Description:FIELD OF THE INVENTION
[0001] The present invention disclosure to an engine assembly of a vehicle. More particularly, the present disclosure relates to a gear drive system that efficiently transmits motion from a crankshaft to a coolant pump in an engine. 5
BACKGROUND
[0002] Generally, a vehicle comprises of a frame assembly extending rearwardly from a head tube. The steering column passes through the head tube of the frame assembly. The frame assembly acts as a skeleton and a structural member for the 10 vehicle that supports the vehicle loads. At least one front wheel is connected to a front portion of the frame assembly through one or more front suspension(s). The head tube is generally configured to accommodate the steering assembly and the handlebar. The frame assembly extends towards a rear portion of the vehicle. At least one rear wheel is connected to a frame assembly through one or more rear 15 suspension(s). The frame assembly comprises of an engine assembly coupled to it. The engine assembly is functionally connected to the rear wheel, which provides forward motion to the vehicle. The engine assembly comprises a cylinder head mounted to a cylinder block. The cylinder head is mounted to a crankcase. The clutch assembly is enclosed by a clutch cover that is mounted to the crankcase. 20 Similarly, the magneto is enclosed by a magneto cover that is mounted to the crankcase. The crankcase rotatably supports a plurality of engine components including the crankshaft. The engine assembly has a number of fins disposed on a outer surface of the engine that is exposed to the atmosphere for cooling of the engine. 25
[0003] For engines of larger capacity, cooling the engine is a challenge and therefore, a liquid is provided in a jacket surrounding the engine for cooling the engine. A coolant pump is provided to pump the coolant to surround the engine. The liquid being pumped cools the engine and absorbs the heat. The heated-up liquid then moves to the radiator and collects in a sump at the bottom of the 30 crankcase. Heating up of the engine causes a reduction in engine performance and possible failure of the engine if not cooled effectively.
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[0004] The liquid cooled engine assembly includes a clutch assembly and a magneto, or an integrated starter generator mounted onto the crankcase. The crankcase may be an assembly of a crankcase-LH and a crankcase-RH.
[0005] Typically, in conventional vehicles, the coolant pump is provided on the same side of the liquid cooled internal combustion engine as the clutch and 5 transmission assembly and mounted within the same portion of crankcase. Hence for servicing the clutch assembly, one must drain the coolant first, remove the coolant pump and then service the clutch which makes it difficult to service the clutch. This leads to increased service time for conventional vehicles having the clutch mounted on the same portion of the crankcase. Further, the conventional 10 coupling used for the coolant pump is made of elastic materials like rubber or synthetic rubber, which tends to lose its grip over time. Continuous usage causes the coupling to lose its elastic properties, leading to a weakened grip and reduced power transmission, ultimately resulting in failure. This scenario necessitates frequent replacement of the coupling, contributing to higher maintenance costs and 15 longer downtime for conventional vehicles.
[0006] Moreover, in the existing state of the art, the coolant pump is directly coupled to the crankshaft through a coupler. The coupler needs replacement as it wears off over time. This increase serviceability costs. The coupler might also affect the transmission as it may loosen after a certain period of operation. This will again 20 increase the frequency of service and adversely impact the performance of the liquid cooled internal combustion engine. Further, the direct coupling of the pump to the crankshaft can potentially affect the transmission and lead to loosening after prolonged operation, thereby increasing the frequency of maintenance and service.
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SUMMARY
[0007] It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention, as claimed.
[0008] In an effort to overcome aforesaid challenges and enhance the reliability and 30 efficiency of engines, more specifically the liquid-cooled engines, the present disclosure discloses a gear drive system that replaces the conventional direct coupling with a gear-driven mechanism, providing a more robust and durable solution.
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[0009] In one of the embodiments of the present disclosure, a gear drive system for an engine comprises a drive gear mounted on a crankshaft of the engine, an idler gear mounted on an idler shaft, a driven gear mounted on a coolant pump shaft of a coolant pump, and a retaining bracket configured to connect the idler gear and the driven gear. Further, the retaining bracket is mounted on a cover magneto using a
5 first fastening unit. Furthermore, the retaining bracket is configured to transmit motion from the crankshaft to the coolant pump using the drive gear, idler gear, and driven gear.
[00010] In another embodiment, the drive gear is connected to the crankshaft using a keyway pin arrangement on the crankshaft. Further, the keyway pin arrangement 10 is configured to lock with at least one pin. Furthermore, the at least one pin is inserted into a hole disposed on the crankshaft to lock the drive gear in position to follow a rotary motion of the crankshaft.
[00011] In another embodiment, the cover magneto houses the drive gear, idler gear, and driven gear. Further, the idler gear serves as an intermediate gear between the 15 drive gear and the driven gear. Furthermore, the driven gear comprises an integrated D-slot configured to connect the driven gear with the coolant pump shaft.
