A motorcycle and its water-cooled engine

Abstract

This invention discloses a water-cooled engine, including a cylinder head connected to a cylinder block; a cylinder head cover connected to the cylinder head; a crankshaft; connecting rods; a piston connected to the crankshaft via the connecting rods; and a balancing device associated with the crankshaft. The balancing device includes a first balance shaft assembly that rotates synchronously with the crankshaft to generate a counteracting force against the reverse vibration force generated during crankshaft and / or piston operation, and a second balance shaft assembly that rotates synchronously with the crankshaft to generate a counteracting force against the reverse vibration force generated during crankshaft and / or piston operation. The first balance shaft assembly is located on one side of the engine, and the second balance shaft assembly is located on the other side of the engine. In this invention, the first and second balance shaft assemblies can be installed at different positions on the engine as needed, allowing for diverse installation positions. This results in a small space occupation on the engine, leading to a compact engine structure, a compact motorcycle overall structure, low wind resistance during riding, and good handling.

Description

Technical Field

[0001] This invention belongs to the field of motorcycle technology, and in particular relates to a motorcycle and its water-cooled engine. Background Technology

[0002] As the heart of the entire motorcycle, the engine has been continuously improved and perfected throughout the development of motorcycles from the first stage to the fourth stage, with its performance constantly being enhanced. At the same time, motorcycle engines have been classified according to their different characteristics.

[0003] Regarding engine classification;

[0004] 1. Based on the type of fuel used, engines are classified into gasoline engines and diesel engines. Internal combustion engines that use gasoline as fuel are called gasoline engines; internal combustion engines that use diesel fuel are called diesel engines. Gasoline engines and diesel engines each have their own characteristics: gasoline engines have higher speeds, lighter weight, lower noise, easier starting, and lower manufacturing costs; diesel engines have higher compression ratios, higher thermal efficiency, and better fuel economy and emissions performance than gasoline engines.

[0005] 2. Based on the number of strokes required for an engine to complete one working cycle, engines can be divided into four-stroke engines and two-stroke engines. An internal combustion engine that completes one working cycle by rotating the crankshaft twice (720°) and the piston moving up and down in the cylinder four times is called a four-stroke engine; while an engine that completes one working cycle by rotating the crankshaft once (360°) and the piston moving up and down in the cylinder two times is called a two-stroke engine.

[0006] 3. Based on the different cooling methods, engines can be divided into water-cooled engines and air-cooled engines. Water-cooled engines use coolant circulating in the cooling water jackets of the cylinder block and cylinder head as the cooling medium; while air-cooled engines use air flowing between the heat sinks on the outer surface of the cylinder block and cylinder head as the cooling medium. Water-cooled engines provide uniform cooling, reliable operation, and good cooling effect.

[0007] 4. Based on the number of cylinders, engines are divided into single-cylinder engines and multi-cylinder engines. An engine with only one cylinder is called a single-cylinder engine; an engine with two or more cylinders is called a multi-cylinder engine.

[0008] 5. Based on the different cylinder arrangements, engines can be divided into single-row and double-row engines. In a single-row engine, the cylinders are arranged in a single row, usually vertically, but sometimes they are arranged at an angle or even horizontally to reduce height. In a double-row engine, the cylinders are arranged in two rows. If the angle between the two rows is less than 180° (usually 90°), it is called a V-type engine. If the angle between the two rows is 180°, it is called an opposed-row engine.

[0009] When the engine is running, the piston moves at very high and uneven speeds. Its speed is zero at the top and bottom dead centers, but reaches its maximum speed at the midpoint between these positions. Because the piston undergoes repeated high-speed linear motion within the cylinder, significant inertial forces are inevitably generated in the piston, piston pin, and connecting rod. Although the counterweight on the connecting rod effectively balances these inertial forces, only a portion of the moving mass participates in linear motion, while the rest participates in rotation. Therefore, except at the top and bottom dead centers, the inertial forces are not completely balanced, resulting in engine vibration.

[0010] To eliminate this vibration, existing engines generally use a balance shaft that rotates synchronously with the crankshaft. The balance shaft generates a reverse vibration force when it rotates, which helps the engine achieve a good balance and reduces engine vibration. Currently, the balance shaft on existing motorcycle engines is a metal shaft with two eccentrically mounted protrusions. This balance shaft is relatively long and has a large diameter. When installed on the engine, the balance shaft occupies a lot of space, which limits its installation. The balance shaft can only be installed at the very bottom of the engine. Summary of the Invention

[0011] In order to overcome the shortcomings of the prior art, the present invention provides a water-cooled engine with a small balance shaft space and a motorcycle using the engine.

[0012] To achieve the above objectives, the present invention adopts the following technical solution: a water-cooled engine, including a cylinder block;

[0013] Cylinder head, which is connected to the cylinder block;

[0014] Cylinder head cover, connected to the cylinder head;

[0015] Crankshaft;

[0016] The connecting rod is connected to the crankshaft;

[0017] The piston is connected to the crankshaft via a connecting rod.

[0018] A balancing device, associated with the crankshaft to rotate synchronously with it;

[0019] A water pump unit is associated with the crankshaft;

[0020] The balancing device includes a first balance shaft assembly that rotates synchronously with the crankshaft to generate a counteracting force generated when the crankshaft and / or piston are working, and a second balance shaft assembly that rotates synchronously with the crankshaft to generate a counteracting force generated when the crankshaft and / or piston are working. The first balance shaft assembly is located on one side of the engine, and the second balance shaft assembly is located on the other side of the engine.

[0021] The water pump assembly is located on the engine side and includes a water pump and an outlet with an opening facing the water pump. The water pump is associated with the first balance shaft assembly.

[0022] Optionally, the first balance shaft assembly includes a first shaft, a first gear with a center, and a first balance block. The first shaft is arranged along the width direction of the motorcycle, the first gear is integrated on the first shaft, and the first balance block is integrated on the first gear.

[0023] Optionally, the second balance shaft assembly includes a second shaft, a second gear with a center, and a second balance block. The second shaft is arranged along the width direction of the motorcycle, the second gear is integrated on the second shaft, and the second balance block is integrated on the second gear.

[0024] Optionally, the distance from the edge of the first balance block near the tooth to the center of the first gear is less than the distance from the root of the first gear to the center of the first gear.

[0025] Optionally, the distance from the edge of the second balance block near the tooth to the center of the second gear is less than the distance from the root of the second gear to the center of the second gear.

[0026] Optionally, a plurality of first weight-reduction holes are provided on the first gear at a position away from the first balance block.

[0027] Optionally, a plurality of second weight-reduction holes are provided on the second gear at a position that avoids the second balance block.

[0028] Optionally, the first balance shaft assembly has a lubricating oil flow chamber, an oil inlet hole communicating with the lubricating oil flow chamber, and an oil outlet hole communicating with the lubricating oil flow chamber, and the distance from the oil outlet hole to the water pump is less than the distance from the oil inlet hole to the water pump.

[0029] Optionally, a sleeve is fitted onto the first shaft, and a sealing ring is fitted onto the corresponding sleeve. The sealing ring is provided with at least two sealing parts that contact the sleeve.

[0030] Optionally, the sleeve is provided with a wear-resistant coating.

[0031] Optionally, the sealing ring includes an outer sealing ring, a middle sealing ring, and an inner sealing ring, and the cross-sectional shape formed by the outer sealing ring, the middle sealing ring, and the inner sealing ring is approximately "I" shaped, with the sealing part disposed on the inner sealing ring.

