A lubrication structure for a motorcycle engine

Abstract

The present invention provides a lubrication structure for a motorcycle engine, belonging to the technical field of motorcycles. It solves the technical problem of insufficient lubrication and heat dissipation of existing motorcycles. In the lubrication structure of this motorcycle engine, the engine includes a crankcase, and a separated crankshaft chamber and a CVT chamber are provided in the crankcase. A crankshaft is provided in the crankshaft chamber. The lubrication structure includes an oil pump I and an oil pump II. The oil pump I is arranged in the crankshaft chamber, and the oil pump II is arranged in the CVT chamber. A transmission chamber separated from the CVT chamber is further provided in the crankcase, and the transmission chamber and the crankshaft chamber are separated by a partition. The oil inlet end of the oil pump I is simultaneously communicated with the bottom of the transmission chamber and the bottom of the crankshaft chamber. The lubrication structure of this motorcycle engine can control the oil temperature within a reasonable range, ensuring fluidity while reducing the heat dissipation pressure.

Description

Technical Field

[0001] The present invention belongs to the technical field of motorcycles and relates to a lubrication structure for a motorcycle engine. Background Art

[0002] With the progress of motorcycle technology, CVT technology has begun to be applied to the transmission system of motorcycles. CVT refers to a continuously variable transmission. The difference between CVT and a stepped transmission is that its transmission ratio is not a discontinuous point but a series of continuous values, thereby achieving good economy, power performance, and driving smoothness, and reducing emissions and costs. The transmission oil of CVT is different from that of ordinary AT, and its internal formula can also play a converging role, which can increase the friction between the cone pulley and the steel belt to prevent the steel belt from slipping between the helical gears. Therefore, the lubrication structure of CVT motorcycles also needs to be modified.

[0003] The patent with the authorization announcement number CN201843657U discloses a motorcycle engine with a dual lubrication system. A sealing rib is provided between the power chamber and the transmission chamber of the left and right crankcases. After the left and right crankcases are assembled, the sealing rib serves as an oil separation belt to completely separate the power chamber and the transmission chamber of the engine, and an independent power chamber lubricating oil path and a transmission chamber lubricating oil path are formed on the left and right crankcases. The power chamber lubricating oil path is communicated with the oil sump at the bottom of the power chamber, and the transmission chamber lubricating oil path is communicated with the oil sump at the bottom of the transmission chamber; two oil pumps are installed on the right crankcase and are respectively communicated with the power chamber lubricating oil path and the transmission chamber lubricating oil path.

[0004] The above engine lubrication structure can achieve the effect of independent lubrication driven by different mechanisms. However, the engine oil in the power chamber is easily affected by the heat conduction of the combustion chamber and the blockage of the transmission chamber, resulting in too high oil temperature, fast oil consumption, and a decrease in viscosity, which in turn affects the engine performance. Summary of the Invention

[0005] In view of the above problems existing in the prior art, the present invention provides a lubrication structure for a motorcycle engine. The technical problem to be solved by the present invention is: how to improve the oil temperature control effect to ensure the engine performance.

[0006] The object of the present invention can be achieved by the following technical solutions:

[0007] A lubrication structure for a motorcycle engine, the engine includes a crankcase, a crankshaft chamber and a CVT chamber are separated in the crankcase, a crankshaft is provided in the crankshaft chamber, the lubrication structure includes an oil pump one and an oil pump two, characterized in that, the oil pump one is arranged in the crankshaft chamber, the oil pump two is arranged in the CVT chamber, the crankcase also has a transmission chamber separated from the CVT chamber, the transmission chamber and the crankshaft chamber are separated by a partition, and the oil inlet end of the oil pump one is simultaneously communicated with the bottom of the transmission chamber and the bottom of the crankshaft chamber.

[0008] The housing can provide a closed accommodation space for the engine crankshaft and the transmission. The crankshaft chamber is mainly used to accommodate components such as the crankshaft and the balance shaft. The CVT chamber is used to accommodate the CVT transmission components. The first oil pump and the second oil pump can respectively control different oils to be delivered to different components, which is beneficial to achieving a differential lubrication effect and ensuring the reliable operation of the CVT transmission components. The first oil pump is arranged in the crankshaft chamber, which is beneficial to controlling the oil circulation in the lubricating oil passage connected to the crankshaft chamber to ensure continuous lubrication of components such as the crankshaft. The second oil pump is arranged in the CVT chamber and can independently control the oil circulation in the lubricating oil passage connected to the CVT chamber to provide oil infiltration for the CVT transmission components. By providing a transmission chamber separated from the CVT chamber, and at the same time separating the transmission chamber from the crankshaft chamber by a partition, and the oil in the transmission chamber can be synchronously pumped by the first oil pump, this is beneficial to designing the first oil pump to control the oil to lubricate the internal components of the transmission chamber through the lubricating oil passage connected to the transmission chamber, ensuring the stable operation of the engine. The partition enables the oil falling into the transmission chamber to form a collection and be recycled by the first oil pump. Since there is only a very small amount of sliding friction during the operation of the CVT transmission components, the oil temperature in the CVT chamber is relatively low. At the same time, the transmission chamber is separated from the heated crankshaft chamber, so that the oil flowing into the transmission chamber can be independently and better cooled compared to the oil in the crankshaft chamber, which is beneficial to controlling the oil temperature within a reasonable range after the first oil pump synchronously pumps and mixes the oil in the transmission chamber and the crankshaft chamber, ensuring fluidity while reducing the heat dissipation pressure, and further ensuring the working performance of the engine.

