TW202130526A - Motorcycle capable of effectively shortening the length of the first output shaft to improve the stability of the operation - Google Patents

Abstract

The present invention relates to a motorcycle. The motorcycle has a power system. The power system at least includes a power source unit, a first transmission unit, a second transmission unit, and a third transmission unit, wherein one side of the first transmission unit is provided with the power source unit and the third transmission unit. The first transmission unit at least includes a first output shaft that extends into the second transmission unit and transmits the power of the power source unit to the second transmission unit. The second transmission unit at least includes a second output shaft that transmits the power to the third transmission unit. The third transmission unit at least includes a third output shaft that transmits the power to the wheels. The first output shaft that extends into the second transmission unit is provided with a clutch, and the clutch is disposed on the side of the first output shaft that is opposite to the second transmission unit. As a result, the length of the first output shaft can be effectively shortened to improve the stability of the operation, and the volume and size of the second transmission unit can be simplified to reduce the total amount of added lubricant, thereby achieving the lightweight effect. Furthermore, the clutch is not disposed in the central wet reduction gear set chamber, thereby facilitating the maintenance and replacement of the clutch.

Description

locomotive

The present invention relates to a locomotive, in particular to a locomotive that can prevent the clutch from being located in the wet reduction gear group chamber in the center, thereby facilitating the maintenance and replacement of the clutch.

As shown in Figure 1, the locomotive 1 has an engine unit 11 that generates power. The engine unit 11 has a crankcase 12 with a crankshaft 121 inside. The crankcase 12 has a right crankcase 12a and a left crankcase 12b. One side of 12 is connected to the belt CVT system 13 driven by the crankshaft 121, and the first output shaft 131 of the belt CVT system 13 is connected and the deceleration and clutch system 14 is driven by the first output shaft 131, The deceleration and clutch system 14 can drive the output shaft 15. The output shaft 15 is provided with a drive wheel 151. The drive wheel 151 drives the drive wheel 171 provided on the rear wheel 17 through the belt-shaped transmission member 16. The rear wheel 17 The pivot is provided on the rear end of a rear rocker arm 18, and the front end of the rear rocker arm 18 is pivoted on the outer side of the output shaft 15.

Wherein, the clutch 141 in the deceleration and clutch system 14 is set between the first output shaft 131 of the belt continuously variable transmission system 13 and the left crankcase 12b of the crankcase 12, so if the clutch is When 141 is repaired or replaced, it is necessary to disassemble a lot of other parts of the engine unit 11 to repair or replace the clutch 141, which will undoubtedly complicate the repair or replacement of the clutch 141.

Therefore, how to provide a locomotive to simplify the maintenance or replacement of the clutch has become an urgent issue for the locomotive manufacturer.

The main purpose of the present invention is to provide a locomotive, which can overcome the complex deficiencies in the maintenance or replacement of conventional locomotive clutches.

For this reason, the present invention requests the first main technical means to provide a locomotive having a power system, the power system at least including a power source unit, a first transmission unit, a second transmission unit, and a third transmission unit Wherein, one side of the first transmission unit is provided with the power source unit and the third transmission unit; the first transmission unit includes at least the second transmission unit extending into the second transmission unit and the power of the power source unit is transmitted to the The first output shaft of the second transmission unit; the second transmission unit includes at least a second output shaft that transmits power to the third transmission unit; the third transmission unit at least includes a third output shaft that transmits power to the wheels Wherein, the first output shaft extending into the second transmission unit is provided with a clutch, and the clutch is located on the side of the first output shaft opposite to the second transmission unit.

To this end, the present invention requests the second main technical means, which is to provide a locomotive, the power source unit has a main shaft, the main shaft transmits power to the first transmission unit, wherein, from a top view, the main shaft The axis and the axis of the first output shaft and the axis of the second output shaft are set parallel to each other, and the distance between the axis of the main shaft and the axis of the first output shaft, and the axis of the main shaft and the second output shaft The distance of the axis of the output shaft is set to be equidistant.

For this reason, the present invention requests the third main technical means, which is to provide a mechanism For vehicles, the rear end of the power system is pivoted with a rear rocker arm; the axis of the first output shaft, the axis of the second output shaft and the axis of the pivot center of the rear rocker arm are the same axis.