[0032] The present invention also discloses a motorcycle, including the water-cooled engine as described above, and the motorcycle further includes a frame on which the engine is supported.

[0033] Front wheel;

[0034] The rear wheel, at least one of the front wheel or the rear wheel is drively connected to the engine;

[0035] The suspension system includes a front suspension and a rear suspension, wherein the front wheels are connected to the vehicle frame via the front suspension and the rear wheels are connected to the vehicle frame via the rear suspension;

[0036] The fuel system is used to supply fuel to the engine.

[0037] In summary, the beneficial effects of the present invention are as follows:

[0038] 1. The first balance shaft assembly and the second balance shaft assembly can be installed in different positions on the engine as needed. The balance shaft installation position is diverse, occupies little space on the engine, and thus the engine structure is compact. The overall motorcycle structure is compact, the wind resistance is low, and the handling is good.

[0039] 2. The first balance shaft assembly and the second balance shaft assembly are separately installed on the left and right sides of the engine. The two balance shaft assemblies can separately counteract the vibration of the two pistons on the engine, reduce engine vibration, and improve motorcycle comfort.

[0040] 3. The coolant impacts the water pump, creating a lateral thrust on the water pump towards the first shaft. The lubricating oil on the first shaft exerts a thrust towards the water pump. The two thrusts cancel each other out, preventing the first shaft from shifting laterally on the engine and ensuring the stability of the balance shaft assembly on the engine. Attached Figure Description

[0041] Figure 1 This is a left-side view of a motorcycle driven by the engine of the present invention.

[0042] Figure 2 This is a perspective view of the engine of the present invention.

[0043] Figure 3 for Figure 2 A three-dimensional view of the engine from another perspective.

[0044] Figure 4 for Figure 2 A three-dimensional view showing the relationship between the crankshaft and the balancing device.

[0045] Figure 5 for Figure 2 A three-dimensional view of another form of the balancing device.

[0046] Figure 6 for Figure 2 The central balancing device is a three-dimensional view of a single balance shaft running through the engine.

[0047] Figure 7 for Figure 2Exploded view of the medium-water pump unit and the first balance shaft assembly.

[0048] Figure 8 for Figure 2 A three-dimensional view of the water pump and the first balance shaft assembly.

[0049] Figure 9 for Figure 2 A cross-sectional view of the intermediate water pump and the first balance shaft assembly.

[0050] Figure 10 for Figure 7 A 3D view of the central sealing ring.

[0051] Figure 11 for Figure 7 Cross-sectional view of the central sealing ring.

[0052] Figure 12 for Figure 1 Front view of the piston and connecting rod.

[0053] Figure 13 for Figure 12 An exploded view of a device with a piston pin installed.

[0054] Figure 14 for Figure 1 A three-dimensional view of the rotor and crankshaft.

[0055] Figure 15 for Figure 14 Sectional view at point CC.

[0056] Figure 16 for Figure 15 Enlarged view of section B in the middle.

[0057] Figure 17 for Figure 15 Exploded view.

[0058] Figure 18 for Figure 1 A 3D view of a hollow fiber filter box.

[0059] Figure 19 for Figure 18 Exploded view of an oil-gas separator.

[0060] Figure 20 for Figure 19 A sectional view.

[0061] Figure 21 for Figure 19 Exploded view.

[0062] Figure 22 for Figure 1 A 3D view of the shift gears.

[0063] Figure 23for Figure 21 Exploded view of the intermediate shift gear.

[0064] Figure 24 for Figure 1 Another type of shift gear front view.

[0065] Figure 25 for Figure 24 Exploded view of the shock-absorbing spring used in the intermediate shift gear.

[0066] Figure 26 for Figure 1 A three-dimensional view of the engine casing.

[0067] Figure 27 for Figure 26 A sectional view.

[0068] Figure 28 for Figure 26 Exploded view.

[0069] Figure 29 for Figure 1 A 3D view of the gears in the oil pump.

[0070] Figure 30 for Figure 1 A 3D view of the Hall sensor and gear shift hub.

[0071] Figure 31 for Figure 1 A cross-sectional view of the Hall sensor and the shift hub in relation to each other.

[0072] Figure 32 for Figure 1 Exploded view of the Hall sensor and gear shift hub. Detailed Implementation

[0073] To enable those skilled in the art to better understand the present invention, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Optional explanations will be provided regarding the structures involved in the present invention or the technical terms used therein; unless otherwise specified, they will be understood and interpreted according to their general meaning in the art. The terms "first," "second," etc., appearing in this invention are merely for convenience of description, to distinguish different components with the same name, and do not indicate a sequential or primary / secondary relationship. In the following description, the front-back direction and left-right direction correspond to directions based on the rider's perspective, and the descriptions of the front, back, left, right, up, and down directions are... Figure 1 The direction shown.

[0074] Dynamic sealing

[0075] Dynamic refers to relative movement between two parts, where one part is stationary while the other rotates or translates relative to it; sealing refers to the inability of media such as air or liquid to pass through the contact point between two parts through contact. Therefore, dynamic sealing refers to the ability of two parts that can rotate or move relative to each other to remain in contact with each other while preventing the passage of liquids and / or gases.

[0076] coolant

[0077] Coolant is an essential working medium for ensuring the normal operation of water-cooled engines. It is used to circulate and absorb heat under the pumping of a water pump. Currently, most conventional coolants are water.

[0078] Horizontal

[0079] In this invention, "lateral" specifically refers to the direction along the length of the crankshaft.

[0080] Axial pressure

[0081] Axial pressure refers to the pressure formed along the length of the shaft, and the direction of this force is parallel to the length of the shaft.

[0082] smooth

[0083] A smooth wall surface is defined as one without any obvious protrusions or threads; for example, the unthreaded portion of the bolt shank or the unthreaded inner wall of a blind hole. If the surface is simply unthreaded or without any protrusions, then the wall surface is smooth.

[0084] Figure 1 This is a left-side view of a motorcycle 10 driven by an engine 16 according to an embodiment of the present invention.

[0085] refer to Figure 1 The motorcycle 10 includes a frame 11 welded from metal tubing and plates, a front wheel 12, a rear wheel 13, a fuel system 14, body panels 15, an engine 16, a controller 17, an instrument panel 18, and a suspension system 19. This motorcycle 10 is a large-displacement two-wheeled gasoline-powered motorcycle; however, in other embodiments, the motorcycle could also be a four-wheeled off-road motorcycle. The suspension system 19 includes a front suspension 191 and a rear suspension 192. The front suspension 191 is engaged at the front of the frame 11 and is associated with the front wheel 12. The rear suspension is engaged at the rear of the frame 11 and is associated with the rear wheel 13. The fuel system 14 is mounted on the frame 11 and is used to supply fuel to the engine 16.

[0086] The engine 16 of the motorcycle 10 drives the sprocket 1311 on the hub 131 of the rear wheel 13 to rotate via a chain (not shown), which in turn drives the rear wheel 13 to rotate, thus propelling the motorcycle 10 forward. The engine 16 is supported in the middle and lower part of the frame 11 and is fixed to the frame 11 by bolts.

[0087] Figure 2 To show a perspective view of the engine 16 of the present invention viewed from the right front, and the engine housing on the right side is not shown in the figure. Figure 3 To show a perspective view of the engine 16 of the present invention viewed from the left front, the left side of the engine casing is not shown in the figure.