[00012] In another embodiment, the drive gear is axially secured using a second fastening unit on one side and a flange of the crankshaft on the other side. Further, the idler gear and the driven gear are restrained from axial movement using the 20 retaining bracket.
[00013] In another embodiment, the coolant pump is assembled on an outer surface of the cover magneto. Further, the coolant pump is mechanically connected to the crankshaft, and the coolant pump is driven by a rotary motion of the crankshaft.
[00014] In another embodiment, the retaining bracket is of "Z" shape. 25
[00015] In another embodiment, the retaining bracket comprises a front surface, the front surface facing towards the crankshaft, and a rear surface, the rear surface facing towards the gear drive system of the engine.
[00016] In another embodiment, the retaining bracket comprises a first horizontal arm placed parallel to a second horizontal arm and a connecting arm configured to 30 connect the first horizontal arm and the second horizontal arm.
[00017] In another embodiment, one end of the first horizontal arm comprises one or more first openings for mounting the retaining bracket, and one end of the second
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horizontal arm comprises one or more second openings for mounting the retaining bracket. [00018] In another embodiment, the connecting arm comprises at least two stoppers, the at least two stoppers are mounted in a rear surface of the retaining bracket. Further, one stopper of the at least two stoppers is mounted at an intersection
5 junction of the first horizontal arm and the connecting arm. Furthermore, one stopper of the at least two stoppers is mounted at an intersection junction of the second horizontal arm and the connecting arm.
[00019] In another embodiment, the one stopper of the at least two stoppers is configured to prevent axial movement of the idler shaft and idler gear. Further, the 10 one stopper of the at least two stoppers is configured to prevent the axial movement of the driven gear.
[00020] In another embodiment, the one or more first openings of the first horizontal arm are in different planes from the remaining plane of the first horizontal arm. Further, the one or more second openings of the second horizontal arm are in a 15 different plane from the remaining plane of the second horizontal arm.
[00021] In another embodiment, a method for transmitting motion from a crankshaft to a coolant pump in an engine is disclosed. The method comprises steps of mounting a drive gear on the crankshaft using a keyway pin arrangement. Further, mounting an idler gear on an idler shaft and mounting a driven gear onto a coolant 20 pump shaft. Furthermore, restraining axial motion of the drive gear, the idler gear, and the driven gear using a retaining bracket mounted on a cover magneto. Moreover, transmitting motion from the crankshaft to the coolant pump using the drive gear, idler gear, and driven gear.
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BRIEF DESCRIPTION OF FIGURES:
[00022] The accompanying drawings, which are incorporated herein and constitute part of this specification, illustrate preferred embodiments of the invention, and together with the general description given above and the detailed description given below, serve to explain features of the invention. 30
[00023] Figure 1 illustrates a perspective view of an exemplary engine, in accordance with an embodiment of the present subject matter.
[00024] Figure 2 depicts a cross-sectional view of the engine in accordance with an embodiment of the present subject matter.
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[00025] Figure 3 illustrates an exploded view of the engine in accordance with an embodiment of the present subject matter.
[00026] Figure 4a and Figure 4b illustrates front and rear view of a retaining bracket in accordance with an embodiment of the present subject matter.
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DETAILED DESCRIPTION
[00027] Exemplary embodiments detailing features of the present disclosure in accordance with the present subject matter will be described hereunder with reference to the accompanying drawings. Various aspects of different embodiments of the present invention will become discernible from the following description set 10 out hereunder. Rather, the following description provides a convenient illustration for implementing exemplary embodiments of the present subject matter. Further, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting. Additionally, all numerical terms, such as, but not limited to, “first”, “second”, “third”, “primary”, 15 “secondary”, “main” or any other ordinary and/or numerical terms, should also be taken only as identifiers, to assist the reader's understanding of the various elements, embodiments, variations and/or modifications of the present disclosure, and may not create any limitations, particularly as to the order, or preference, of any element, embodiment, variation and/or modification relative to, or over, 20 another element, embodiment, variation and/or modification.
[00028] The following detailed description refers to the accompanying drawings. Wherever possible, the same reference numbers are used in the drawings and the following description to refer to the same or similar elements. While embodiments may be described, modifications, adaptations, and other implementations are 25 possible. For example, substitutions, additions, or modifications may be made to the elements illustrated in the drawings, and the methods described herein may be modified by substituting, reordering, or adding stages to the disclosed methods. Accordingly, the following detailed description does not limit the claimed subject matter. Instead, the proper scope of the claimed subject matter is defined by the 30 appended claims. It should be noted that the description and figures merely illustrate principles of the present subject matter. Various arrangements may be devised that, although not explicitly described or shown herein, encompass the principles of the present subject matter. Moreover, all statements herein reciting
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principles, aspects, and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof. [00029] Further, various embodiments disclosed herein are to be taken in the illustrative and explanatory sense and should in no way be construed as limiting of the present disclosure. All joinder references (e.g., attached, affixed, coupled, 5 disposed, etc.) are only used to aid the reader's understanding of the present disclosure, and may not create limitations, particularly as to the position, orientation, or use of the systems and/or methods disclosed herein. Therefore, joinder references, if any, are to be construed broadly. Moreover, such joinder references do not necessarily infer those two elements are directly connected to 10 each other.