To this end, the present invention requests the fourth main technical means to provide a locomotive, the main shaft can directly or indirectly drive the first output shaft of the first transmission unit, wherein the aforementioned power source unit can be an internal combustion engine or an electric One or more of the drive motors; when the aforementioned power source unit is an internal combustion engine, the main shaft is a crankshaft; when the aforementioned power source unit is the electric drive motor, the main shaft is a drive shaft.

To this end, the present invention requests the fifth main technical means to provide a locomotive that includes at least one wheel, wherein the power system is arranged on one of the front and rear directions of the wheel, and the third transmission unit It can receive the power of the second output shaft and transmit the power to the wheel.

For this reason, the present invention requests the sixth main technical means to provide a locomotive, the first transmission unit is a belt continuously variable transmission system, the second transmission unit is a reduction gear set, and the third transmission unit is a belt transmission mechanism.

For this reason, the present invention requests the seventh main technical means to provide a locomotive, the belt CVT system is a dry belt CVT mechanism, and the first output shaft of the belt CVT system is provided with a clutch, The reduction gear set is a wet reduction gear set, wherein the clutch and the reduction gear set are respectively located in spaces of different boxes.

To this end, the present invention requests the 8th main technical means to provide a locomotive, the power source unit is an internal combustion engine, one side of the first transmission unit is provided with an exhaust pipe, and a heat dissipation unit is provided on the opposite side. The third transmission unit is arranged on the same side of the heat dissipation unit.

For this reason, the present invention requests the 9th main technical means, which is to provide a mechanism The locomotive is provided with a frame unit, and the power system is fixed to the frame unit, wherein the third transmission unit and wheels can be centered on the axis of the first output shaft relative to the power source unit and the first output shaft. A transmission unit swings.

For this reason, the present invention requests the tenth main technical means, which is to provide a locomotive in which the adjacent first output shaft and the second output shaft share a supporting bracket.

To this end, the present invention claims the 11th main technical means, which is to provide a locomotive, the support bracket includes a bearing provided for supporting the first output shaft, and a bearing for supporting the second output shaft; wherein, The bearing adjacent to the second output shaft and sleeved on the first output shaft is located on the side of the center line of the power source unit opposite to the third transmission unit.

To this end, the present invention claims the 12th main technical means, which is to provide a locomotive, the power source unit has a transmission box, the transmission box is provided with a first support and a second support, the first support and the The second support can be pivotally connected to a rear rocker arm.

The effect that the present invention can achieve by requesting the first main technical means is that the length of the first output shaft can be effectively shortened to improve the stability of its action, and the volume size of the second transmission unit can be reduced. The total amount of lubricating oil added is reduced, so that the weight reduction effect can be achieved, and the clutch can not be located in the wet reduction gear group chamber in the center, thereby facilitating the maintenance and replacement of the clutch.

The effect that the present invention can achieve by requesting the second main technical means is that the above-mentioned first transmission unit, the second transmission unit, and the third transmission unit are independently arranged so as to be able to draw closer to the first transmission unit. The arrangement distance between the two output shafts and the power source unit can effectively shorten the overall length of the power system, thereby making the configuration of the power system more compact.

The effect that the present invention can achieve by requesting the third main technical means is that the above-mentioned first transmission unit, the second transmission unit, and the third transmission unit are independently arranged so as to be able to draw closer to the first transmission unit. The arrangement distance between the two output shafts and the power source unit, therefore, can effectively shorten the overall length of the power system, thereby miniaturizing the power system, thereby increasing the space for disposing other parts of the locomotive, and The wheelbase between the rear wheel of the locomotive and the power source unit can be shortened, and the swing inertia of the rear rocker arm can be reduced, so that the maneuverability of the locomotive can be improved.

The effect that the present invention can achieve by requesting the fourth main technical means is that it can increase the design freedom of the power system of the locomotive.

The effect that the present invention can achieve by requesting the fifth main technical means is to ensure the power source of the locomotive and improve the maneuverability of the locomotive.

The effect that the present invention can achieve by requesting the sixth main technical means is: thereby achieving the effects of simplifying the structure of the transmission part of the power system, easily configuring the reduction ratio, and reducing the number of parts.

