear and the oil pumping gear is not large, resulting in a slow oil pumping speed when the oil pumping gear rotates, and poor cooling and lubrication effect on the clutch body.

Description

Technical Field

[0001] This utility model belongs to the technical field of motorcycle clutch parts, specifically relating to a motorcycle clutch drive gear. Background Technology

[0002] The clutch is a core component of the motorcycle transmission system. Its main function is to establish and disconnect the power connection between the engine (power source) and the gearbox / rear wheel (load). The clutch is installed inside the engine crankcase, located after the output end of the engine crankshaft and before the input shaft of the gearbox. The outer drum end of the clutch is fixedly connected to the primary driven gear. The primary transmission gear is located at the end of the engine crankshaft. The engine power drives the clutch housing (outer drum) to rotate through the crankshaft and the primary gear set (primary transmission gear, primary driven gear).

[0003] like Figure 4 As shown, the primary gear set currently used in clutches has a primary drive gear that meshes with the primary driven gear and the oil pump gear in the oil pump. When the primary drive gear meshes with the oil pump gear, the oil pump can perform oil extraction, causing the extracted oil to be sprayed onto the clutch, thereby cooling and lubricating the clutch body.

[0004] However, the current primary transmission gear is a single-row gear. When the primary transmission gear meshes with the primary driven gear and the oil pumping gear, the speed difference between the driven gear and the oil pumping gear is not large. As a result, the oil pumping gear rotates slowly, which is not good for the cooling and lubrication of the clutch body. Utility Model Content

[0005] Based on the problems mentioned in the background art above, this utility model provides a motorcycle clutch drive gear to solve the problem that the current primary transmission gear is a single-row gear. When the primary transmission gear meshes with the primary driven gear and the oil pumping gear, the speed difference between the driven gear and the oil pumping gear is not large, resulting in a slow oil pumping speed when the oil pumping gear rotates, which leads to poor cooling and lubrication effect on the clutch body.

[0006] The technical solution adopted in this utility model is as follows:

[0007] A motorcycle clutch drive gear, comprising:

[0008] A drive gear one, one end of which is provided with a mounting shaft sleeve;

[0009] The second driving gear has a shaft hole in its middle part. The second driving gear is sleeved on the mounting cylinder through the shaft hole. The radial dimension of the first driving gear is larger than that of the second driving gear.

[0010] A stabilizing structure is provided between the outer periphery of the mounting cylinder and the shaft hole.

[0011] Based on the above technical solution, the present invention has made the following improvements:

[0012] Furthermore, the stabilizing structure includes radial and axial limiting components and radial reinforcing components. The radial and axial limiting components include a mounting part, an arc-shaped groove one, and an arc-shaped groove two. The mounting part is disposed on the peripheral wall of the mounting shaft cylinder. The shaft hole on the second drive gear is fitted onto the mounting part. One side wall of the second drive gear abuts against the side wall of the mounting part. The first arc-shaped groove is disposed on the wall of the shaft hole, and the second arc-shaped groove is disposed on the peripheral side wall of the mounting part. Both the first and second arc-shaped grooves have threads on their groove walls, and a connecting screw is screwed into the common thread of the first and second arc-shaped grooves.

[0013] Furthermore, the radial reinforcement member includes a limiting groove and a limiting block. The limiting groove is disposed on the wall of the shaft hole, and the limiting block is disposed on the outer peripheral side wall of the mounting part. The limiting block is stuck in the limiting groove.

[0014] Furthermore, the inner wall of the mounting shaft cylinder is provided with a keyway, and the keyway corresponds to the position of the limiting block.

[0015] Furthermore, the first driving gear has the same module as the oil pump gear, and the radial dimension of the first driving gear is larger than that of the oil pump gear; the second driving gear has the same module as the primary driven gear, and the radial dimension of the second driving gear is smaller than that of the primary driven gear.