[0088] refer to Figure 2 and Figure 3 and Figure 7 The engine 16 has a combustion chamber (not shown). Fuel from the fuel system 14 enters the combustion chamber through a pipeline and is then ignited by the spark plug (not shown) of the engine 16. The fuel generates kinetic energy in the combustion chamber, pushing the piston 40 downward, thus providing power to the motorcycle 10. The engine 16 includes a cylinder block 161, a cylinder head 162, a cylinder head cover 163, a crankcase 164, a water pump unit 30, a crankshaft 60, a balancing device 20, a piston 40, and an intake system 73.

[0089] Figure 4 Show Figure 2 A perspective view of the crankshaft 60 and balancing device 20 in the engine 10.

[0090] In some embodiments, refer to Figure 4 The balancing device 20 is essentially one or two balance shafts that rotate synchronously with the crankshaft 60. Utilizing the reverse vibration force generated by the balancing device 20 during rotation, the engine achieves good balance, reducing engine vibration 16. The balancing device 20 has the following components: a first balance shaft assembly 21 offset to the right of the engine 16 and a second balance shaft assembly 22 offset to the left of the engine 16. The first balance shaft assembly 21 and the second balance shaft assembly 22 are not required to be symmetrically arranged on the engine 16. The balance of the engine 16 is achieved primarily by the positions of the centers of mass of the first balance shaft assembly 21 and the second balance shaft assembly 22 on the engine 16, thus reducing engine vibration. The first balance shaft assembly 21 and the second balance shaft assembly 22 are installed in different locations on the engine 16, allowing for diverse installation positions and minimizing the space occupied on the engine 16, resulting in a compact structure for the motorcycle engine 16.

[0091] As described above, the first balance shaft assembly 21 is linked to the right end of the crankshaft 60 via a gear or sprocket. The first balance shaft assembly 21 includes a first shaft body 211, a first gear 212, and a first balance block 213. The first shaft body 211 is disposed within the crankcase 164 along the width direction of the motorcycle 10. The first shaft body 211 and the first gear 212 are integrated together as a single unit; alternatively, they can be separate units connected by press fitting or bolts to achieve synchronous rotation of the first shaft body 211 and the first gear 212.

[0092] Furthermore, a raised ring 2122 protrudes from left to right around the periphery of the first gear 212 near the first shaft 211. A fan-shaped first balance block 213 extends from approximately one-third of the outer edge of the raised ring 2122 towards the teeth of the first gear 212, thus the first balance block 213 is part of the first gear 212. This results in a compact structure for the entire first balance shaft assembly 21, occupying minimal space within the engine 16, and contributing to the compact structure of the engine 16. The distance from the edge of the first balance block 213 near the teeth to the center of the first gear 212 is less than the distance from the root of the first gear 212 to its center. This ensures uniform tooth thickness on the first gear 212, and after the first gear 212 meshes with the gears on the crankshaft 60, the forces on each tooth are uniform, guaranteeing stable operation of the first gear 212.

[0093] Refer to together Figure 4 As shown, five first weight-reducing holes 2121 are formed on the first gear 212 in the area excluding the portion occupied by the first balance block 213. The five first weight-reducing holes 2121 are arranged along the circumference of the first gear 212, and the spacing between two adjacent first weight-reducing holes 2121 is the same. Only a portion of the first gear 212 is provided with the first weight-reducing holes 2121, thus forming an eccentric gear that will generate vibration when rotating. The vibration generated by the first gear 212 and the vibration generated by the first balance block 213 are additive, improving the vibration reduction effect of the engine 16.

[0094] like Figure 4 As shown, the second balance shaft assembly 22 meshes with the gear on the left journal of the crankshaft 60 via a gear, enabling the second balance shaft assembly 22 to move synchronously with the crankshaft 60. The second balance shaft assembly 22 includes a second shaft body 221, a second gear 222, and a second balance block 223. The second shaft body 221 is disposed within the crankcase 30 along the width direction of the motorcycle 10. The second shaft body 221 and the second gear 222 are integrated together as a single unit; alternatively, they can be separate units connected by press fitting or bolts, thereby achieving synchronous rotation of the second shaft body 221 and the second gear 222.

[0095] Furthermore, a raised ring 2222 protrudes from left to right around the periphery of the second gear 222 near the second shaft 221. A fan-shaped second balance block 223 extends from approximately one-third of the outer edge of the raised ring 2222 towards the teeth of the second gear 222, thus forming a part of the second gear 222. This results in a compact structure for the entire second balance shaft assembly 22, occupying minimal space within the engine 16, and contributing to the compact structure of the engine 16. The distance from the edge of the second balance block 223 near the teeth to the center of the second gear 222 is less than the distance from the root of the second gear 222 to its center. This ensures consistent tooth thickness on the second gear 222, and after meshing with the gears on the crankshaft 60, the forces on each tooth are consistent, guaranteeing stable operation of the second gear 222.

[0096] Refer to together Figure 3 and Figure 4 Five second weight-reducing holes 2221 are formed on the second gear 222 in the area excluding the portion occupied by the second balance block 223. The five second weight-reducing holes 2221 are arranged along the circumference of the second gear 222, and the spacing between two adjacent second weight-reducing holes 2221 is the same. Only a portion of the second gear 222 is provided with the second weight-reducing holes 2221, so that the second gear 222 forms an eccentric gear, which will generate vibration when rotating. The vibration generated by the second gear 222 and the vibration generated by the second balance block 223 are added to each other, improving the vibration reduction effect of the engine 16.

[0097] Figure 5 Show Figure 2 A perspective view of another form of the balancing device 20 in the engine 10.

[0098] The above embodiments are one form of the present invention. Appropriate modifications can be made without departing from the spirit of the invention, and these modifications are also referred to herein. Figure 5 In some embodiments, the first balance block 213b is integrated into the first shaft 211b, the first balance block 213b is part of the first shaft 211b, and then the first shaft 211b is connected to a gear or sprocket to drive the crankshaft.

[0099] The above embodiments are one form of the present invention. Appropriate modifications can be made without departing from the spirit of the invention, as illustrated by examples below. Figure 5 In some embodiments, the second balance block 223b is integrated into the second shaft 221b, the second balance block 223b is part of the second shaft 221b, and then the second shaft 221b is connected to a gear or sprocket to drive the crankshaft.

[0100] Figure 6 Show Figure 2The balancing device 20 in the engine 10 is a three-dimensional view of a single balancing shaft that runs through the engine 16.

[0101] Of course, in addition to the methods described in the above embodiments, refer to Figure 6 In some other embodiments, the balancing device 20 of the engine 16 is a single balancing shaft 23 running through the engine 16. The balancing shaft 23 includes a shaft 231 and two balancing blocks 232. One of the balancing blocks 231 is integrated near the right end of the shaft 231, and the other is integrated near the left end of the shaft 231. The balancing blocks 232 are sector-shaped blocks integrated on the shaft 231. Each balancing block 232 is located on one side of the engine 16, and the positions of the two balancing blocks 232 are symmetrical.

[0102] Figure 7 Show Figure 2 Exploded view of the water pump device 30 and the first balance shaft assembly 21 in the engine 10. Figure 8 Show Figure 2 A perspective view of the water pump 32 and the first balance shaft assembly 21 in the engine 10. Figure 9 shows... Figure 2 A cross-sectional view of the water pump 32 and the first balance shaft assembly 21 in the engine 10.

