Motorcycle

Abstract

A motorcycle includes a frame, a body cover, a running system, a power system and a heat dissipation system. The body cover includes a front shield, the heat dissipation system includes a radiator and a heat dissipation fan, the heat dissipation fan is located behind the radiator, and the front shield is located below the radiator. The front shield includes a plurality of guide vanes spaced apart from each other in sequence from top to bottom, a ventilation groove is formed between adjacent two guide vanes, the guide vane includes a first section and a second section arranged along the length direction of the guide vane, the second section is located below the first section, the first section and the second section each have a first surface facing rearward and a second surface facing forward, and the first surface and the second surface are each inclinedly arranged; along the length direction of the frame, the front edge of the first surface is closer to the lower side than the rear edge thereof, and the front edge of the second surface is closer to the lower side than the rear edge thereof. In this way, the hot air can be guided to flow forward and downward, so that the probability of the hot air being re-sucked by the heat dissipation fan under the idling condition can be reduced, and the heat dissipation efficiency can be improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a motorcycle. Background Technology

[0002] In motorcycle cooling design, the radiator is typically located at the front of the vehicle, with a cooling fan positioned behind it. The engine is located below and behind the radiator, and a front fairing with cooling vents is positioned below the radiator and in front of the engine, with the front side of the fairing facing the wind. At idle, the airflow near the high-temperature exhaust manifold (300-500℃) at the front of the engine radiates heat, creating hot airflow. Some of this hot airflow is expelled through openings in the lower fairing below the engine, while some flows forward through the cooling vents in the front fairing. However, due to the continuous operation of the fan, the hot airflow drawn in from the front and exhausted to the rear is easily re-drawn into the radiator, reducing its cooling efficiency and potentially causing thermal cycling problems. This phenomenon is particularly pronounced at low speeds or at idle, affecting not only engine cooling performance but also potentially accelerating the thermal aging of components. Utility Model Content

[0003] In view of this, this application provides a motorcycle whose radiator has high heat dissipation efficiency.

[0004] This application provides an embodiment of a motorcycle, including a frame, a body panel, a running gear system, a power system, and a cooling system. The body panel at least partially covers the frame and includes a front hood. The running gear system is at least partially located below the frame. The power system is supported by the frame. The cooling system includes a radiator and a cooling fan. The radiator is supported by the frame, the cooling fan is located behind the radiator, and the front hood is located below the radiator. The front hood includes a plurality of guide vanes spaced apart from top to bottom, with ventilation slots formed between adjacent guide vanes. Viewed along the width direction of the frame, the guide vanes include a first segment and a second segment arranged along their length direction. The second segment is located below the first segment. Both the first and second segments have a first surface facing rearward and a second surface facing forward. Both the first and second surfaces are inclined relative to the horizontal plane. Along the length direction of the frame, the front edge of the first surface of the first segment is closer to the bottom than its rear edge, the front edge of the second surface of the first segment is closer to the bottom than its rear edge, the front edge of the first surface of the second segment is closer to the bottom than its rear edge, and the front edge of the second surface of the second segment is closer to the bottom than its rear edge.

[0005] In some alternative embodiments, the guide vane has a first end and a second end distributed vertically, the first end being located at the upper end of a first segment and the second end being located at the lower end of a second segment. In two adjacent guide vanes, viewed from top to bottom, the second end of the upper guide vane is located between the first end and the second end of the lower guide vane.

[0006] In some optional embodiments, there are multiple ventilation slots that are spaced apart from top to bottom. In two adjacent ventilation slots, the upper ventilation slot has a greater width along the width direction of the frame than the lower ventilation slot.

[0007] In some optional embodiments, a plane perpendicular to the width direction of the vehicle frame and passing through the center of the width of the vehicle frame is defined as a longitudinal plane. In the longitudinal plane, the distance between the second end of the upper guide vane and the first end of the lower guide vane in two adjacent guide vanes is defined as the opening distance of the air slot. In two adjacent air slots, the opening distance of the upper air slot is smaller than the opening distance of the lower air slot.