[00030] It will also be appreciated that one or more of the elements depicted in the drawings/figures can also be implemented in a more separated or integrated manner, or even removed or rendered as inoperable in certain cases, as is useful in accordance with a particular disclosure. Additionally, any signal hatches in the 15 drawings/figures should be considered only as exemplary, and not limiting, unless otherwise specifically specified.
[00031] The at least one object of the present disclosure is to enhance the overall efficiency and reliability of engine components, particularly in the context of transmitting motion from the crankshaft to the coolant pump. Further, to provide a 20 gear drive system that ensures a secure connection between the drive gear, idler gear, and driven gear. Furthermore, to provide a gear drive mechanism that eliminates the need for a coupler.
[00032] The at least one object of the present disclosure is to provide a retaining bracket which is configured to connect the idler gear and the driven gear. By 25 efficiently restraining axial movement of these gears, the present disclosure seeks to minimize wear and tear, contributing to prolonged operational life and reduced maintenance requirements.
[00033] The at least one object of the present disclosure is to optimize the assembly and arrangement of the gear components. The integration of the drive gear, idler 30 gear, and driven gear within a cover magneto not only conserves space but also promotes a streamlined and compact system. The positioning of the idler gear as an intermediate gear between the drive gear and the driven gear further contributes to a more efficient power transmission mechanism.
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[00034] Figure 1 illustrates a perspective view of an engine (600), more specifically, a liquid cooled internal combustion engine 100, in accordance with an embodiment of the present subject matter. A general description of the liquid cooled internal combustion engine (600) in accordance with an embodiment of the present invention is made with reference to figure 1.
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[00035] The liquid cooled internal combustion engine (600), hereinafter 'engine' may be a single cylinder engine that includes a cylinder block. A cylinder head (not shown) is mounted on the cylinder block. In one of the embodiments of the present disclosure, the cylinder head is detachably attached to the cylinder block. A crankshaft (300) (as shown in Fig. 3) which is a piston driven serves as an output shaft of the engine and has a driving sprocket or a pulley (not shown) fixedly mounted thereto at one end thereof. The crankshaft is disposed within a crankcase (610). Reciprocating motion of the piston disposed inside the cylinder block is converted into rotary motion by the crankshaft. The crankshaft (300) is subject to a continuous change in angular velocity as the torque imparted to the crankshaft (300) during one complete cycle of operation of the engine (600) keeps fluctuating.
[00036] The engine (600) comprises the crankshaft (300) disposed within a crankcase of the vehicle. The crankcase (610) may be a single part or two individual parts, the crankcase-LH and crankcase-RH that may be removably attached to form the crankcase (610). A magneto is disposed on the crankshaft (300) of a vehicle and can be mounted on either side of the crankcase (610) (crankcase-RH or crankcase-LH). In one of the exemplary embodiments of the present disclosure, this embodiment, the magneto is disposed on the crankcase-RH. A cover magneto (400) covers the magneto. A coolant pump (200) is mounted on the cover magneto (400) is mechanically connected to the crankshaft (300) through a gear assembly (100) and is operative for cooling the engine (600). More specifically, the coolant pump is mounted on an outer surface of the cover magneto. The coolant pump (200) is driven by rotary motion of the crankshaft (300). The vehicle is a two-wheeled type vehicle, a three wheeled vehicle, a four wheeled vehicle, a multi axle vehicle, and the like. In one of the embodiments of the present disclosure the vehicle may be a Hybrid Electric Vehicle (HEV), an Internal Combustion Engine (ICE), an Electric Vehicle (EV) based vehicle and have components suitable for traction. The gear drive system as disclosed in the present disclosure can be used in automotive
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industry, industrial engines, stationary power generators, and other machinery requiring effective coolant circulation. [00037] The coolant pump (200) is configured to circulate coolant within the engine's cooling system. The primary function of the coolant pump is to ensure that the engine (600) operates within an optimal temperature range by facilitating the continuous flow of coolant to dissipate excess heat generated during the combustion process. As the coolant circulates, it absorbs heat from the engine components and carries this heat away. The coolants, also known as antifreeze, are crucial for regulating the temperature of the engine by preventing it from overheating and offering protection against freezing in cold temperatures. Further, coolant solutions consist of a mixture of water and antifreeze agents. The antifreeze component is often ethylene glycol or propylene glycol, and it serves multiple purposes. The choice of a specific coolant depends on factors such as the engine configuration, intended operating conditions, and environmental considerations. In one of the embodiments of the present disclosure coolant is water.