[0103] refer to Figure 7 and Figure 8 One of the first balance shaft assembly 21 or the second balance shaft assembly 22 is used to transmit the kinetic energy of the crankshaft 60 to the water pump device 30. That is, one of the first balance shaft assembly 21 or the second balance shaft assembly 22 not only reduces the vibration of the engine 60, but also drives the water pump device 30 to work. The axial pressure of the coolant on the first balance shaft assembly 21 or the second balance shaft assembly 22 and the axial pressure of the lubricating oil on the first balance shaft assembly 21 or the second balance shaft assembly 22 are opposite and cancel each other out, keeping the first balance shaft assembly 21 or the second balance shaft assembly 22 from moving in the engine 60, and thus the first balance shaft assembly 21 or the second balance shaft assembly 22 is stable in position in the engine 60. In this invention, the first shaft 211 of the first balance shaft assembly 21 serves as the power shaft of the water pump device 30.

[0104] The water pump assembly 30 includes a water pump housing 31 and a water pump 32. The water pump housing 31 is bolted to the right side of the engine 16, and a rubber seal 33 is provided between the water pump housing 31 and the engine 16 body. The water pump housing 31 has a liquid inlet channel 311 extending from front to back to the middle of the engine 16. The inner wall of the liquid outlet end of the liquid inlet channel 311 is arc-shaped, forming a bend. Coolant enters from the liquid inlet end of the liquid inlet channel 311 and then bends at the liquid outlet end to enter the water pump 32. A water pump chamber 312, communicating with the liquid inlet channel 311, is provided near the liquid outlet end of the water pump housing 31, and the water pump 32 is disposed within the water pump chamber 312. The water pump chamber 312 has a “6”-shaped flow channel 313 around its periphery. Coolant enters through the inlet channel and then enters the water pump 32 located in the water pump chamber 312. The water pump 32 pumps the coolant into the flow channel 313 and then flows through the flow channel 313 into the cooling pipe of the engine 16 (not shown in the figure) to cool the engine.

[0105] Additionally, the water pump 32 includes an impeller 321 and an end cover 322. The impeller 321 has a curved cover 3211 and multiple blades 3212. The curvature of the right side wall of the curved cover 3211 is the same as the curvature of the inner wall of the water pump cavity 312, and the curved cover 3211 fits snugly against the side wall of the water pump cavity 312. An inlet opening 3213 is provided on the curved cover 3211, corresponding to the outlet end of the inlet channel 311. Coolant turns at the outlet end of the inlet channel 311 and enters the water pump 32 through the inlet opening 3213. The blades 3212 are part of the curved cover 3211, and there are six blades 3212 arranged along the circumference of the curved cover 3211. The end cover 322 is connected to the impeller 321 by bolts. The end cover 322 is provided with six positioning grooves 3221. The side of the blade 3212 away from the curved cover 3211 is embedded in the positioning groove 3221.

[0106] Additionally, the water pump 32 is connected to the first shaft 211 via bolts 34. The first shaft 211 has a platform 210 mounted on it. After the end cap 322 is fitted onto the first shaft 211, its left side wall connects to the platform 210, preventing further leftward movement. It is then connected to the first shaft 211 again via bolts 34. The bolts 34 press the impeller 321 onto the first shaft 211, and the impeller 321 presses against the end cap 322, thus achieving the installation of the water pump 32 itself and the connection between the water pump 32 and the balance shaft 20.

[0107] Please refer to the above. Figure 9As shown, the first balance shaft assembly 21 has a lubricating oil flow chamber 200, an oil inlet 201 communicating with the lubricating oil flow chamber 200, and an oil outlet 202 communicating with the lubricating oil flow chamber. The distance from the oil outlet 202 to the water pump is close to the distance from the oil inlet 201 to the water pump 32. The oil outlet 202 corresponds to the bearing 24 sleeved on the first balance shaft assembly 21, and lubricates the bearing 24 sleeved on the first balance shaft assembly 21, reducing the wear of the bearing 24, reducing engine heat generation, and improving engine working efficiency.

[0108] From the above, we can see that bearings require lubricating oil, while water pumps require pumping coolant. When the balance shaft drives the water pump, the balance shaft needs to be separated from the lubricating oil and coolant to prevent dilution of the lubricating oil and ensure the engine's service life. (Reference) Figure 9 A sleeve 205 is fitted from the platform 210 to approximately one-third of the way from right to left along the first shaft 211. An O-ring 207 is provided between the shaft of the first shaft 211 and the inner wall of the sleeve 205 to seal the inner walls of both the first shaft 211 and the sleeve 205, limiting the contact and mixing of coolant and lubricating oil. A sealing ring 206 is fitted onto the corresponding sleeve 205, with its inner wall in contact with the sleeve 205 and its outer wall connected to the engine 16. When the first shaft 211 rotates relative to the sealing ring 206 in conjunction with the crankshaft 60, the first shaft 211 rotates relative to the sealing ring 206, thereby achieving a dynamic seal between the first shaft 211 and the sealing ring 206.

[0109] Figure 10 Show Figure 7 3D view of the central sealing ring 206. Figure 11 Show Figure 7 Cross-sectional view of the middle sealing ring 206.

[0110] refer to Figure 10 and Figure 11 The sealing ring 206 has the following structure: an outer sealing ring 2061 on the outer wall of the sealing ring 206, a middle sealing ring 2062 connected to the outer ring 2061, and an inner sealing ring 2063 in contact with the outer wall of the sleeve 205. The cross-sectional shape of the outer sealing ring 2061, the middle sealing ring 2062, and the inner sealing ring 2063 is approximately "I" shaped. A skeleton 2064 is provided inside the outer sealing ring 2061 and the middle sealing ring 2062. The specific cross-sectional shape of the skeleton 2064 is "7" shaped, and the specific cross-sectional shape of the inner sealing ring 2063 is "W" shaped. Therefore, the inner sealing ring 2063 has two sealing parts 2066 that contact the sleeve 205. Of course, a retaining ring or a ring spring 2065 is fitted on the corresponding contact point on the inner sealing ring 2063 to ensure tight contact between the inner sealing ring 2063 and the sleeve 205. (Reference) Figure 9In order to reduce the wear of the sleeve 205 when it rotates synchronously with the balance shaft 20, a wear-resistant coating 2031 is provided on the sleeve 205. The wear-resistant coating 2031 is a diamond-like coating. This wear-resistant layer 2031 improves the wear resistance of the first shaft 211, ensures the sealing performance of the sealing ring 205 to the first shaft 211, and improves the service life of the engine 16.

[0111] Figure 12 for Figure 1 Front view of piston 40 and connecting rod 401.

[0112] In engine 16, crankshaft 60, besides driving water pump 32, primarily functions to move piston 40 upwards due to inertia. (Reference) Figure 12 The piston 40 is connected to the crankshaft 60 via connecting rod 401. Therefore, the crankshaft 60 drives the connecting rod 401, which in turn pushes the piston 40 upwards. Meanwhile, the kinetic energy generated by the combustion of fuel in the combustion chamber pushes the piston 40 downwards. The piston 40 is a forged piston, comprising a piston head 41 and a piston skirt 42, which are integrally formed. The piston skirt 42 has a pin hole for connection to the connecting rod of the crankshaft.

[0113] The length of the axis along the height direction of piston 40 is Lα, and the diameter of the cross-section of piston 40 is Lφ, where the ratio of Lα to Lφ is 0.30–0.40:1.0. The diameter of piston 40 is 108 mm, and the height of piston 40 is 37 mm. Reducing the height of piston 40 decreases the frictional force of piston 40 sliding on the cylinder wall of engine 16. Simultaneously, piston 40 is lightweight, resulting in high efficiency in its reciprocating motion within the cylinder of engine 16, leading to stronger power output from engine 16.