[0008] In some alternative embodiments, the first end includes an upper inner edge and an upper outer edge, with the upper outer edge being closer to the front than the upper inner edge along the length of the frame; and the upper inner edge being higher than the upper outer edge along the height of the frame.

[0009] In some alternative embodiments, the second end includes a lower inner edge and a lower outer edge, with the lower outer edge being closer to the front than the lower inner edge along the length of the frame; and the lower inner edge being higher than the lower outer edge along the height of the frame.

[0010] In some alternative embodiments, a plane perpendicular to the length direction of the frame is defined as a lateral reference plane, and the angle between any first surface and the lateral reference plane ranges from 10° to 70°.

[0011] In some alternative embodiments, along the height direction of the frame, the angle between the first surface of the first segment and the lateral reference plane is smaller than the angle between the first surface of the second segment and the lateral reference plane.

[0012] In some alternative embodiments, along the height direction of the frame, the angle between the second surface of the first segment and the lateral reference plane is smaller than the angle between the second surface of the second segment and the lateral reference plane.

[0013] In some optional embodiments, the front cover includes a mounting portion and a heat dissipation portion connected to the mounting portion. Viewed from front to back, the mounting portion is substantially V-shaped or the lower part of the mounting portion is substantially V-shaped, forming a V-shaped area within the mounting portion. The heat dissipation portion is located within the V-shaped area of ​​the mounting portion. The air guide vanes and ventilation slots are both disposed in the heat dissipation portion. The ventilation slots have forward-facing outer openings. Viewed from front to back, the ratio of the sum of the areas of the outer openings of all ventilation slots to the area covered by the outer contour of the heat dissipation portion ranges from 0.33 to 0.9.

[0014] The first and second surfaces of the air guide vanes feature an inclined structure, with the front lower than the rear. This directs the hot air flowing through the radiator to be expelled from the lower front of the front shroud, reducing the possibility of hot air flowing back to the upper rear. This arrangement reduces the probability of hot air being re-drawn in by the cooling fan during idling, thereby improving the radiator's heat dissipation efficiency. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the overall structure of a motorcycle in one embodiment of this application; Figure 2 This is a schematic diagram illustrating the assembly relationship between the heat dissipation system and the vehicle body panel in one embodiment of this application; Figure 3 This is a rear view of a heat dissipation system in one embodiment of this application; Figure 4 This is a front view of the front shield in one embodiment of this application; Figure 5 This is a schematic diagram of the unfolded front shield after being cut along the longitudinal plane in one embodiment of this application; Figure 6 yes Figure 5 Enlarged structural diagram of section VI. Detailed Implementation

[0016] To further illustrate the technical means and effects adopted by this application to achieve the intended purpose, the following description, in conjunction with the accompanying drawings and embodiments, is provided. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0017] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.

[0018] The following detailed description of some embodiments of this application is provided in conjunction with the accompanying drawings. Unless otherwise specified, the embodiments and features described below can be combined with each other.

[0019] Please see Figure 1One embodiment of this application provides a motorcycle 100, including a frame 11, a body cover 12, a running system 13, a power system 14, and a cooling system 15. The body cover 12 at least partially covers the frame 11, the running system 13 is at least partially located under the frame 11, and the power system 14 and the cooling system 15 are supported by the frame 11.

[0020] For ease of description, this application defines the directions of front, back, left, right, up, and down. The front-back direction refers to the length direction of the motorcycle frame 11, the left-right direction refers to the width direction of the motorcycle frame 11, and the up-down direction refers to the height direction of the motorcycle frame 11. In this embodiment, the directions of front, back, left, right, up, and down are based on the motorcycle 100 traveling on a level road surface, not on a sloping road surface.

[0021] The walking system 13 includes a front wheel 131 located in front of the motorcycle 100 and a rear wheel 132 located behind the motorcycle 100, and the front wheel 131 and the rear wheel 132 are respectively rotatably connected to the frame 11.