[00038] Figure 2 illustrates a perspective view of the gear drive system (100), herewith, gear assembly or gear system (100) for the engine (600). The gear assembly (100) is composed of a drive gear (101), an idler gear (102) and a driven gear (104). The drive gear and the driven gear are mechanically coupled to have the same direction of rotary motion through the idler gear. The drive gear has a direction of rotation opposite to the direction of rotation of the crankshaft. The drive gear operatively meshes with the idler gear. The idler gear has a direction of rotation opposite to the direction of rotation of the drive gear. The driven gear meshes with the idler gear and rotates in a direction opposite to the direction of rotation of the idler gear. The drive gear and the driven gear have the same direction of rotation. In one of the embodiments of the present disclosure, the idler gear is introduced to have a same direction of rotation of the coolant pump and the crankshaft. For instance, a clockwise rotation of the drive gear leads to a clockwise rotation in the driven gear and the idler gear will rotate in an antilock wise direction. The direction of rotation of the crankshaft corresponds to the direction of rotation of the coolant pump.
[00039] In one of the embodiments of the present disclosure, the drive gear (101) is mounted on the crankshaft (300) of the engine (600) for converting linear motion into rotary motion. The idler gear (102) is mounted on a dedicated idler shaft (103).
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This gear serves as a link between the drive gear (101) and the driven gear (104) by transferring motion from the drive gear to the idler gear. The driven gear (104) is mounted on a coolant pump shaft (201), which is associated with the functioning of a coolant pump (200). More specifically, the coolant pump shaft provides a mechanical linkage between the gear drive system and the coolant pump, allowing the rotary motion generated by the gear drive system to be transmitted to the coolant pump. Accordingly, a direct mechanical connection is formed between the driven gear and the coolant pump, signifying a dual functionality of the gear drive system (100). In one of the embodiments of the present disclosure,
the drive gear (101) which will drive the coolant pump. [00040] Figure 3 illustrates an exploded view of the gear assembly (100) in the engine (600) to drive the coolant pump (200) that is mounted to the crankshaft (300) in accordance with an embodiment of the present invention. Further,
the cover magneto (400) serves as a housing for the essential components of the system, such as but not limited to the drive gear (101), idler gear (102), and driven gear (104). The coolant pump (200) is mounted on the outer surface of the cover magneto (400) using one or more fastening means to maximize the utilization of available space and promote a more compact and integrated engine configuration. Accordingly, the system achieves a configuration that minimizes spatial constraints and enhances the ease of assembly and maintenance. This external placement also contributes to efficient heat dissipation and overall thermal management, factors crucial for the optimal performance and longevity of the engine. In one of the embodiments of the present disclosure, the coolant pump (200) and the cover magneto (400) are provided with fins for better heat dissipation.
[00041] The connection between the drive gear (101) and the crankshaft (300) within the disclosed gear drive system (100) is established through a keyway pin arrangement (106) implemented on the crankshaft (300). This keyway pin arrangement is configured with precision to ensure a secure and reliable linkage between the drive gear and the crankshaft. The keyway pin arrangement involves the use of at least one pin that fits into a corresponding hole on the crankshaft. This locking mechanism serves to firmly position and secure the drive gear (101) in alignment with the rotary motion of the crankshaft (300). More specifically, by inserting the pin into the designated hole, the drive gear becomes effectively locked in place, enabling it to seamlessly follow the rotational movement of the crankshaft.
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This configuration ensures a robust connection between the drive gear and the crankshaft and also contributes to the overall stability and efficiency of the gear drive system.
[00042]
The driven gear (104) incorporates an integrated D-slot which serves a pivotal function by facilitating the connection between the driven gear and the coolant pump shaft (201). The integrated D-slot is specifically configured to engage with and interlock the coolant pump shaft and accordingly creating a mechanically sound linkage and enhancing the overall integrity of the gear drive system by providing a secure and efficient means of transmitting motion from the driven gear to the coolant pump shaft. Further, the integration of the D-slot eliminates the need for additional coupling components, streamlining the construction of the system and promoting a more reliable and compact configuration.
[00043] A mechanical connection is formed between the coolant pump (200) and the crankshaft (300), aligning operation of the coolant pump with the rotary motion of the crankshaft. As the crankshaft undergoes rotary motion, it imparts the necessary mechanical energy to the coolant pump, driving its operation. Further, the axial securing of the drive gear (101) onto the crankshaft (300) is done using a second fastening unit (105). More specifically, securing the drive gear (105) axially on one side through the second fastening unit (105) and on the other side using a flange of the crankshaft (300). Furthermore, the idler gear (102) and the driven gear (104) are effectively restrained from axial movement through the implementation of the retaining bracket (107).