[0114] Additionally, refer to Figure 13 Two pin hubs 43 with pin holes 430 are provided in the middle part of the piston 40, with a gap between the two pin hubs 43, and the upper end of the connecting rod 401 is located in the gap. Connecting ribs 431 are provided on the left and right sides of the pin holes 430 of each pin hub 43. One end of the connecting rib 431 is connected to the pin hub 43, and the other end extends upwards from the lower end of the pin hub 43 to the bottom of the piston head 41. Predictably, one end of the connecting rib 431 is connected to the pin hub 43, and the other end is connected to the piston skirt at the bottom of the piston 40; and each connecting rib 431 is approximately triangular, that is, the connecting rib 431 has an arc-shaped profile. The connecting rib 431 is part of the piston 40, and the connecting rib 431 enhances the strength of the pin hubs 43 on the piston 40, thereby improving the strength of the piston 40.

[0115] Please refer to the above. Figure 13To improve the strength of the piston 40, two reinforcing ribs 433 are provided between the two pin hubs 43, located on the left and right sides of the pin hole 430. The reinforcing ribs 433 strengthen the connection between the two pin hubs 40, increasing the strength of the piston 40, preventing deformation during operation, and ensuring high stability. A square hole is cut in the middle of the reinforcing rib 433 to form a lubrication oil hole 4330. Lubricating oil flows through the center of the lubrication oil hole 4330, lubricating the connecting rod 401 within the pin hole 430 and reducing wear.

[0116] Also, please refer to Figure 12 and Figure 13 Two compression ring grooves 411 for mounting compression rings are arranged sequentially from top to bottom on the upper part of the piston 40. Below the compression ring grooves 411 is an oil ring groove 412, which has multiple oil holes 4120 along its circumferential direction. Lubricating oil from the cylinder wall of the engine 16 enters between the two piston skirts 42 of the piston 40 through the oil holes 4120. An oil ring 413 is fitted onto the oil ring groove 412. The oil ring 413 scrapes lubricating oil from the cylinder wall of the engine 16 into the aforementioned oil holes 4120, achieving an oil return effect, preventing the engine 16 from burning oil, maintaining lubrication of the internal components of the engine 16, and reducing wear. (Reference) Figure 12 The inner wall of the oil ring 413 is recessed outward to form a receiving cavity 4130. A support spring 4131 is placed inside the receiving cavity 4130. The support spring 4131 is a ring spring. The support spring 4131 opens the oil ring 413 to keep the oil ring 413 in close contact with the cylinder wall of the engine 16 so as to scrape off the lubricating oil on the inner wall of the cylinder of the engine 16, ensuring the oil scraping effect of the oil ring 413. Moreover, when installing the oil ring, only two parts need to be installed, which improves the installation efficiency of the oil ring 412.

[0117] Please refer to the above. Figure 12 and Figure 13 The upper and lower portions of the outer wall of the oil ring 413 extend outwards from the inner wall of the oil ring groove 412, forming a gradually thinning scraping convex ring 4133. A gap is maintained between the two scraping convex rings 4133 to form a scraping groove 4135. Multiple oil inlet holes 4134 are formed at the bottom of the scraping groove 4135. The lubricating oil scraped off by the scraping convex rings 4133 flows into the oil inlet holes 4134, then passes through the support spring 4131, and then through the oil hole 4120 into the piston 40. (For reference only) Figure 12 The outer wall of the oil ring 413 is coated with a diamond-like carbon coating 4136, which improves the wear resistance of the oil ring 40.

[0118] Figure 14 A perspective view shows the connection between the crankshaft 60 and the flywheel 51 of the magneto in engine 16. Figure 15 shows the connection along... Figure 14 A sectional view at the center of the CC axis, and... Figure 16 The middle was placed Figure 15 A partial view of B in the middle. Figure 17 Shown Figure 15 Exploded view.

[0119] refer to Figure 14 and Figure 15 The crankshaft 60 not only drives the piston 40, but also serves as the main shaft of the magneto 50 on the engine 16, driving the magneto 50 to work. The magneto 50 includes a magneto rotor (not shown) and a flywheel 51 covering the magneto rotor. The flywheel 51 includes a magnetic shielding plate 511 near the crankshaft 60. The edge of the magnetic shielding plate 511 extends away from the crankshaft 60 to form a cylindrical outer cover 512. A ring of gear teeth 513 is provided on the outer wall of the overlapping part of the outer cover 512 and the magnetic shielding plate 511. A circular hole is opened in the middle of the magnetic shielding plate 511. This hole extends away from the crankshaft 60 to form a hollow frustum-shaped flywheel core 514. The end of the crankshaft 60 is inserted into the flywheel core 514, and the flywheel core 514 is pressed together by the fixing bolt 52 connected to the crankshaft 60, thereby fixing the flywheel 51 and the crankshaft 60.

[0120] refer to Figure 16 and Figure 17 The end of the flywheel core 514 away from the crankshaft 60 extends in a circle towards its center to form a bend 515. The bend 515 contacts the washer on the fixing bolt 52 to increase the friction between the fixing bolt 52 and the flywheel core 514, thereby firmly fixing the flywheel 51.

[0121] Specifically, the crankshaft 60 near the flywheel 51 has a first connecting section 601 and a second connecting section 602 whose thickness gradually decreases towards the flywheel 51. The connection between the first connecting section 601 and the second connecting section 602 is a step. The thickness of the first connecting section 601 is greater than the thickness of the second connecting section 602. When installing the flywheel 51, the flywheel core 514 is fitted onto the second connecting section 602. A blind hole 61 is drilled in the crankshaft 60. The depth of the blind hole 61 is approximately the sum of the length of the axis of the first connecting section 601 and the length of the axis of the second connecting section 602. The inner wall of the blind hole 61 corresponding to the first connecting section 601 has threads, while the inner wall of the blind hole 61 corresponding to the second connecting section 602 is a smooth surface. When the flywheel 51 is fixed by the fixing bolt 52, the threads on the fixing bolt 52 and the threads in the blind hole 61 engage. When the fixing bolt 52 is connected to the crankshaft 60, the thinner second connecting section 602 is avoided, so that the thinnest part of the crankshaft 60 is not subjected to force, and the crankshaft 60 engine 16 works stably.

[0122] Also, please refer to Figure 17The fixing bolt 52 has a bolt head 522 and a bolt shank 521 composed of a smooth section 5211 and a threaded section 5212. The bolt head 522 and the bolt shank 521 are integrated together. The threaded section 5212 on the bolt shank 521 is screwed together with the internal thread of the blind hole 61, while the smooth section 5211 of the bolt shank 521 corresponds to the smooth section of the inner wall of the blind hole 61. Therefore, the second connecting section 602 of the crankshaft 60 is not subjected to force, and the crankshaft does not deform. Of course, in some embodiments, the entire bolt shank may be provided with external threads. The smooth section of the bolt shank has no contact with the inner wall of the blind hole or is only in contact with it. Therefore, there is no interaction force between the bolt shank and the thinnest part of the crankshaft, so the crankshaft is not easily deformed and has good durability.

[0123] Figure 18 A perspective view showing the connection between the intake system 73 and the oil-gas separator 70 on the engine 16. Figure 19 An exploded view of an oil-gas separator is shown. Figure 20 A cross-sectional view showing the connection between the intake system 73 and the oil-gas separator 70 on the engine 16 is shown, and Figure 21 Exploded views of the intake system 73 and the oil-gas separator 70 are also shown.