[0022] Please see Figure 2 and Figure 3 The body panel 12 includes a front hood 121, which is fixedly connected to the frame 11. In other embodiments, the front hood 121 is fixedly connected to other body panels 12 or internal structural components.

[0023] The cooling system 15 includes a radiator 151 and a cooling fan 152. The radiator 151 and the cooling fan 152 are supported by the vehicle frame 11. The cooling fan 152 is located behind the radiator 151, and the front hood 121 is located below the radiator 151. The radiator 151 is fixedly connected to the vehicle frame 11, and the cooling fan 152 is fixedly connected to the radiator 151. In other embodiments, the radiator 151 is fixedly connected to the body panel 12 or other components, and the cooling fan 152 is fixedly connected to the body panel 12 or other components.

[0024] Please see Figure 2 and Figure 4 In some embodiments, the front hood 121 includes a mounting portion 1211 and a heat dissipation portion 1212. The mounting portion 1211 is used to connect the frame 11 or other body panels 12. Viewed from front to rear, the mounting portion 1211 is generally V-shaped, or the lower portion of the mounting portion 1211 is generally V-shaped, forming a V-shaped region within the mounting portion 1211, and the heat dissipation portion 1212 is located within the V-shaped region of the mounting portion 1211.

[0025] In some embodiments, the mounting portion 1211 and the heat dissipation portion 1212 are integrally formed, which helps to simplify the production process, reduce manufacturing costs, and improve the reliability of components, so that the front cover 121 can maintain stable airflow performance under long-term vibration conditions.

[0026] In some embodiments, the heat dissipation unit 1212 includes a plurality of guide vanes 1212a spaced apart from top to bottom, with an air exchange groove 1212b formed between two adjacent guide vanes 1212a. This structure is similar to the working principle of an air conditioner deflector, which uses guide vanes 1212a at a fixed angle to convert disordered hot airflow into directional flow, effectively preventing hot air from flowing back upward to the radiator 151 area.

[0027] The ventilation slot 1212b has a forward-facing outer slot b1. The ratio of the sum of the areas of the outer slots b1 of all ventilation slots 1212b to the area of ​​the outer contour of the heat dissipation part 1212 viewed from front to back is between 0.33 and 0.9. This ensures that the hot air can be fully discharged forward and downward through the outer slot b1, and also improves the problem of insufficient rigidity of the guide plate 1212a caused by excessive opening ratio.

[0028] Preferably, the ratio of the sum of the areas of the outer slots b1 of all the ventilation slots 1212b to the area of ​​the outer contour of the heat dissipation part 1212 as viewed from front to back is in the range of 0.5 to 0.7.

[0029] Specifically, the ratio of the sum of the areas of the outer slots b1 of all the ventilation slots 1212b to the area of ​​the outer contour of the heat dissipation part 1212 as viewed from front to back can be selected as any of the following values ​​or a value within the range of any two values: 0.33, 0.35, 0.4, 0.45, 0.5, 0.55, 0.6, 0.65, 0.7, 0.75, 0.8, 0.85, 0.9.

[0030] Please see Figure 4 and Figure 5The air deflector 1212a is inclined. Viewed along the width direction of the frame 11, the air deflector includes a first segment a3 and a second segment a4 arranged along its length direction, with the second segment a4 located below the first segment a3. In one embodiment, the first segment a3 and the second segment a4 have the same degree of inclination. In another embodiment, the first segment a3 and the second segment a4 have different degrees of inclination. Both the first segment a3 and the second segment a4 have a rearward-facing first surface a1 and a forward-facing second surface a2. The front edge of the first surface a1 of the first segment a3 is closer to the bottom than its rear edge, and the front edge of the first surface a1 of the second segment a4 is also closer to the bottom than its rear edge, for guiding hot air to flow forward and downward. The front edge of the second surface a2 of the first segment a3 is closer to the bottom than its rear edge, and the front edge of the second surface a2 of the second segment a4 is also closer to the bottom than its rear edge, for guiding hot air to flow forward and downward. The guide vane 1212a, with its inclined structure (lower at the front and higher at the rear), guides the hot air flowing through the radiator 151 to be discharged below and in front of the front cover 121. This ensures adequate ventilation while creating a laminar flow effect, reducing the possibility of hot air flowing back upwards and to the rear. This arrangement reduces the probability of hot air being re-drawn in by the cooling fan 152 during idling, thereby improving the heat dissipation efficiency of the radiator 151.