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

[0017] 1. The primary transmission gear is formed by the combination of drive gear one and drive gear two. The radial dimension of drive gear one is larger than that of drive gear two, and the radial dimension of drive gear one is larger than that of the oil pumping gear. The radial dimension of drive gear two is smaller than that of the primary driven gear. When drive gear one and drive gear two are at the same speed, drive gear one can accelerate when it meshes with the oil pumping gear, and drive gear two can decelerate when it meshes with the primary driven gear. Therefore, the speed of the primary driven gear is lower than that of the oil pumping gear, thereby further increasing the speed difference between the primary driven gear and the oil pumping gear, so as to increase the oil pumping speed of the oil pumping gear and improve the cooling and lubrication effect on the clutch body.

[0018] 2. The sturdy structure allows the second drive gear to be securely assembled onto the mounting shaft of the first drive gear, while also allowing the first and second drive gears to be disassembled and replaced individually. Attached Figure Description

[0019] This utility model can be further illustrated by the non-limiting embodiments given in the accompanying drawings;

[0020] Figure 1 This is a structural diagram of the driving gear of a motorcycle clutch according to the present invention;

[0021] Figure 2 This is an exploded view of the driving gear of a motorcycle clutch according to the present invention.

[0022] Figure 3 This is a diagram showing the usage state of the driving gear of a motorcycle clutch according to this utility model;

[0023] Figure 4 This is a diagram illustrating the usage status of the product described in the background art.

[0024] The attached diagram is labeled as follows:

[0025] 101. Drive gear one; 102. Mounting shaft sleeve; 103. Drive gear two; 104. Shaft hole; 105. Keyway; 201. Limiting groove; 202. Limiting block; 301. Mounting part; 302. Arc groove one; 303. Arc groove two; 304. Connecting screw. Detailed Implementation

[0026] like Figures 1-4 As shown, a motorcycle clutch drive gear includes:

[0027] The drive gear 101 has a mounting sleeve 102 at one end. The mounting sleeve 102 is fitted onto the engine crankshaft, so that the drive gear 101 is fitted onto the engine crankshaft.

[0028] The second driving gear 103 has a shaft hole 104 in the middle. The second driving gear 103 is sleeved on the mounting cylinder 102 through the shaft hole 104. The stabilizing structure is set between the outer periphery of the mounting cylinder 102 and the shaft hole 104. The stabilizing structure includes radial and axial limiting components and radial reinforcing components. The radial and axial limiting components include a mounting part 301, an arc groove 1 302, and an arc groove 2 303. The mounting part 301 is set on the peripheral wall of the mounting cylinder 102. During assembly, the shaft hole 104 on the second driving gear 103 is sleeved on the mounting part 301, and one side wall of the second driving gear 103 abuts against the side wall of the mounting part 301 to complete the initial assembly.

[0029] Arc-shaped groove 1 302 is provided on the wall of shaft hole 104, and arc-shaped groove 2 303 is provided on the side wall of mounting part 301. Both arc-shaped groove 1 302 and arc-shaped groove 2 303 are threaded. A connecting screw 304 is screwed into the common thread of arc-shaped groove 1 302 and arc-shaped groove 2 303. When the shaft hole 104 on the drive gear 2 103 is fitted onto the mounting part 301, and one side wall of the drive gear 2 103 abuts against the side wall of the mounting part 301, the positions of arc-shaped groove 1 302 and arc-shaped groove 2 303 are aligned. Then, the connecting screw 304 is simultaneously screwed into arc-shaped groove 1 302 and arc-shaped groove 2 303 to stabilize the drive gear 2 103 fitted onto the mounting part 301, so that the drive gear 2 103 will not move axially or rotate radially.

[0030] The radial reinforcement component includes a limiting groove 201 and a limiting block 202. The limiting groove 201 is provided on the wall of the shaft hole 104, and the limiting block 202 is provided on the outer peripheral side wall of the mounting part 301. The limiting block 202 is stuck in the limiting groove 201. During the process of fitting the shaft hole 104 on the second drive gear 103 onto the mounting part 301, the limiting block 202 is stuck in the limiting groove 201, which can further limit the radial rotation of the second drive gear 103, thereby reducing the shear damage to the connecting screw 304.