The effect that the present invention can achieve by requesting the seventh main technical means is: thereby, it can effectively reduce the volume of the reduction gear set, reduce the exchange amount of lubricating oil as a consumable, and reduce the overall weight, and Facilitate the maintenance and replacement of the clutch.

The effect that the present invention can achieve by requesting the eighth main technical means is: thereby, it can avoid the heat sources generated by the operation of the power system from being concentrated on the same side, thereby reducing the occurrence of heat damage.

The effect that the present invention can achieve by requesting the 9th main technical means is in Yu: This reduces the swing inertia of the rear rocker arm, so as to improve the maneuverability of the locomotive.

The effect that the present invention can achieve by requesting the tenth main technical means is: thereby, the supporting effect of the first output shaft and the second output shaft can be ensured, and the first output shaft and the second output shaft can be improved. Convenience of shaft support assembly process.

The effect that the present invention can achieve by requesting the 11th main technical means is that the shaft length of the first output shaft can be shortened, and the operation stability of the components on the first output shaft can be shortened.

The effect that the present invention can achieve by requesting the twelfth main technical means is to make the overall configuration of the power system and the rear rocker arm more compact.

1: locomotive

11: Engine unit

12: crankcase

121: crankshaft

12a: Right crankcase

12b: Left crankcase

13: Belt stepless speed change system

131: By the first output shaft

14: Deceleration and clutch system

141: Clutch

15: output shaft

151: drive wheel

16: Transmission parts

17: rear wheel

171: Drive Wheel

18: Rear swing arm

2: locomotive

3: Frame unit

31: Head Tube

32: Steering mechanism

33: Drop tube department

34: Pedal tube

341: Pedal Horizontal Tube

35: Side frame

351: Ascending Section

352: Extension

353: Auxiliary Tube

354: Extension

4: seat cushion

5: Power system

5a: Power source unit

5b: The first drive unit

5c: second drive unit

5d: The third drive unit

51: Cylinder

511: cylinder head cover

512: cylinder head

513: Cylinder body

52: Transmission Department

52a: right box

52b: left box

52c: Outer cover

53: Gearbox

53a: crankshaft chamber

53b: Reduction gear group room

53c: Belt CVT system room

54: crankshaft

541: connecting rod

542: Piston

55: Reduction gear set

56: Belt stepless speed change system

561: Driving Wheel

562: driven wheel

563: drive belt

564: first output shaft

57: second output shaft

571: power output wheel

58: The first support

59: second support

6: Rear swing arm

61: The first pivot

62: second pivot

63: third output shaft

7: drive wheel

8: Transmission parts

9: Support bracket

91: Bearing

92: Bearing

A: Fork unit

C: storage box

E: electrical parts

D: Centerline

K: Clutch

M: exhaust pipe

J: cooling unit

FW: front wheel

RW: Rear wheel

P: Footrest

T: Fuel tank

Y: axis center

Figure 1 is a schematic diagram of the power system of a conventional locomotive.

Figure 2 is a schematic side view of the locomotive of the present invention.

Figure 3 is a cross-sectional view of the power system of the locomotive of the present invention.

Figure 4 is a partial enlarged view of the power system of Figure 3 locomotive.

Figure 5 is a perspective exploded view of the supporting bracket of the locomotive power system of the present invention.

Fig. 6 is a schematic diagram of the supporting bracket of the present invention being locked on the transmission box.

In order to make it easier for your examiner to understand the structure of the present invention and the effects that can be achieved, the following descriptions are provided in conjunction with the diagrams;

First, please refer to FIG. 2, the locomotive 2 has a frame unit 3, a seat cushion 4 and a power system 5 provided on the frame unit 3.