[0031] In some embodiments, the guide vane 1212a has a first end a31 and a second end a41 distributed vertically. The first end a31 is located above the second end a41 and at the upper end of the first segment a3, while the second end a41 is located at the lower end of the second segment a4. In two adjacent guide vanes 1212a, viewed from above, the second end a41 of the upper guide vane 1212a is located between the first end a31 and the second end a41 of the lower guide vane 1212a.

[0032] The guide vanes 1212a adopt a stepped, staggered layout with the upper row extending forward and the lower row shifting backward, ensuring that the opening direction of each air exchange slot 1212b is optimally matched with the downward-facing hot air discharged by the cooling fan 152. This structural design ensures that, under idling conditions, the downward-facing hot air discharged directly targets the inlet of each air exchange slot 1212b, forming a smooth airflow path. The staggered arrangement of the guide vanes 1212a allows hot air to enter the air exchange slot 1212b naturally without changing its main flow direction, effectively guiding the hot air to be discharged stably in the downward-facing direction, improving turbulence or backflow phenomena inside the shield, significantly reducing airflow resistance, and significantly improving hot air discharge efficiency.

[0033] In some embodiments, there are multiple ventilation slots 1212b, which are distributed at intervals from top to bottom. In two adjacent ventilation slots 1212b, the width of the upper ventilation slot 1212b along the width direction of the frame 11 is greater than the width of the lower ventilation slot 1212b along the width direction of the frame 11, thereby forming a gradual ventilation structure that is wider at the top and narrower at the bottom, which can better match the airflow distribution characteristics of the cooling fan 152.

[0034] Since the hot air generated by the cooling fan 152 during idling is mainly concentrated in the upper area, the wider upper ventilation slot 1212b can fully receive and expel a large amount of hot air. As the airflow moves downwards, the air volume gradually decreases, and the narrower lower ventilation slot 1212b can still maintain sufficient exhaust efficiency. This tapered slot width design optimizes airflow distribution efficiency, ensures that the lower part of the shroud matches the shape design of the motorcycle 100, and has sufficient structural strength. At the same time, it keeps the overall cooling airflow stable in a downward-forward direction, improving the problem of turbulence or backflow of hot air inside the shroud.

[0035] In some embodiments, a plane perpendicular to the width direction of the frame 11 and passing through the center of the width of the frame 11 is defined as a longitudinal plane S. In the longitudinal plane S, the distance between the second end a41 of the upper guide vane 1212a and the first end a31 of the lower guide vane 1212a is defined as the opening distance of the air vent 1212b.

[0036] In two adjacent ventilation slots 1212b, the opening spacing of the upper ventilation slot 1212b is smaller than that of the lower ventilation slot 1212b, thus forming a gradient ventilation structure with denser openings at the top and sparser openings at the bottom. This structure can more effectively guide the hot airflow exhausted by the cooling fan 152. Since the airflow velocity at the top of the cooling fan 152 is high during idling, the smaller upper opening spacing enhances the constraint on the high-speed airflow, ensuring that the hot air is effectively captured and guided to the ventilation slots 1212b. As the airflow diffuses downwards, the velocity gradually decreases, and the width of the lower ventilation slots 1212b gradually narrows. The larger lower opening spacing still maintains a certain opening area, thus achieving a good exhaust effect.