[0031] This assembly method allows for the disassembly of drive gear 101 and drive gear 2 103, enabling individual replacement of each gear. This avoids the need to discard the other gear if one is damaged, thus reducing costs.

[0032] The inner wall of the mounting cylinder 102 is provided with a keyway 105, which corresponds to the position of the limiting block 202. After the keyway 105 is assembled with the slot and key on the engine crankshaft, the drive gear 103 mounted on the engine crankshaft can be stabilized.

[0033] The radial dimension of drive gear 101 is larger than that of drive gear 2 103. Drive gear 101 has the same module as the oil pump gear, and its radial dimension is larger than that of the oil pump gear. Drive gear 2 103 has the same module as the primary driven gear, and its radial dimension is smaller than that of the primary driven gear. When drive gear 101 and drive gear 2 103 are at the same speed, drive gear 101 can accelerate when meshing with the oil pump gear, and decelerate when meshing with the primary driven gear. Therefore, the speed of the primary driven gear is lower than that of the oil pump gear, thereby further increasing the speed difference between the primary driven gear and the oil pump gear, so as to increase the oil pumping speed and continuously and quickly spray the oil onto the clutch body, improving the cooling and lubrication effect on the clutch body.

[0034] The present invention has been described in detail above. The specific embodiments are provided only to help understand the method and core idea of ​​the present invention. It should be noted that those skilled in the art can make various improvements and modifications to the present invention without departing from its principles, and these improvements and modifications also fall within the protection scope of the claims of the present invention.

Claims

1. A driving gear for a motorcycle clutch, characterized in that: include: A drive gear (101) is provided with a mounting cylinder (102) at one end. The second driving gear (103) has a shaft hole (104) in the middle. The second driving gear (103) is sleeved on the mounting cylinder (102) through the shaft hole (104). The radial dimension of the first driving gear (101) is larger than that of the second driving gear (103). A stabilizing structure is provided between the outer periphery of the mounting cylinder (102) and the shaft hole (104).

2. The driving gear of a motorcycle clutch according to claim 1, characterized in that: The stabilizing structure includes radial and axial limiting components and radial reinforcing components. The radial and axial limiting components include a mounting part (301), an arc groove one (302), and an arc groove two (303). The mounting part (301) is disposed on the peripheral wall of the mounting shaft cylinder (102). The shaft hole (104) on the second drive gear (103) is fitted onto the mounting part (301). One side wall of the second drive gear (103) abuts against the side wall of the mounting part (301). The arc groove one (302) is disposed on the hole wall of the shaft hole (104). The arc groove two (303) is disposed on the peripheral side wall of the mounting part (301). The groove walls of the arc groove one (302) and the arc groove two (303) are both provided with threads. A connecting screw (304) is screwed into the common thread of the arc groove one (302) and the arc groove two (303).

3. The driving gear of a motorcycle clutch according to claim 2, characterized in that: The radial reinforcement component includes a limiting groove (201) and a limiting block (202). The limiting groove (201) is disposed on the wall of the shaft hole (104), and the limiting block (202) is disposed on the outer peripheral side wall of the mounting part (301). The limiting block (202) is stuck in the limiting groove (201).

4. The driving gear of a motorcycle clutch according to claim 3, characterized in that: The inner wall of the mounting cylinder (102) is provided with a keyway (105), and the keyway (105) corresponds to the position of the limiting block (202).

5. The driving gear of a motorcycle clutch according to claim 1, characterized in that: The first driving gear (101) has the same module as the oil pump gear, and the radial dimension of the first driving gear (101) is larger than that of the oil pump gear; the second driving gear (103) has the same module as the primary driven gear, and the radial dimension of the second driving gear (103) is smaller than that of the primary driven gear.

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