As shown in Figure 2, the left and right sides of the car body in the following description are based on the assumption that after the driver rides on the locomotive 2, the left hand side of the driver is the left side, and the right hand side of the driver is the right side. The front of the frame unit 3 is pivotally provided with a head pipe portion 31, above the head pipe portion 31 is connected a steering mechanism 32, the head pipe portion 31 is connected to the rear of the vehicle body with a down pipe portion 33, the down pipe portion 33 is below A pair of left and right foot tube portions 34 extending toward the rear of the vehicle body and slightly horizontal are connected, and a foot cross tube 341 is connected between the end of the down tube portion 33 and the pair of left and right foot tube portions 34; The foot tube portion 34 extends toward the rear of the vehicle with a pair of left and right side frame portions 35. The side frame portion 35 has an ascending section 351 adjacent to the foot tube portion 34 and an extension section 352 located at the rear of the vehicle body. A pair of left and right auxiliary pipes 353 are provided between the ascending section 351 and the extension section 352 of the frame section 35, and a pair of left and right extensions are extended toward the rear of the vehicle body at the ascending section 351 adjacent to the pedal tube section 34. Setting member 354; The lower part of the head pipe portion 31 is pivotally provided with a front fork unit A composed of a front shock absorber, and the lower end of the front fork unit A is pivotally provided with a front wheel FW.

As shown in Figure 2, the slightly horizontal foot tube portion 34 of the frame unit 3 is provided with a slightly flat footrest P. The footrest P forms a flat footrest for the driver. Feet; in the internal space defined between the left and right pair of slightly horizontal foot tube portions 34, there is installed a fuel tank T for supplying the power system 5 for fuel storage for explosion, and the power system 5 is connected The fuel tank T is arranged on the frame unit 3 and is further toward the rear of the vehicle body.

As shown in Figure 2, the side frame portion 35 is provided with a seat cushion 4 above the extension section 352 for the driver to ride, and the side frame section 35 is provided on the extension section 352 with a storage under the seat cushion 4 Box C; the power system 5 is fastened to the auxiliary tube 353 and the extension piece 354 of the side frame portion 35, and the power system 5 is fixed to the frame unit 3 in a non-swinging manner.

As shown in Figures 2 and 3, the power system 5 series can be an internal combustion engine or an electric electric drive motor; the power system 5 series in this case will be described as an example of a fuel-burning internal combustion engine power system, but not based on this. To limit the scope of implementation of the power system 5 in this case. The power system 5 has a power source unit 5a, a first transmission unit 5b, a second transmission unit 5c, and a third transmission unit 5d; the power source unit 5a includes at least a cylinder portion 51 and a transmission portion 52, and the first transmission unit 5b It includes at least a belt stepless speed change system 56, the second transmission unit 5c includes at least a reduction gear set 55, and the third transmission unit 5d includes at least a second output shaft 57, a power output wheel 571, and a drive wheel 7. Belt transmission mechanism; one side of the power source unit 5a is provided with an exhaust pipe M, the exhaust pipe M extends from the power source unit 5a to the outer side of the first transmission unit 5b toward the rear of the vehicle body, the exhaust pipe M A heat dissipation unit J is arranged on the opposite side, and the third transmission unit 5d is arranged on the same side of the heat dissipation unit J.

As shown in Figures 2 and 3, the cylinder portion 51 extends toward the front of the vehicle body in a slightly inclined manner and partially extends beyond the ascending section 351 of the side frame portion 35, which means that the cylinder portion 51 extends toward the front of the vehicle body. Part of the side frame part 35 extends toward the front of the car body than the ascending section 351 of the side frame part 35; the cylinder part 51 extends from the front of the car body to the rear of the car body. One end of the cylinder body 513 (the end facing the rear of the vehicle body) is connected to the transmission part 52, the cylinder head 512 is connected to the other end of the cylinder body 513 away from the transmission part 52, and the cylinder head cover 511 is arranged on the cover The cylinder head 512 is located on the other end away from the end of the cylinder body 513.

As shown in Figures 2 and 3, the transmission part 52 is connected to the cylinder body 513 of the cylinder part 51 and is far from the other end of the cylinder head 512; the transmission part 52 consists of at least a right box body 52a and a left box body 52b. To form a transmission box 53 (the left and right sides are tied to the driver When riding, the right hand is the right side and the left hand is the left side, the same below), the transmission box 53 has a crankshaft chamber 53a for accommodating a crankshaft 54, a reduction gear group chamber 53b for accommodating a reduction gear group 55, and a The outer cover 52c covers the outer side of the right box 52a to form a belt continuously variable transmission system chamber 53c, and the belt continuously variable transmission system 56 is provided in the belt continuously variable transmission system chamber 53c.

