TWI421195B - Construction of vehicle transmission - Google Patents

Description

Vehicle transmission structure

The present invention relates to a vehicle transmission, and more particularly to a transmission configuration suitable for a locomotive.

The power system and the transmission system are two important parts of the locomotive. The former is usually an internal combustion engine or a motor, while the latter has various designs such as a belt type stepless transmission mechanism, a pure gear type mechanism or the like.

The manner in which the conventional engine and the transmission mechanism are assembled is as follows. The crankcase is locked with the box of the receiving transmission mechanism, and then the whole is interlocked with the cylinder block of the engine, and finally the engine is suspended at a single point in the frame, as shown in Fig. 1 of the locomotive 90. In addition, the crankcase is connected to the shock absorber, so when the rear wheel moves up and down, the entire engine, the crankcase and the transmission mechanism are swung with the suspension point as a pivot point.

Under the above facts, according to the general physical principle, the weight of the heavy object is also large, so the conventional design makes the stability of the vehicle greatly negative when the vehicle is walking, and also means that the rider does not control easily, and increases the safety concerns. . In addition, if the prior art is used, it is necessary to reserve the space for the engine and the transmission mechanism to sway, thus losing the flexibility of other component configurations, and obviously, the rocking motion will also accelerate the damage of the related device.

The main object of the present invention is to provide a vehicle transmission device, which can improve the problem that the conventional driving is unstable and the control is not easy.

To achieve the above object, the vehicle transmission structure of the present invention includes an engine, a crankcase and a transmission case, wherein the engine is suspended from a frame of a vehicle, and the crankcase is also suspended from the frame and fixed to the engine. The crankcase houses a crankshaft that is free to pivot. The transmission case is provided with a transmission mechanism coupled to the crankshaft.

In particular, the transmission case is pivotable relative to the crankcase and defines a pivot axis that is parallel to the centerline of the crankshaft.

The invention not only has a simple and uncomplicated structural design, but also functions to limit the swinger during driving to the gearbox and to exclude the engine and the crankcase, thereby improving riding stability and handling. In addition, because the engine and the crankcase no longer oscillate, it also reduces the internal component loss factor.

The transmission box can be embedded with two bearings, so that the two ends of the crankshaft are correspondingly placed on the two bearings, so that the transmission box and the crankcase can be pivoted relative to each other. In another embodiment, the transmission case and the crankcase are directly coupled in a pivotable manner without pivoting the bearing and the crankshaft.

The transmission mechanism can include a belt drive assembly coupled to the crankshaft. The transmission mechanism can further include a gear transmission assembly coupled to the belt drive assembly and coupled to a wheel, such as a rear wheel.

The belt transmission assembly can directly use the crankshaft as an input shaft, reducing the use of the shaft member and reducing the cost. The vehicle transmission structure of the present invention may further include a clutch system disposed between the belt transmission assembly and the gear transmission assembly for smoothing the starting or shifting of the vehicle.

Refer to Figures 2~3. The figure shows a vehicle transmission structure mounted on a frame 40. The vehicle transmission structure mainly includes an engine 10, a crankcase 14 and a transmission case 20. The engine 10 is generally comprised of a cylinder head 11, a cylinder head 12, and a cylinder block 13, wherein a cylinder head 11 is coupled to the top of the cylinder head 12, and a cylinder block 13 is coupled at its bottom to the bottom of the cylinder head 12.

The crankcase 14 is fixedly coupled to the bottom of the cylinder block 13 in a locking manner. Two bearings 47, 48 are embedded in the crankcase 14, and a crankshaft 15 is mounted on the two bearings 45, 46.

A transmission mechanism and a clutch 44 are disposed inside the transmission case 20. In this example, the transmission mechanism includes a belt transmission assembly 31 and a gear transmission assembly 35. The belt transmission assembly 31 is a conventional V-belt type stepless transmission mechanism, which will not be described herein. In particular, the belt drive assembly 31 of the present embodiment has the crankshaft 15 as its input shaft 32.

The output shaft 36 of the gearing assembly 35 is coupled to a wheel 42, typically a rear wheel. The transmission case 20 is further connected to a shock absorber 43 through an arm 41. The clutch 44 is disposed between the belt drive assembly 31 and the gear drive assembly 35 such that the two components are selectively coupled to transmit power.