[0124] The combustion of fuel in the combustion chamber generates kinetic energy that pushes the piston 40 downwards, providing power to the motorcycle 10. Simultaneously, exhaust gases are continuously emitted from the crankcase, and these gases are separated into oil and gas by the oil-gas separator 70. (Reference) Figure 18 When the engine 16 is working, the exhaust gas discharged from the crankcase will cause serious pollution to the environment if it is released into the atmosphere. Therefore, the engine 16 also includes an oil-gas separator 70. When the unburned mixture and oil droplets in the exhaust gas of the engine 16 pass through the oil-gas separator 70, the oil droplets naturally settle back into the engine crankcase under gravity and mix with the lubricating oil. The remaining gas enters the engine 16 for re-combustion, thus achieving effective treatment of the crankcase exhaust gas.

[0125] refer to Figure 19The oil-gas separator 70 includes a housing 71 and a cover 72, with the cover 72 connected to the housing 71. An intake pipe 716 is located at the lower part of the housing 71, and an outlet pipe 717 is located at the upper part. The side walls and / or bottom of the housing 71 are inclined surfaces. Multiple interconnected slow-flow chambers 700 forming a labyrinth structure are arranged inside the housing 71. Exhaust gas enters the oil-gas separator 70 through the intake pipe 716 and flows into each slow-flow chamber 700. After multiple backflows, the exhaust gas undergoes a prolonged path within the slow-flow chambers 700. During this back-and-forth flow, particulate matter and fuel in the exhaust gas gradually settle to the bottom of the housing 71 and then flow back along the pipe to the fuel collection pipe of the engine 16. The labyrinth structure of the oil-gas separator prolongs the flow path of exhaust gas within the separator, resulting in good oil-gas separation and a small size. Exhaust gas flows through a labyrinthine oil-gas separator, where oil droplets naturally settle back into the engine's crankcase, while the remaining gas enters the engine for re-combustion.

[0126] Please refer to the above. Figure 19The box body 71 is provided with a first partition 710 extending from the side wall to the bottom wall of the box body 71, a second partition 720 extending from the end of the first partition 710 along the width direction of the box body 71, then turning and extending along the length direction of the box body 71 to the bottom of the box body 71, and a third partition 730 dividing the space enclosed by the first partition 710 and the second partition 720 into two connected spaces. The first partition 710, the second partition 720 and the third partition 730 enclose the space inside the box body 71 to form the aforementioned slow-flow cavity 700. There are a total of four slow-flow chambers 700, namely the first chamber 711, the second chamber 712, the second chamber 713 and the fourth chamber 714. The bottom end of the portion of the first partition 710 extending along the length of the box body 71 is provided with a notch 7100, so that the first chamber 711 and the second chamber 712 are interconnected through the notch 7100, and the fuel and particulate matter in the slow-flow chamber can flow back into the first chamber 711 through the notch 7100. The upper end of the second partition 720 separating the second chamber 712 and the third chamber 713 has an opening 7200. The end of the first partition 710 separating the third chamber 713 and the third chamber 714 is not connected to the inner wall of the housing 71, thus forming a passage 7300 for waste gas flow. Waste gas entering from the intake pipe 716 enters the first chamber 711 and then enters the second chamber 712 through the aforementioned opening. The upper part of the second chamber 712 then... The gas enters the third chamber 713, and then enters the fourth chamber 740 through the part between the end of the first partition 710 and the inner wall of the box 71 that is not connected. During the movement of the exhaust gas, it first enters the bottom of the second chamber 712 from the first chamber 711, then enters the top of the third chamber 713 from the top of the second chamber 712, then enters the bottom of the fourth chamber 714 from the bottom of the third chamber 713, and finally exits from the exhaust pipe 717 from the top of the fourth chamber 714.

[0127] Please refer to the above. Figure 19 The exhaust gas from engine 16 enters the intake pipe 716 of the oil-gas separator 70. The intake pipe 716 is located at the lowest end of the oil-gas separator, and its opening faces the top of the oil-gas separator 70. The intake pipe 716 of the oil-gas separator 70 is connected to the first chamber 711. The exhaust pipe 717 of the oil-gas separator 70 is located above the intake pipe 716; the exhaust pipe 717 is connected to the chambers inside the oil-gas separator 70, and it is also connected to the fourth chamber 714.

[0128] refer to Figure 18 and Figure 20 and Figure 21The intake system 73 includes an air filter box 731, an air filter element 732, and an engine intake pipe 733 located within the air filter box 731. The outlet of the oil-gas separator 70's outlet pipe 717 faces the inlet 719 of the engine intake pipe 733. The air filter box 731 includes a box body 7311 and a box cover 7312. The oil-gas separator 70 is disposed on the box cover 7312, and a mounting position 7312a is partially recessed at one end of the box cover 7312. The oil-gas separator 70 is placed within the mounting position 7312a, and the angle between the axis of the top of the oil-gas separator 70 and the axis of the top of the box cover is greater than 120°. A positioning groove 7312b is recessed along the length of the air filter box 731, extending from the mounting position 7312a, and communicates with the mounting position 7312a. The outlet pipe 717 of the oil-gas separator 70 is placed in the positioning groove 7312b. The housing 7311 contains two engine intake pipes, which are inclined toward the air filter 732. The outlet of the oil-gas separator 70's outlet pipe 717 corresponds to one of the engine intake pipes 733, and the air filter 732 is located away from the engine intake pipe 733.

[0129] The exhaust port 719 of the exhaust pipe 717 faces the engine intake pipe 733; the exhaust gas discharged from the exhaust pipe 717 enters the engine intake pipe 733. An air filter element 732 is placed inside the air filter box 731, with the air filter element 732 located on one side of the air filter box 731, while the oil-gas separator 70 is located on the other side of the air filter box 731.

[0130] Figure 22 Figure 23 shows a front view of the shift assembly 80 on engine 16, which is missing an anti-detachment ring 84. Figure 24 shows an exploded view of the shift assembly 80 on engine 16.

[0131] refer to Figure 22The engine 16 also includes a shifting component 80 associated with the crankshaft 60. The shifting component 80 includes a gear ring 81 and a gear seat 82 concentric with the gear ring 81. The gear seat 82 has a plurality of anti-rotation grooves 822. The gear ring 81 has a plurality of teeth and a first anti-rotation block 811. The gear seat 82 has a second anti-rotation block 821. The first anti-rotation block 811 and the second anti-rotation block 821 are matched, and the first anti-rotation block 811 is partially located within the anti-rotation groove 822, so that when the gear ring 81 rotates, the first anti-rotation block 811 and the second anti-rotation block 821 are engaged. The corresponding parts allow the gear ring 81 to drive the gear seat 82 to rotate. The inner wall of the gear ring 81 has a groove 813, within which a shock-absorbing leaf spring 83 with an arc-shaped structure is installed. The two ends of the shock-absorbing leaf spring abut against the two ends of the groove 813. The length of the groove 813 along the circumference of the gear ring is less than the length of the shock-absorbing leaf spring in its flattened state. The second anti-rotation block 821 has a receiving groove 800. The receiving groove 800 corresponds to the groove 813, and the shock-absorbing leaf spring 83 is embedded within it. When the drive gear in the engine 16 rotates, it drives the gear seat 82 to rotate as well. When the gear seat 82 rotates, the inner wall of the receiving groove 800 presses against the shock-absorbing leaf spring 83. Under the elastic force of the shock-absorbing leaf spring 83, it provides resistance to the rotation of the gear seat 82, and this resistance constitutes a buffer force. This protects the gear and reduces noise generated during gear shifting.

[0132] refer to Figure 23 Anti-detachment rings 84 are connected to the gear ring 81. There are two sets of anti-detachment rings 84, which are respectively arranged on both sides of the gear ring 81. The anti-detachment rings 84 are connected to the gear ring by connecting bolts 841. The anti-detachment rings 84 limit the movement of the damping leaf spring. Of course, in other embodiments, the anti-detachment rings 84 can also be a single piece.