As shown in Figures 2 and 3, the crankshaft (spindle) 54 in the crank chamber 53a of the transmission box 53 is connected to a piston 542 by a connecting rod 541 to extend into the cylinder body 513, so that the cylinder part 51 is in operation. The explosive force can push the piston 542 to drive the crankshaft 54 to rotate; it should also be stated that when the power source unit 5a is an internal combustion engine, the main shaft is a crankshaft 54; when the power source unit 5a is an electric drive motor, The output spindle of the electric drive motor is the drive shaft directly driven by the electric drive motor. The drive shaft can be connected to the belt CVT system 56 in the belt CVT system chamber 53c, whereby the drive shaft can drive the The belt stepless speed change system 56 is activated.

As shown in Figures 2, 3, and 4, the belt CVT system 56 is a dry belt CVT mechanism. The belt CVT system 56 has a driving wheel 561 that can be driven by the crankshaft 54 and a drive wheel 561 that can be driven by the crankshaft 54. The driven wheel 562 driven by the driving wheel 561, and a driving belt 563 connected between the driving wheel 561 and the driven wheel 562; after the driving wheel 561 is driven by the crankshaft 54, the driven wheel is driven by the driving belt 563 562 rotates continuously. The center of the driven wheel 562 is provided with a first output shaft 564. The first output shaft 564 extends from the belt CVT system chamber 53c into the reduction gear assembly chamber 53b, whereby the second output shaft 564 extends into the reduction gear assembly chamber 53b. An output shaft 564 can drive the reduction gear set 55 located in the reduction gear set chamber 53b to act. The reduction gear set 55 is a wet reduction gear set. 55 can drive a second output shaft 57 to act, and the second output shaft 57 is coaxial with the first output shaft 564; further, when viewed from a top view, the axis of the crankshaft 54 and the axis of the first output shaft 564 And the axis of the second output shaft 57, the three are set to be parallel to each other, and the distance between the axis of the crankshaft 54 and the axis of the first output shaft 564, and the axis of the crankshaft 54 and the axis of the second output shaft 57 The second output shaft 57 extends out of the transmission box 53 from the reduction gear chamber 53b. More specifically, it extends out of the left case 52b, and the second output shaft 57 extends Out of the left box 52b and connected to a power output wheel 571; the belt continuously variable transmission system 56 is provided with a clutch K on the outer side of the driven wheel 562 (above in the figure), that is, the clutch K system is installed in Between the driven wheel 562 and the outer cover 52c, when the clutch K is to be repaired or replaced, engineers only need to remove the outer cover 52c to expose the clutch K for repair or replacement. Therefore, the maintenance or replacement process of the clutch K can be simplified. The clutch K can control whether the first output shaft 564 can output power to drive the second output shaft 57.

As shown in Figures 3, 4, 5, and 6, the right box body 52a is locked with a support bracket 9 adjacent to the left box body 52b. The two sides of the support bracket 9 are provided with bearings 91 and 92, and the bearing 91 It can support the first output shaft 564 away from the driven wheel 562, and the bearing 92 can support the second output shaft 57 and the first output shaft 564 on the connection side. The first output shaft 564 supports the The bearing 91 is located on the opposite side of the center line D of the power source unit 5a opposite to the third transmission unit 5d; the diameter of the bearing 91 for supporting the first output shaft 564 is smaller than the diameter for supporting the second output shaft 57.