[0037] Please see Figure 5 and Figure 6 In some embodiments, a plane perpendicular to the length direction of the frame 11 is defined as a transverse reference plane F, and the angle between any first surface a1 and the transverse reference plane F is α, which ranges from 10° to 70°. This angle range ensures that the guide vane 1212a can effectively change the airflow direction while avoiding airflow separation caused by excessive angle. By selecting an appropriate tilt angle, the hot airflow can be kept in a laminar state and stably discharged in the forward and downward direction, while balancing airflow velocity and heat dissipation efficiency.

[0038] Preferably, α is in the range of 13° to 60°. More preferably, α is in the range of 15° to 50°.

[0039] Specifically, the included angle α can be selected from any of the following values ​​or a value within the range of any two values: 10°, 12°, 14°, 16°, 18°, 20°, 22°, 24°, 26°, 28°, 30°, 32°, 34°, 36°, 38°, 40°, 42°, 44°, 46°, 48°, 50°, 52°, 54°, 56°, 58°, 60°, 62°, 64°, 66°, 68°, 70°.

[0040] The angle between the first surface a1 of the first segment a3 and the transverse reference plane F is smaller than the angle between the first surface a1 of the second segment a4 and the transverse reference plane F. Similarly, the angle between the second surface a2 of the first segment a3 and the transverse reference plane F is smaller than the angle between the second surface a2 of the second segment a4 and the transverse reference plane F. The guide vane 1212a adopts a two-segment inclined design with a gentler upper section and a steeper lower section. The upper first segment a3 uses a smaller angle, allowing the high-speed hot air to gradually change direction. The lower second segment a4 uses a larger angle, guiding and discharging the decelerated airflow, enhancing the overall guiding effect in the downward direction and effectively preventing hot air from flowing back to the radiator 151 area.

[0041] In some embodiments, along the height direction of the frame 11, the angle between the second surface a2 of the first segment a3 and the lateral reference plane F is smaller than the angle between the second surface a2 of the second segment a4 and the lateral reference plane F. Specifically, the angle between the second surface a2 of the first segment a3 and the lateral reference plane F is substantially equal to the angle between the first surface a1 of the first segment a3 and the lateral reference plane F, and the angle between the second surface a2 of the second segment a4 and the lateral reference plane F is substantially equal to the angle between the first surface a1 of the second segment a4 and the lateral reference plane F.

[0042] In some embodiments, the first end a31 includes an upper inner edge a311 and an upper outer edge a312, the upper outer edge a312 being closer to the front than the upper inner edge a311, and the upper inner edge a311 being higher than the upper outer edge a312 along the height direction of the frame 11.

[0043] In some embodiments, the second end a41 includes a lower inner edge a411 and a lower outer edge a412, the lower outer edge a412 being closer to the front than the lower inner edge a411, and the lower inner edge a411 being higher than the lower outer edge a412 along the height direction of the frame 11.

[0044] Both the first end a31 and the second end a41 of the air guide 1212a adopt an inclined edge design with the inner edge higher than the outer edge. The arrangement of the upper inner edge a311 being higher than the upper outer edge a312 makes the top of the air guide 1212a form a forward and downward inclined air guide surface, guiding the upper airflow to naturally descend. The design of the lower inner edge a411 being higher than the lower outer edge a412 makes the bottom of the air guide 1212a continue to maintain a forward inclined trend. The airflow diffusion angle formed by the height difference between the inner and outer edges can avoid the airflow adhesion effect, promote the mixing of hot air and external cold air, thereby reducing the risk of backflow and improving heat dissipation efficiency.

[0045] Furthermore, those skilled in the art should recognize that the above embodiments are merely illustrative of this application and are not intended to limit this application. Any appropriate changes and variations made to the above embodiments within the essential spirit and scope of this application fall within the scope of this application's disclosure.