[0133] The above embodiments are one form of the present invention. Appropriate modifications can be made without departing from the spirit of the invention, and these modifications are also referred to herein. Figure 24 and Figure 25This embodiment differs from the previous one in that the damping leaf spring 83 is replaced with a damping spring 85. The gear ring 81b has a first notch 819, and the gear seat 82b has a second notch 829. The first notch 819 and the second notch 829 combine to form a square opening. The damping spring 85 is located within this square opening. Furthermore, a first positioning block 851 and a second positioning block 852 are provided within the receiving opening formed by the first notch 819 and the second notch 829. The first positioning block 851 has a first annular groove 8511, and one end of the damping spring 85 is inserted into the first annular groove 8511. The second positioning block 852 has a second annular groove 8521, and the other end of the damping spring 85 is inserted into the second annular groove. The gear seat 82b rotates relative to the gear ring 81b, compressing the damping spring 85 until the first and second positioning blocks abut against each other. Of course, in some variations of this embodiment, the first and second positioning blocks can be replaced with metal columns, the shock-absorbing spring 85 is sleeved on the metal column, and the axial length of the metal column is less than the axial length of the shock-absorbing spring.

[0134] Figure 26 A perspective view of the engine casing 90 on the engine 16 is shown. Figure 27 This is a cross-sectional view showing the engine casing 90.

[0135] refer to Figures 26-28 The engine 16 also includes a noise-reducing engine housing 90, which comprises a housing 91 and a noise-reducing plate 92. The noise-reducing plate 92 reduces the noise generated by the engine 16 during operation. Eight ribs 912 arranged along the circumference of the housing 91 are integrated on the inner wall of the housing 91. Each rib 912 is locally thickened near the center of the housing 91, forming a support column 9121. The eight support columns 9121 are fixed to the left side cover of the engine (not shown in the figure) by bolts. The noise-reducing plate 92 is connected to the housing 91 by clamping bolts 931 and pads 932. Specifically, the noise-reducing plate 92 presses against the boss 915 on the housing 91. The noise-reducing plate 92 increases the thickness of the housing 91, reducing housing vibration and achieving a noise reduction effect.

[0136] In addition, the upper part of the noise reduction plate 92 is covered with a vibration damping pad 922 made of vulcanized rubber. The vibration damping pad 922 contacts the ribs 912 on the housing 91, and after the clamping bolt 931 is connected to the housing 91, the clamping bolt 931 applies pressure to the noise reduction plate 92 until the noise reduction plate 92 bends and deforms. The vibration damping pad 922 has a large contact surface with the housing 91, which has a good vibration absorption effect, and ensures that after the noise reduction plate and vibration damping pad 922 are installed on the housing 91, the thickness of the housing 91 is maintained within a certain range, thereby ensuring that the volume of the engine 10 does not change significantly, making it easier for the engine to be installed on the frame. At the same time, multiple strip-shaped or fan-shaped weight reduction through holes 923 are opened on the noise reduction plate 92, and the weight reduction through holes 923 are arranged in a ring on the noise reduction plate 92. The weight reduction through holes 923 reduce the weight of the engine housing 90, facilitates installation, and the vibration on the noise reduction plate 92 can be dissipated at the weight reduction through holes 923. Of course, in other embodiments, the shock-absorbing pad 922 can also be completely wrapped around the noise reduction plate 92; the shock-absorbing pad 922 can also be set on the housing 91, or shock-absorbing pads can be set on the housing 91 and the noise reduction plate 92 respectively.

[0137] refer to Figure 28 The inner wall of the housing 91 has multiple positioning posts 914, and the noise reduction plate 92 has multiple U-shaped positioning holes 921. The noise reduction plate 92 is connected to the housing 91, and the positioning holes 921 fit into the positioning posts 914 for quick positioning of the noise reduction plate 92. Multiple support bosses 915 are provided on the housing 91. The noise reduction plate 92 or the vibration damping pad 922 located on the noise reduction plate 92 is connected to the support bosses 915, and part of the noise reduction plate 92 is not in contact with the housing 91, remaining suspended. The support bosses 915 support the noise reduction plate 92, making part of the noise reduction plate 92 suspended, thereby better dissipating vibrations transmitted to the noise reduction plate 92, resulting in lower noise.

[0138] Please refer to the above. Figure 28 The noise reduction plate 92 is a metal sheet with a through hole 920 in the center, which corresponds to a screw hole in the center of the housing 91. It is then connected to the housing 91 by a clamping bolt 931, which applies pressure to the noise reduction plate 92 until it is partially concave. A spacer 932 is fitted onto the clamping bolt 931, and the spacer 932 contacts the noise reduction plate 92. The spacer 932 can be made of rubber, plastic, or metal, and is frustoconical in shape. The clamping bolt passes through the spacer 932, then through the noise reduction plate 92, and connects to the housing 91. The larger bottom surface of the spacer 932 contacts the noise reduction plate 92, while the smaller top surface contacts the clamping bolt. This combination of clamping bolt and spacer increases the contact area between the clamping bolt and the noise reduction plate, thus distributing the pressure evenly across the noise reduction plate and preventing significant deformation.

[0139] Figure 29 A perspective view of the drive gear of the oil pump of engine 16 is shown. This view only shows the drive gear and does not show other structures of the oil pump.

[0140] refer to Figure 29 The engine 16 also includes an oil pump, on which a drive gear 100 is provided. The drive gear 100 includes a disc and teeth on the disc, wherein the disc is disc-shaped and the teeth are arranged in a plurality along the circumference of the disc at the edge of the disc.

[0141] The drive gear 100 has a centrally located slot 101 with a diameter slightly smaller than that of the drive gear 100. The center of the slot 101 is on the same axis as the center of the drive gear 100. A pin hole 102 is formed on the drive gear 100, penetrating the drive gear 100. The pin hole 102 is interconnected with the slot 101, allowing them to communicate. The cross-section of the pin hole 102 is U-shaped. Therefore, with this structure, the requirements for the distance and diameter of the pins mating with the pin holes are reduced. Even with an inward error in the distance between the two pins, the performance of the oil pump will not be affected. The two pin holes 102 are symmetrical along the central axis of the drive gear 100. The drive gear 100 also has an annular groove 103, which is concentric with the slot 101. The distance from the annular groove 103 to the center of the drive gear 100 is greater than the distance from the inner wall of the pin hole to the center of the drive gear.

[0142] Figure 30 A perspective view of the gear shift hub on engine 16 is shown. Figure 31 A cross-sectional view of the shift mechanism 110 of the engine 16 along the axis is shown, which shows the shift hub 111 and the sensing magnet 113 of the shift mechanism 110, as well as the Hall sensor 112. Figure 32 An exploded view of the shift hub 111 of the shift mechanism 110, the sensing magnet 113, and the Hall sensor 112 is shown.

[0143] refer to Figure 30 and Figure 31The shifting structure 110 includes an input shaft, an output shaft, shift paddles, and a shift hub with shift grooves. The input shaft is equipped with multiple gears and is connected to the crankshaft for transmission, so the crankshaft can drive the input shaft to rotate. The gears on the input shaft are fitted onto the input shaft by dog ​​teeth, so they can slide back and forth on the input shaft, and the input shaft can also rotate with the gears on the drive shaft. The end of the output shaft is equipped with a chain chain, which is connected to the rear wheel for transmission. The output shaft is also equipped with multiple gears, and the gears on the output shaft and the input shaft mesh with each other. There are one or more shift paddles. One end of the shift paddle is inserted between the gears on the output shaft and / or between the gears on the input shaft, and the other end is engaged in the shift groove of the shift hub 111.