As shown in Figures 2, 3, and 4, the transmission box 53 is provided with a first support 58 and a second support 59 on both sides. More specifically, the first support 58 is locked on the On the right box body 52a, the second support member 59 is locked on the left box body 52b, the first support member 58 and the second support member 59 are pivoted with a rear rocker arm 6; A first pivoting portion 61 and a second pivoting portion 62 are provided on both sides of the front end. A third output shaft 63 is provided at the rear end of the rear rocker arm 6 for pivoting the rear wheel RW; The first pivotal portion 61 is pivotally connected to the first supporting member 58, which means that the first output shaft 564 passes through the first pivotal portion 61 and the first supporting member 58, so that the rear rocker arm 6 The first pivotal portion 61 and the first support 58 are located between the reduction gear chamber 53b of the transmission box 53 and the belt CVT system chamber 53c; the second pivotal portion 62 is pivotally connected to the first The second support 59 means that the second output shaft 57 passes through the second pivotal portion 62 and the second support 59, so the second pivotal portion 62 of the rear rocker arm 6 is pivotally connected to the On the second support 59, and the second pivotal portion 62 is located between the power output wheel 571 of the transmission portion 52 and the transmission box 53, so that the rear rocker arm 6 is centered on the axis of the first output shaft 564 Y is the up-and-down swing center, and the second output shaft 57 is coaxial with the axis center Y, and it swings up and down synchronously with the rear wheel RW relative to the power source unit 5a and the first transmission unit 5b; the rear wheel A third output shaft 63 is provided on the RW, and the third output shaft 63 is connected to the power output wheel 571 on the second output shaft 57 by a transmission element 8 (belt or chain), whereby the second output shaft The power output wheel 571 on 57 drives the transmission member 8 to link the third output shaft 63, so as to drive the rear wheel RW to rotate synchronously; another thing to mention is that the first output shaft 564 passes through the first pivot The connecting portion 61 and the first supporting member 58, the first pivoting portion 61 and the first supporting member 58 of the rear rocker arm 6 are located in the reduction gear chamber 53b of the transmission box 53 and the belt infinitely variable speed Between the system rooms 53c, the overall configuration of the power system 5 and the rear rocker arm 6 can be made more compact.

The main effect of the present invention is that, by the locomotive 2 having a power system 5, The power system 5 includes at least a power source unit 5a, a first transmission unit 5b, a second transmission unit 5c, and a third transmission unit 5d; wherein, one side of the first transmission unit 5b is provided with the power source unit 5a and the The third transmission unit 5d; the first transmission unit 5b includes at least a first output shaft 564 that extends into the second transmission unit 5c and transmits the power of the power source unit 5a to the second transmission unit 5c; the second The transmission unit 5c includes at least a second output shaft 57 that transmits power to the third transmission unit 5d; the third transmission unit 5d includes at least a third output shaft 63 that transmits power to the rear wheels (wheels) RW; wherein, The first output shaft 564 extending into the second transmission unit 5c is provided with a clutch K. The clutch K is located on the side of the first output shaft 564 opposite to the second transmission unit 5C; thereby, the first output shaft 564 can be effectively shortened. The length of an output shaft 564 can improve the stability of its action, and the volume size of the second transmission unit 5c can be reduced, the total amount of lubricating oil added can be reduced, and the effect of weight reduction can be achieved, and the clutch K can be reduced In the wet reduction gear group chamber 53b located in the center, the maintenance and replacement of the clutch K can be facilitated.

The second effect of the present invention is that the power source unit 5a has a main shaft 54 and the main shaft 54 transmits power to the first transmission unit 5b. In a plan view, the axis of the main shaft 54 is aligned with the first transmission unit 5b. The axis of an output shaft 564 and the axis of the second output shaft 57 are set parallel to each other, and the distance between the axis of the main shaft 54 and the axis of the first output shaft 564, and the axis of the main shaft 54 and the second output shaft The distance between the axes of the two output shafts 57 is set to be equidistant; thereby, the above-mentioned first transmission unit 5b, the second transmission unit 5c, and the third transmission unit 5d are independently arranged, so that the second output can be shortened The arrangement distance between the shaft 57 and the power source unit 5a, therefore, can effectively shorten the overall length of the power system 5, thereby making the configuration of the power system 5 more compact.

The third effect of the present invention is that the rear end of the power system 5 is pivotally provided with a rear rocker arm 6; the axis of the first output shaft 564 and the axis of the second output shaft 57 and the pivot center of the rear rocker arm 6 The three are the same axis; thereby, the above-mentioned first transmission unit 5b, the second transmission unit 5c, and the third transmission unit 5d are independently arranged, so that the second output shaft 57 and the The arrangement distance of the power source unit 5a, therefore, can effectively shorten the overall length of the power system 5, thereby making the power system 5 compact, thereby increasing the space for disposing other parts of the locomotive 2 and Shortening the wheelbase between the rear wheel RW of the locomotive 2 and the power source unit 5a can reduce the swing inertia of the rear rocker arm 6 so as to improve the maneuverability of the locomotive 2.