[00044] Figure 4a and Figure 4b illustrates front and rear view of the retaining bracket (107) as per one of the embodiments of the present disclosure. In one of the embodiments of the present disclosure, the retaining bracket (107) is of “Z” shape that integrates structural strength, ease of assembly, and effective component alignment. This configuration aligns with the functional demands of the gear drive 5 system (1100), ensuring reliable and efficient operation within the engine (600) while maintaining the required mechanical integrity. Further, the "Z" shape, with its specific angles and bends, is likely a result of optimizing the bracket's geometry to fulfil the mechanical requirements of the engine. In one of the embodiments of the present disclosure, the shape of the retaining bracket (107) will be dependent 10 on the various factors such as the type of the engine, shapes and the placement of the one or more gears, shape of the cover magneto and the like. The engine may
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also comprise one or more the retaining bracket (107) based on the configuration of the engine. [00045] In one of the embodiments of the present disclosure, the retaining bracket (107) as shown in figures 4a and 4b featuring distinctive surfaces that play pivotal roles in the overall functionality of the gear drive system (100). The retaining 5 bracket exhibits a front surface (107a) and a rear surface (107b). The front surface (107a) which is positioned in a manner such that it faces towards the crankshaft (300) of the engine (600). This front surface establishing a connection that is essential for the effective transmission of motion within the gear drive system. Further, the rear surface (107b) that faces towards the gear drive system (100) of 10 the engine (600). This rear surface is oriented to engage with the gear drive system (100) contributing to the structural integrity and stability of the entire assembly. In one of the embodiments of the present disclosure, one side of the retaining bracket (107) is flat, and the other side is hollow to connect the same to the one or more gears of the gear drive system (100) of the engine (600). 15
[00046] In one of the embodiments of the present disclosure, the retaining bracket (107) comprising a first horizontal arm (416) which is aligned in parallel with a second horizontal arm (420), creating a balanced and symmetrical configuration. Further, a connecting arm (418) is positioned to link the first horizontal arm (416) with the second horizontal arm (420) at a predefined angle which is defined based 20 on the placement of one or more gears in the engine. In one of the embodiments of the present disclosure, the retaining bracket (107) are provided with one or more ribs (414) to increase the mechanical strength of the retaining bracket (107). The one or more ribs (414) are generally placed at the junction of the one or more horizontal arms (416, 418) with the connecting arm (418). In one of the 25 embodiments of the present disclosure, the retaining bracket (107) comprising at least two horizontal arms and one or more connecting arm.
[00047] One end of the first horizontal arm (416) is configured with one or more first openings (404) to facilitate the secure mounting of the retaining bracket onto the cover magneto (400) and second end of the first horizontal arm (416) is 30 connected with the connecting arm (418). Similarly, one end of the second horizontal arm (420) is equipped with one or more second openings (402) and second end of the second horizontal arm (420) is connected with the connecting arm (418), serving a similar purpose of facilitating the mounting of the retaining
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bracket (107) onto the cover magneto (400). The first horizontal arm (416) and the second horizontal arm (420), serve as convenient platforms for mounting and securing the retaining bracket (107) to the cover magneto (400). The retaining bracket (107) is mounted on the cover magneto (400) using a first fastening unit (108) such as but not limited to hex screws. This configuration facilitates ease of 5 assembly and maintenance, making it practical for implementation in the intended engine application. The connecting arm (418) is configured to establish a coherent link between the first horizontal arm (416) and the second horizontal arm (420), enhancing the overall stability of the retaining bracket (107). The said one or more first and second openings (404, 402) emphasizing ease of installation and robust 10 attachment of the retaining bracket (107) to the cover magneto, thereby ensuring a stable and reliable connection between the retaining bracket and the cover magneto, promoting overall structural integrity. [00048] In one of the embodiments of the present disclosure, the connecting arm (418) of the retaining bracket (107) is configured to incorporate at least two 15 stoppers (410, 412), which are mounted on the rear surface (107b) of the retaining bracket. These stoppers act as crucial elements to prevent undesired axial movements within the gear drive system. More specifically, one stopper (410) of the at least two stoppers (410, 412) are affixed at the intersection junction of the first horizontal arm (416) and the connecting arm (418). Further, another stopper 20 (412) of the at least two stoppers (410, 412) is mounted at the intersection junction of the second horizontal arm (420) and the connecting arm (418). These junctions represent key areas where forces and movements are transmitted and may lead to axial displacement. Therefore, by placing stoppers at these locations, the retaining bracket (107) effectively counteracts these potential movements, maintaining 25 alignment and cohesion between different components. Accordingly, the at least two stoppers (410, 412) effectively restrain axial movements, ensuring precise alignment and coordination between different components of the gear drive system (100).