Claims

1. A motorcycle, comprising: Frame; A body panel that at least partially covers the vehicle frame, the body panel including a front hood; A walking system, at least partially located under the vehicle frame; The power system is supported by the vehicle frame; A cooling system includes a radiator and a cooling fan, the radiator being supported by the vehicle frame, the cooling fan being located behind the radiator, and the front shroud being located below the radiator; The feature is that the front shroud includes a plurality of guide vanes spaced apart from top to bottom, with an air exchange groove formed between two adjacent guide vanes; viewed along the width direction of the vehicle frame, the guide vane includes a first segment and a second segment arranged along its length direction, the second segment being located below the first segment, both the first segment and the second segment having a first surface facing rearward and a second surface facing forward, both the first surface and the second surface being inclined relative to the horizontal plane; along the length direction of the vehicle frame, the front edge of the first surface of the first segment is closer to the bottom than its rear edge, the front edge of the second surface of the first segment is closer to the bottom than its rear edge, the front edge of the first surface of the second segment is closer to the bottom than its rear edge, and the front edge of the second surface of the second segment is closer to the bottom than its rear edge.

2. The motorcycle as described in claim 1, characterized in that, The guide vane has a first end and a second end distributed vertically. The first end is located at the upper end of the first segment, and the second end is located at the lower end of the second segment. When viewed from top to bottom, in two adjacent guide vanes arranged vertically, the second end of the upper guide vane is located between the first end and the second end of the lower guide vane.

3. The motorcycle as described in claim 2, characterized in that, The ventilation slots are multiple and distributed at intervals from top to bottom. In two adjacent ventilation slots, the width of the upper ventilation slot along the width direction of the vehicle frame is greater than the width of the lower ventilation slot along the width direction of the vehicle frame.

4. The motorcycle as described in claim 2 or 3, characterized in that, A plane perpendicular to the width direction of the vehicle frame and passing through the center of the width of the vehicle frame is defined as a longitudinal plane. In the longitudinal plane, the distance between the second end of the upper air guide and the first end of the lower air guide is defined as the opening distance of the air exchange slot. In the two adjacent air exchange slots, the opening distance of the upper air exchange slot is smaller than the opening distance of the lower air exchange slot.

5. The motorcycle as described in claim 2, characterized in that, The first end includes an upper inner edge and an upper outer edge. Along the length direction of the frame, the upper outer edge is closer to the front than the upper inner edge; along the height direction of the frame, the upper inner edge is higher than the upper outer edge.

6. The motorcycle as described in claim 2, characterized in that, The second end includes a lower inner edge and a lower outer edge. Along the length direction of the frame, the lower outer edge is closer to the front than the lower inner edge; along the height direction of the frame, the lower inner edge is higher than the lower outer edge.

7. The motorcycle as described in claim 1, characterized in that, A plane perpendicular to the length direction of the frame is defined as a lateral reference plane, and the angle between any of the first surfaces and the lateral reference plane ranges from 10° to 70°.

8. The motorcycle as described in claim 7, characterized in that, Along the height direction of the frame, the angle between the first surface of the first segment and the lateral reference plane is smaller than the angle between the first surface of the second segment and the lateral reference plane.

9. The motorcycle as described in claim 8, characterized in that, Along the height direction of the frame, the angle between the second surface of the first segment and the lateral reference plane is smaller than the angle between the second surface of the second segment and the lateral reference plane.

10. The motorcycle as claimed in claim 1, characterized in that, The front cover includes a mounting section and a heat dissipation section connected to the mounting section. Viewed from front to back, the mounting section is basically V-shaped or the lower part of the mounting section is basically V-shaped, forming a V-shaped area within the mounting section. The heat dissipation section is located within the V-shaped area of ​​the mounting section. The guide vane and the ventilation slot are both located in the heat dissipation section. The ventilation slot has a forward-facing outer opening. Viewed from front to back, the ratio of the sum of the areas of the outer openings of all the ventilation slots to the area covered by the outer contour of the heat dissipation section ranges from 0.33 to 0.9.

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