The fourth effect of the present invention is that the main shaft 54 can directly or indirectly drive the first output shaft 564 of the first transmission unit 5b, wherein the aforementioned power source unit 5a can be one of an internal combustion engine or an electric drive motor. Or more; when the aforementioned power source unit 5a is an internal combustion engine, the main shaft is a crankshaft 54; when the aforementioned power source unit 5a is the electric drive motor, the main shaft is a drive shaft; thereby, the locomotive 2 can be lifted The design freedom of the power system 5.

The fifth effect of the present invention is that the locomotive 2 includes at least one rear wheel (wheel) RW, wherein the power system 5 is arranged on one of the front and rear directions of the rear wheel (wheel) RW. The three transmission unit 5d can receive the power of the second output shaft 57 and transmit the power to the rear wheel (wheel) RW; thereby, the power source of the locomotive 2 can be ensured, and the maneuverability of the locomotive 2 can be improved.

The sixth effect of the present invention is that the first transmission unit 5b is a belt stepless speed change system 56, the second transmission unit 5c is a reduction gear set 55, and the third transmission unit The element 5d is a belt-shaped transmission mechanism; thereby, the structure of the transmission part of the power system 5 is simplified, the reduction ratio is easy to configure, and the number of parts is reduced.

The seventh effect of the present invention is that the belt CVT system 56 is a dry belt CVT mechanism, the first output shaft 564 of the belt CVT system 56 is provided with a clutch K, and the reduction gear set 55 The system is a wet reduction gear set, in which the clutch K and the reduction gear set 55 are located in different box spaces; this can effectively reduce the volume of the reduction gear set 55 and reduce the lubricating oil used as consumables It can reduce the overall weight and facilitate the maintenance and replacement of the clutch K.

The eighth effect of the present invention is that, since the power source unit 5a is an internal combustion engine, an exhaust pipe M is provided on one side of the first transmission unit 5b, and a heat dissipation unit J is provided on the opposite side. The third transmission unit 5d is arranged on the side; thereby, the heat source generated by the operation of the power system 5 can be prevented from being concentrated on the same side, thereby reducing the occurrence of heat damage.

The ninth effect of the present invention is that by the locomotive 2 provided with a frame unit 3, the power system 5 is fixed to the frame unit 3, wherein the third transmission unit 5d and the rear wheels (wheels) RW can be The axis of the first output shaft 564 is centered, and it swings relative to the power source unit 5a and the first transmission unit 5b; thereby, the swing inertia of the rear rocker arm 6 is reduced, and the maneuverability of the locomotive 2 can be improved.

The tenth effect of the present invention is that the first output shaft 564 and the second output shaft 57 are adjacent to share a supporting bracket 9; thereby, the first output shaft 564 and the second output shaft can be ensured The supporting effect of 57 and the convenience of supporting and assembling the first output shaft 564 and the second output shaft 57 can be improved.

The eleventh effect of the present invention is that the supporting bracket 9 includes a The bearing 91 for supporting the first output shaft 564 and the bearing 92 for supporting the second output shaft 57; wherein, the bearing adjacent to the second output shaft 57 and sleeved on the first output shaft 564 is located The center line D of the power source unit 5a is opposite to the side of the third transmission unit 5d; thereby, the axial length of the first output shaft 564 can be shortened, and the operation of the components on the first output shaft 564 can be stabilized.

The twelfth effect of the present invention is that the power source unit 5a has a transmission box 53, the transmission box 53 is provided with a first support 58 and a second support 59, the first support 58 and the second support The member 59 can be pivotally connected to a rear rocker arm 6; thereby, the overall configuration of the power system 5 and the rear rocker arm 6 can be more compact.

In summary, with the above structure, the present invention can improve the deficiencies of conventional knowledge and achieve the desired purpose. It has indeed improved the efficacy compared with the habitual users, and it has shown that it has the requirements of novelty, practicability and advancement. It is proposed according to law. For the application of invention, I would like to ask your examiner for a detailed review, and I would like to grant you the approval of the patent.