Of course, under the assembly considerations of related components (such as the crankshaft 15, the transmission mechanism), the crankcase 14 and the transmission case 20 are all designed to be combined into a plurality of components.

Further, the transmission case 20 is branched to form a pair of parallel mounting portions 201, and two bearings 45, 46 are embedded in the mounting portion 201 in such a manner that the two bearings 45, 46 face each other. Thus, the crankshaft 15 is placed at its two ends, that is, the first end 151 and the second end 152 are correspondingly placed on the two bearings 45, 46. Thereby, the transmission case 20 and the crankcase 14 are in a relatively rotatable coupling relationship, and the pivot axis X of the transmission case 20 is parallel to the center line C of the crankshaft 15.

After assembly is complete, the engine 10 is suspended from the frame 40 by the cylinder block 13, such as the suspension point P1 in FIG. The crankcase 14 is also suspended from the frame 40, as shown in Fig. 2, which is different from the suspension points P2, P3 of the suspension point P1.

As can be seen from the above, the present invention changes the design of the conventional crankcase and the transmission box into a rotatable body, which not only reduces the weight of the rocker during the vehicle trip (only the gearbox is rocking, and the engine and the crankcase are opposite to each other). The frame is kept fixed by suspension, and the swing is also reduced. This helps to improve the stability of the vehicle and the convenience of the rider. It does not need to reserve a large swing space, which makes the space configuration flexible. Greatly improved. In addition, it also has the advantage of reducing damage to the components of the device due to rocking.

The above-mentioned embodiments are merely examples for convenience of description, and the scope of the claims is intended to be limited to the above embodiments.

90. . . locomotive

10. . . engine

11. . . cylinder head

12. . . Cylinder head

13. . . Cylinder block

14. . . Crankcase

15. . . Crankshaft

151. . . First end

152. . . Second end

20. . . Transmission case

201. . . Installation department

31. . . Belt drive assembly

32. . . Input shaft

35. . . Gear transmission assembly

36. . . Output shaft

40. . . Frame

41. . . Arm

42. . . wheel

43. . . Shock Absorbers

44. . . clutch

45,46,47,48. . . Bearing

C. . . Center line

X. . . Pivot axis

P1, P2, P3. . . Suspension point

Figure 1 is a side view of a conventional locomotive.

2 is a side view showing the construction of a vehicle transmission according to a preferred embodiment of the present invention.

3 is a cross-sectional view showing the structure of a vehicle transmission device in accordance with a preferred embodiment of the present invention.

11. . . cylinder head

12. . . Cylinder head

13. . . Cylinder block

14. . . Crankcase

15. . . Crankshaft

151. . . First end

152. . . Second end

20. . . Transmission case

201. . . Installation department

31. . . Belt drive assembly

32. . . Input shaft

35. . . Gear transmission assembly

36. . . Output shaft

41. . . Arm

42. . . wheel

44. . . clutch

45,46,47,48. . . Bearing

C. . . Center line

X. . . Pivot axis

Claims (5)

A vehicle transmission structure is mounted on a frame, comprising: an engine suspended from the frame; a crankcase fixed to the engine and suspended from the frame, and a freely pivotable one a crankcase; and a transmission case having a transmission mechanism coupled to the crankshaft; wherein the transmission case is embedded with two bearings, and the two ends of the crankshaft are correspondingly disposed on the two bearings, the transmission case is opposite to the crankcase It is pivotable and defines a pivot axis that is parallel to the centerline of the crankshaft. The vehicle transmission configuration of claim 1, wherein the transmission mechanism includes a belt transmission assembly coupled to the crankshaft. The vehicle transmission configuration of claim 2, wherein the transmission mechanism further comprises a gear transmission assembly coupled to the belt transmission assembly and coupled to a wheel. The vehicle transmission configuration of claim 2, wherein the belt transmission assembly uses the crankshaft as an input shaft. The vehicle transmission structure of claim 3, further comprising a clutch system disposed between the belt transmission assembly and the gear transmission assembly.