[00049] In one of the embodiments of the present disclosure, the placement of the at 30 least two stoppers (410, 412) within the rear surface (107b) of the retaining bracket is for preventing undesired axial movements of key components. More specifically, the stopper (410) is engineered to restrict the axial movement of the idler shaft (103) and the associated idler gear (102). Accordingly, this ensures that the idler gear
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remains securely in place, maintaining proper meshing with the other gears in the system. Further, the second stopper (412) is dedicated to preventing axial movement of the driven gear (104), accordingly, securing its position on the coolant pump shaft (201). This arrangement ensures the precise alignment and engagement of gears, contributing to the efficient and reliable operation of the gear drive system. 5 [00050] In one of the embodiments of the present disclosure, the one or more first opening (404) of the first horizontal arm (416) is in different plane from remaining plane of the first horizontal arm (416). Similarly, the one or more second opening (402) of the second horizontal arm (420) is in different plane from remaining plane of the second horizontal arm (420). It aids in simplifying the assembly process, 10 ensuring that the retaining bracket (107) is correctly positioned and secured to the cover magneto (400). Further, it aims to facilitate the mounting process without compromising the functionality of other components in the engine's gear drive system. More specifically, this placement streamlines the assembly process, allowing for efficient alignment and attachment of the retaining bracket (107) to the 15 cover magneto (400) and, consequently, to the entire gear drive system. This deliberate offset in planes allows for efficient utilization of space, ensuring that the retaining bracket can be securely affixed using one or more mounting units. This arrangement is also engineered to avoid any interference or hindrance to the functionality of other critical components in the system. The spatial separation of 20 these openings ensures that the retaining bracket can be securely mounted without impeding the motion or operation of adjacent gears, maintaining the intended functionality of the gear drive system. Furthermore, the arrangement of openings in different planes contribute to better load distribution and structural stability, optimizing the overall performance and longevity of the gear drive system. 25
[00051] In one of the embodiments of the present disclosure, a method is disclosed for efficiently transmitting motion from a crankshaft (300) to a coolant pump (200) within an engine (600). The method involves a series of well-defined steps aimed at establishing a reliable and coordinated movement in the gear drive system. The method begins with the mounting of a drive gear (101) onto the crankshaft (300) 30 utilizing a keyway pin arrangement (106). This step ensures a secure connection between the drive gear and the crankshaft, setting the foundation for subsequent motion transmission. Further, an idler gear (102) is mounted onto an idler shaft (103), introducing an intermediate gear into the system. Furthermore, mounting a
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driven gear (104) onto a coolant pump shaft (201) associated with the coolant pump (200). This step establishes a mechanical connection between the driven gear and the coolant pump, thereby linking the gear drive system to the coolant pump mechanism. The next step involves restraining axial motion in the drive gear (101), idler gear (102), and driven gear (104) using a retaining bracket (107). The retaining 5 bracket is strategically mounted on the cover magneto (400), securing the gears in place and preventing any undesired axial movement. Moreover, to achieve the effective transmission of motion from the crankshaft (300) to the coolant pump (200) is accomplished by integrating the coordinated movements of the drive gear (101), idler gear (102), and driven gear (104). The systematic execution of these 10 steps ensures a synchronized and reliable transfer of motion within the gear drive system, contributing to the overall functionality and efficiency of the engine. [00052] In one of the embodiments of the present disclosure, the retaining bracket (107) is constructed from material such as but not limited to aluminium to optimize weight reduction while maintaining structural integrity, contributing to the overall 15 efficiency and performance of the gear drive system. Further, the retaining bracket (107) is configured with an adjustable feature, allowing operators to fine-tune the positioning of the gears. This adjustability could be beneficial in optimizing gear meshing and overall system performance based on specific engine requirements or operational conditions. 20
[00053] The present disclosure offering an advantageous mechanism that will eliminates the need for a coupler for the coolant pump. This elimination of the coupler not only streamlines the system but also contributes to a substantial reduction in serviceability costs while concurrently enhancing system durability. The retaining bracket (107) is specifically configured for the coolant pump, idler 25 gear and driven gear which will help to eliminate coupler. This retaining bracket serves as a stopper, effectively preventing the axial float of the gears responsible for driving the water pump. Further, the retaining bracket (107) is constructed from metal, offering advantages over traditional elastic couplers. The use of metal enhances the lifespan of the retaining bracket, providing a more robust and long-30 lasting solution compared to the conventional coupler which will streamlines maintenance processes and contributes to the longevity and reliability of the coolant pump system in vehicles.