[0144] The shift hub 111 has a hollow interior, which reduces the overall weight of the engine and the motorcycle 10, improving the handling of the motorcycle 10. Mounting bearings 116 are fitted at the two ends of the shift hub 111, and these bearings are connected to the crankcase of the engine 16. A positioning star wheel 115 is connected to one end of the shift hub 111 via a locking screw 1151. A sensing magnet 113 is located at the other end of the shift hub 111.

[0145] Please refer to the above. Figures 30-32 The end of the shift hub 111 on which the induction magnet 113 is mounted is provided with a circular cross-section bayonet 1112. The bayonet 1112 is connected to the aforementioned cavity of the shift hub 111. The inner wall of the bayonet 1112 extends toward the axis of the bayonet 1112 to form an anti-rotation protrusion 1113. The induction magnet 113 is partially inserted into the bayonet 1112, and the bottom end of the induction magnet 113 has an anti-detachment protrusion 1131 that fits against the inner wall of the bottom end of the bayonet 1112.

[0146] After the induction magnet 113 is assembled onto the shift hub 111, the anti-detachment protrusion 1131 is arranged in the cavity of the shift hub 111 and abuts against the upper inner wall of the cavity. The induction magnet 113 has an annular protrusion 1133, the diameter of which is larger than the diameter of the latch 1112, that is, the minimum diameter of the protrusion 1113 is larger than the opening of the latch 1112. The protrusion 1133 and the outer shell of the shift hub 111 cooperate with each other to prevent the induction magnet 113 from sliding into the cavity.

[0147] In addition, two anti-rotation holes 1132 are provided on the side wall of the induction magnet 113. The two anti-rotation holes 1132 are symmetrically arranged and are not connected to each other. When installing the induction magnet, the anti-rotation protrusion 1113 is inserted into the anti-rotation hole 1132.

[0148] Hall sensor 112 and the instrument panel 18 of motorcycle 10 are connected by wires. Hall sensor 112 and induction magnet 113 correspond to each other, and there is a certain gap between Hall sensor 112 and induction magnet 113 to keep them from contacting each other. The induction magnet and Hall sensor will not fail due to wear. At the same time, they rotate relative to each other. By measuring the angle of relative rotation between the two by the Hall sensor, the angle of rotation of the shift hub can be determined, and thus the position of the shift hub can be determined to determine the gear of the vehicle. When shifting gears, after the shift hub 111 rotates 30°, the relative rotation between the induction magnet and the sensor causes a change in the current of the Hall sensor. After these changes are processed by the motorcycle controller 17, they can be converted into digital signals and displayed on the instrument panel 18.

[0149] In this solution, the above embodiments can be combined arbitrarily, and of course, can also be combined arbitrarily with existing technologies; all patents and publications mentioned in this specification represent publicly available technologies in the art, which can be used by this invention. All patents and publications cited herein are also listed in the references as if each publication were individually referenced. This invention can be implemented in the absence of any one or more elements, one or more limitations, which are not specifically stated herein. The terminology and expressions used herein are descriptive methods and are not intended to be limiting, nor is there any intention to indicate that the terms and interpretations described herein exclude any equivalent features; however, it is understood that any suitable changes or modifications can be made within the scope of this invention and the claims. It is understood that the embodiments described in this invention are preferred embodiments and features, and any modifications and variations can be made by those skilled in the art based on the spirit of the description, and such modifications and variations are also considered to fall within the scope of this invention and the limitations of the independent and appended claims.

Claims

1. A water-cooled engine, wherein, include Cylinder block; Cylinder head, which is connected to the cylinder block; Cylinder head cover, connected to the cylinder head; Crankshaft; The connecting rod is connected to the crankshaft; The piston is connected to the crankshaft via a connecting rod. A balancing device, associated with the crankshaft to rotate synchronously with it; A water pump unit is associated with the crankshaft; The balancing device includes a first balance shaft assembly that rotates synchronously with the crankshaft to generate a counteracting force generated when the crankshaft and / or piston are working, and a second balance shaft assembly that rotates synchronously with the crankshaft to generate a counteracting force generated when the crankshaft and / or piston are working. The first balance shaft assembly is located on one side of the engine, and the second balance shaft assembly is located on the other side of the engine. The water pump assembly is located on the engine side and includes a water pump and an outlet with an opening facing the water pump. The water pump is associated with the first balance shaft assembly. The impeller of the water pump is bolted to the first shaft of the first balance shaft assembly. A platform is provided on the first shaft. A sleeve is fitted onto the first shaft. An O-ring is provided between the first shaft and the inner wall of the sleeve to seal the inner walls of the first shaft and the sleeve, thereby preventing the lubricating oil in the first shaft from contacting and mixing with the coolant in the water pump.

2. A water-cooled engine according to claim 1, characterized in that: The first balance shaft assembly includes a first shaft, a first gear with a center, and a first balance block. The first shaft is arranged along the width direction of the motorcycle, the first gear is integrated on the first shaft, and the first balance block is integrated on the first gear.

3. A water-cooled engine according to claim 1, characterized in that: The second balance shaft assembly includes a second shaft, a second gear with a center, and a second balance block. The second shaft is arranged along the width direction of the motorcycle, the second gear is integrated on the second shaft, and the second balance block is integrated on the second gear.

4. A water-cooled engine according to claim 2, characterized in that: The distance from the edge of the first balance block near the tooth to the center of the first gear is less than the distance from the root of the first gear to the center of the first gear.

5. A water-cooled engine according to claim 3, characterized in that: The distance from the edge of the second balance block near the tooth to the center of the second gear is less than the distance from the root of the second gear to the center of the second gear.

6. A water-cooled engine according to claim 2, characterized in that: Multiple first weight-reduction holes are provided on the first gear at a position that avoids the first balance block.

7. A water-cooled engine according to claim 3, characterized in that: The second gear has multiple second weight-reducing holes located at positions that avoid the second balance block.

8. A water-cooled engine according to claim 1, characterized in that: The first balance shaft assembly has a lubricating oil flow chamber, an oil inlet hole communicating with the lubricating oil flow chamber, and an oil outlet hole communicating with the lubricating oil flow chamber, and the distance from the oil outlet hole to the water pump is less than the distance from the oil inlet hole to the water pump.

9. A water-cooled engine according to claim 2, characterized in that: A sleeve is fitted onto the first shaft, and a sealing ring is fitted onto the corresponding sleeve. The sealing ring is provided with at least two sealing parts that contact the sleeve.

10. A water-cooled engine according to claim 9, characterized in that: The sleeve is provided with a wear-resistant coating.

11. A water-cooled engine according to claim 9, characterized in that: The sealing ring includes an outer sealing ring, a middle sealing ring, and an inner sealing ring, and the cross-sectional shape formed by the outer sealing ring, the middle sealing ring, and the inner sealing ring is approximately "I" shaped, with the sealing part disposed on the inner sealing ring.

12. A motorcycle, characterized in that: The motorcycle also includes the water-cooled engine as described in claims 1-11. A chassis, on which the engine is supported; Front wheel; The rear wheel, at least one of the front wheel or the rear wheel is drively connected to the engine; The suspension system includes a front suspension and a rear suspension, wherein the front wheels are connected to the vehicle frame via the front suspension and the rear wheels are connected to the vehicle frame via the rear suspension; The fuel system is used to supply fuel to the engine.

Images