5: Power system

5a: Power source unit

5b: The first drive unit

5c: second drive unit

5d: The third drive unit

51: Cylinder

511: cylinder head cover

512: cylinder head

513: Cylinder body

52: Transmission Department

52a: right box

52b: left box

52c: Outer cover

53: Gearbox

53a: crankshaft chamber

53b: Reduction gear group room

53c: Belt CVT system room

54: crankshaft

541: connecting rod

542: Piston

55: Reduction gear set

56: Belt stepless speed change system

561: Driving Wheel

562: driven wheel

563: drive belt

564: first output shaft

57: second output shaft

571: power output wheel

58: The first support

59: second support

6: Rear swing arm

61: The first pivot

62: second pivot

63: third output shaft

7: drive wheel

8: Transmission parts

9: Support bracket

91: Bearing

92: Bearing

E: electrical parts

D: Centerline

K: Clutch

M: exhaust pipe

J: cooling unit

RW: Rear wheel

Y: axis center

Claims (12)

A locomotive having a power system at least including a power source unit, a first transmission unit, a second transmission unit, and a third transmission unit; wherein the power source is provided on one side of the first transmission unit Unit and the third transmission unit; the first transmission unit includes at least a first output shaft that extends into the second transmission unit and transmits the power of the power source unit to the second transmission unit; the second transmission unit at least It includes a second output shaft that transmits power to a third transmission unit; the third transmission unit includes at least a third output shaft that transmits power to wheels; wherein, the first output shaft extends into the second transmission unit A clutch is provided, and the clutch is located on the side of the first output shaft opposite to the second transmission unit. For the locomotive described in claim 1, wherein the power source unit has a main shaft, and the main shaft transmits power to the first transmission unit, wherein, in a plan view, the axis of the main shaft is connected to the first transmission unit. The axis of the output shaft and the axis of the second output shaft are set to be parallel to each other, and the distance between the axis of the main shaft and the axis of the first output shaft and the distance between the axis of the main shaft and the axis of the second output shaft The distance is set equidistant. The locomotive described in item 1 of the scope of patent application, wherein the rear end of the power system is pivoted with a rear rocker arm; the axis of the first output shaft and the axis of the second output shaft and the pivot center of the rear rocker arm Axis, the three are the same axis. The locomotive described in item 2 of the scope of patent application, wherein the main shaft can directly or indirectly drive the first output shaft of the first transmission unit, wherein the aforementioned power source unit can be one of an internal combustion engine or an electric drive motor Or more; when the aforementioned power source unit is an internal combustion engine, the main shaft is a crankshaft; when the aforementioned power source unit is the electric drive motor, the main shaft is One drive shaft. The locomotive described in item 1 of the scope of patent application, wherein the locomotive includes at least one wheel, wherein the power system is arranged on one of the front and rear directions of the wheel, and the third transmission unit can receive the second output The power of the shaft and transfer the power to the wheel. For the locomotive described in item 1 of the scope of patent application, wherein the first transmission unit is a belt continuously variable transmission system, the second transmission unit is a reduction gear set, and the third transmission unit is a belt transmission mechanism. For the locomotive described in item 6 of the scope of patent application, the belt CVT system is a dry belt CVT mechanism, the first output shaft of the belt CVT system is provided with a clutch, and the reduction gear set is It is a wet reduction gear set, in which the clutch and the reduction gear set are located in spaces of different boxes. The locomotive described in item 1 of the scope of patent application, wherein the power source unit is an internal combustion engine, an exhaust pipe is provided on one side of the first transmission unit, and a heat dissipation unit is provided on the opposite side, and the heat dissipation unit is on the same side Set up the third transmission unit. The locomotive described in item 1 of the scope of patent application, wherein the locomotive is provided with a frame unit, and the power system is fixed to the frame unit, wherein the third transmission unit and wheels can be aligned with the axis of the first output shaft As the center, it swings relative to the power source unit and the first transmission unit. Such as the locomotive described in item 1, 2 or 3 of the scope of patent application, wherein the adjacent first output shaft and the second output shaft share a supporting bracket. The locomotive described in item 10 of the scope of patent application, wherein the support bracket includes a bearing provided for supporting the first output shaft and a bearing for supporting the second output shaft; Wherein, the bearing adjacent to the second output shaft and sleeved on the first output shaft is located on the side of the center line of the power source unit opposite to the third transmission unit. The locomotive described in item 1 of the scope of patent application, wherein the power source unit has a transmission box, the transmission box is provided with a first support and a second support, the first support and the second support can be For pivoting a rear rocker arm.

Images