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[00054] In traditional vehicle setups, the coolant pump typically resides on the clutch side of the engine, sharing the same cover as the clutch assembly. This proximity creates a challenging scenario during servicing, as accessing the clutch for maintenance requires draining the coolant first. However, the current disclosure addresses this issue by situating the coolant pump (200), driven by gears, within the 5 cover magneto (400), distinctly away from the clutch side. By separating the coolant pump and clutch within different covers, the servicing of the clutch becomes significantly more convenient. Accordingly, the need to drain the coolant as a prerequisite for clutch servicing is obviated, streamlining the maintenance process and substantially improving the overall serviceability of the clutch. 10 Therefore, the gear
drive system of the present disclosure not only optimizes functionality but also enhances the user-friendliness of maintenance procedures associated with engine components.
[00055] The retaining bracket (107) is mounted on the cover magneto (400) using a first fastening unit (108), ensures a robust and dependable linkage between these 15 essential gears. This configuration helps in maintaining accurate synchronization and effective power transmission throughout the gear drive system (100), minimizing the risk of misalignment or malfunction. The axial securing of the drive gear using a second fastening unit, along with the restraint of axial movement for the idler gear and driven gear through the retaining bracket, enhances the stability 20 of the entire gear assembly and prevents potential damage that could arise from axial displacement during engine operation. The Z-shaped configuration of the retaining bracket (107), with its first horizontal arm, second horizontal arm, and connecting arm, adds structural integrity to the gear drive system. The same facilitates ease of mounting by providing specific openings for attachment, 25 promoting a straightforward and secure installation process. The inclusion of at least two stopper (410, 412) on the connecting arm serves a crucial function in preventing unwanted axial movements. Specifically, one stopper prevents axial movement of the idler shaft and idler gear, while the other stopper inhibits axial movement of the driven gear. This contributes to the overall stability and precision 30 of the gear drive system (100), safeguarding against potential wear and tear that could occur from excessive movement. The method for transmitting motion from the crankshaft to the coolant pump, involving the coordinated action of the drive gear, idler gear, driven gear, and the restraining function of the retaining bracket,
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ensures a smooth and reliable transfer of motion. This not only enhances the operational efficiency of the coolant pump but also contributes to the overall performance and durability of the engine. [00056] The present disclosure also offers advantages such as secure gear linkage, enhanced stability, straightforward installation, and precise motion transmission, 5 collectively contributing to the efficiency, reliability, and longevity of engines incorporating this innovative gear drive system.
[00057] The above-described embodiments, and particularly any “preferred” embodiments, are possible examples of implementations and merely set forth for a clear understanding of the principles of the invention. It will be apparent to those 10 skilled in the art that changes in form, connection, and detail may be made therein without departing from the spirit and scope of the invention.
[00058] Non-limiting and non-exhaustive embodiments of the invention are described with reference to the following figures, wherein like reference numerals refer to like parts throughout the various views unless otherwise specified. It should 15 be appreciated that the following figures may not be drawn to scale.
[00059] The foregoing disclosure is not intended to limit the present disclosure to the precise forms or particular fields of use disclosed. As such, it is contemplated that various alternate embodiments and/or modifications to the present disclosure, whether explicitly described or implied herein, are possible in light of the 20 disclosure. Having thus described embodiments of the present disclosure, a person of ordinary skill in the art will recognize that changes may be made in form and detail without departing from the scope of the present disclosure. Therefore, it is intended that the present invention is not limited to the particular embodiment disclosed, but that the present invention will include all embodiments falling within 25 the scope of the appended claims.
[00060] In the foregoing specification, the disclosure has been described with reference to specific embodiments. However, as one skilled in the art will appreciate, various embodiments disclosed herein can be modified or otherwise implemented in various other ways without departing from scope of the disclosure. 30 Accordingly, this description is to be considered as illustrative and is for the purpose of teaching those skilled in the art the manner of making and using various embodiments of the disclosure. It is to be understood that the forms of disclosure herein shown and described are to be taken as representative embodiments.
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Equivalent elements, materials, processes or steps may be substituted for those representatively illustrated and described herein. Moreover, certain features of the disclosure may be utilized independently of the use of other features, all as would be apparent to one skilled in the art after having the benefit of this description of the disclosure. Expressions such as “including”, “comprising”, “incorporating”, 5 “consisting of”, “have”, “is” used to describe and claim the present disclosure are intended to be construed in a non-exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural. , Claims:We Claim:
1. A gear drive system (100) for an engine (600), the gear drive system (100) comprising:
a drive gear (101), the drive gear (101) is mounted on a crankshaft (300) of 5 the engine (600),
an idler gear (102), the idler gear (102) is mounted on an idler shaft (103);
a driven gear (104), the driven gear (104) is mounted on a coolant pump shaft (201) of a coolant pump (200); and
a retaining bracket (107), the retaining bracket (107) is configured to 10 connect the idler gear (102) and the driven gear (104);
wherein, the retaining bracket (107) is mounted on a cover magneto (400) using a first fastening unit (108); and
the retaining bracket (107) is configured to transmit motion from the crankshaft (300) to the coolant pump (200) using the drive gear (101), idler gear 15 (102), and driven gear (104).
2. The gear drive system (100) for the engine (600) as claimed in claim 1, wherein, the drive gear (101) is connected to the crankshaft (300) using a keyway pin arrangement (106) on the crankshaft (300); 20
the keyway pin arrangement (106) is configured to lock with at least one pin; and
the at least one pin is inserted into a hole disposed on the crankshaft (300) to lock the the drive gear (101) in position to follow a rotary motion of the crankshaft (300). 25
3. The gear drive system (100) for the engine (600) as claimed in claim 1, wherein, the cover magneto (400) is housing the drive gear (101), idler gear (102), and driven gear (104); and
wherein, the idler gear (102) being an intermediate gear between the drive 30 gear (101) and the driven gear (104).
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4. The gear drive system (100) for the engine (600) as claimed in claim 1, wherein the driven gear (104) comprising an integrated D-slot, and the integrated D-slot is configured to connect the driven gear (104) with the coolant pump shaft (201).
5. The gear drive system (100) for the engine (600) as claimed in claim 1, wherein, 5 the drive gear (101) is axially secured using a second fastening unit (105) on one side and a flange of the crankshaft (300) on the other side; and
wherein, the idler gear (102) and the driven gear (104) are restrained from axial movement using the retaining bracket (107).
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6. The gear drive system (100) for the engine (600) as claimed in claim 1, wherein the coolant pump (200) being assembled on an outer surface of the cover magneto (400).
7. The gear drive system (100) for the engine (600) as claimed in claim 1, wherein the 15 coolant pump (200) being mechanically connected to the crankshaft (300), and
the coolant pump (200) being driven by a rotary motion of the crankshaft (300).
8. The gear drive system (100) for the engine (600) as claimed in claim 1, wherein the 20 retaining bracket (107) is of “Z” shape.
9. The gear drive system (100) for the engine (600) as claimed in claim 1, wherein the retaining bracket (107) comprising:
a front surface (107a), the front surface (107a) is facing towards the 25 crankshaft (300), and
a rear surface (107b), the rear surface (107b) is facing towards the gear drive system (100) of the engine (600).
10. The gear drive system (100) for the engine (600) as claimed in claim 1, wherein the 30 retaining bracket (107) comprising:
a first horizontal arm (416);
a second horizontal arm (420), the second horizontal arm (420) is placed parallelly to the first horizontal arm (416); and
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a connecting arm (418), the connecting arm (418) is configured to connect the first horizontal arm (416) and the second horizontal arm (420).
11. The gear drive system (100) for the engine (600) as claimed in claim 10, wherein one end of the first horizontal arm (416) comprising one or more first opening 5 (404), the one or more first opening (404) are configured for mounting the retaining bracket (107) to the cover magneto (400), and
one end of the second horizontal arm (420) comprising one or more second opening (402), the one or more second opening (402) are configured for mounting the retaining bracket (107) to the cover magneto (400). 10
12. The gear drive system (100) for the engine (600) as claimed in claim 10, wherein the connecting arm (418) comprising:
at least two stopper (410, 412), the at least two stopper (410, 412) are mounted in a rear surface (107b) of the retaining bracket (107); 15
one stopper (410) of the at least two stopper (410, 412) is mounted at an intersection junction of the first horizontal arm (416) and the connecting arm (418); and
one stopper (412) of the at least two stopper (410, 412) is mounted at an intersection junction of the second horizontal arm (420) and the 20 connecting arm (418).
13. The gear drive system (100) for the engine (600) as claimed in claim 10, wherein the one stopper (410) of the at least two stopper (410, 412) is configured to prevent axial movement of the idler shaft (103) and idler gear (102); and 25
the one stopper (412) of the at least two stopper (410, 412) is configured to prevent the axial movement of the driven gear (104).
14. The gear drive system (100) for the engine (600) as claimed in claim 11, wherein the one or more first opening (404) of the first horizontal arm (416) is in different 30 plane from remaining plane of the first horizontal arm (416), and the one or more second opening (402) of the second horizontal arm (420) is in different plane from remaining plane of the second horizontal arm (420).
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15.A method for transmitting motion from a crankshaft (300) to a coolant pump (200)in an engine (600), the method comprising steps of:
mounting, a drive gear (101) on the crankshaft (300) using a keyway pin arrangement (106);
mounting, an idler gear (102) on an idler shaft (103); 5
mounting, a driven gear (104) onto a coolant pump shaft (201); and
restraining, axial motion of the drive gear (101), the idler gear (102), and 10
the driven gear (104) using a retaining bracket (107), the retaining bracket (107) is mounted on a cover magneto (400); wherein, transmitting motion from the crankshaft (300) to the coolant pump (200) using the drive gear (101), idler gear (102), and driven gear (104).