[0009] In the above lubrication structure of the motorcycle engine, the housing has a chain chamber, and the lower end of the chain chamber is open and communicates with the transmission chamber. The existing chain chamber communicates with the space at the engine cylinder head. This area is close to the combustion chamber, so that the oil temperature flowing into the chain chamber is very high. In this way, the higher temperature oil can first gather in the transmission chamber for better cooling, improving the heat exchange and heat dissipation effect, and then achieving better control of the oil temperature and ensuring the working performance of the engine.

[0010] In the above lubrication structure of the motorcycle engine, the lubrication structure further includes an oil suction pipe. The part of the partition close to the bottom surface of the transmission chamber has an oil passage. The oil inlet end of the oil suction pipe is located in the transmission chamber, and the oil outlet end of the oil suction pipe is inserted into one end of the oil passage, and the other end of the oil passage communicates with the oil inlet end of the first oil pump. In this way, through the closed recovery oil circuit composed of the oil suction pipe and the oil passage, a stable circulation effect can be achieved while ensuring the collection and cooling of the oil in the transmission chamber.

[0011] In the above lubrication structure of the motorcycle engine, the middle part of the partition has a through hole communicating the crankshaft chamber and the transmission chamber. This is beneficial to ensuring the air pressure balance between the crankshaft chamber and the transmission chamber and ensuring that the first oil pump can smoothly pump out the oil in the transmission chamber.

[0012] In the lubrication structure of the above motorcycle engine, the inner wall of the chain chamber has a guiding surface that can guide the flow of engine oil. The guiding surface is inclined downward from top to bottom towards the inner wall of the chain chamber opposite to the guiding surface. A water pump is connected to the outside of the box body and is arranged close to the guiding surface. This is conducive to making the high-temperature engine oil at the cylinder head first flow along the guiding surface in the area close to the water pump. The side wall of the box body in the working area of the water pump can initially absorb the heat conducted by the high-temperature engine oil and finally be taken away by the cooling water liquid, thereby reducing the temperature of the engine oil flowing into the transmission chamber adjacent to the CVT chamber.

[0013] In the lubrication structure of the above motorcycle engine, a protruding limiting plate is provided on the inner wall of the transmission chamber, and the oil inlet end of the oil suction pipe is located between the limiting plate and the bottom surface of the transmission chamber. In this way, the limiting plate can fully limit and constrain the oil inlet end of the oil suction pipe, reduce the influence of the position of the oil suction pipe on the bumps during the motorcycle's driving, and ensure the stable circulation of the engine oil.

[0014] In the lubrication structure of the above motorcycle engine, the drive shaft of the second oil pump penetrates the inner wall of the CVT chamber and extends into the transmission chamber. A reduction gear that is in transmission cooperation with the crankshaft at the through port is rotatably connected to the inner wall of the transmission chamber, and the reduction gear is in transmission cooperation with the drive shaft of the second oil pump. The drive shaft of the second oil pump penetrates the inner wall of the CVT chamber and extends into the transmission chamber and is in transmission cooperation with the reduction gear arranged in the transmission chamber. In this way, while achieving the lubrication effect of the reduction gear in the transmission chamber, the reduction gear is directly driven by the crankshaft, which is conducive to ensuring a stable and reliable transmission effect and at the same time ensuring the reliable operation of the second oil pump.

[0015] In the lubrication structure of the above motorcycle engine, a CVT speed change assembly is provided in the CVT chamber. The input shaft of the CVT speed change assembly penetrates the inner wall of the CVT chamber and extends into the transmission chamber. The reduction gear is located above the second oil pump, and the reduction gear is in transmission meshing with the input shaft of the CVT speed change assembly. In this way, the reduction gear also synchronously drives the CVT speed change assembly, and both are lubricated in the transmission chamber, which can ensure stable operation and avoid polluting the engine oil in the CVT chamber.

[0016] In the lubrication structure of the above motorcycle engine, a balance shaft that is in transmission cooperation with the crankshaft is provided in the crankshaft chamber, and the drive shaft of the first oil pump is in transmission cooperation with the balance shaft. In this way, the first oil pump is driven by the balance shaft, reducing the spatial layout requirements of the crankshaft and being conducive to spatial layout.

[0017] In the lubrication structure of the above motorcycle engine, one end of the balance shaft is inserted into the water pump and is coaxially fixedly connected to the impeller of the water pump. In this way, the water pump is driven by the balance shaft, further improving the stability of the overall structure.

[0018] Compared with the prior art, the advantages of the present invention are as follows:

[0019] The lubrication structure of this motorcycle engine is conducive to designing an oil pump to control the engine oil and lubricate the driving structure of the oil pump two in the transmission chamber at the same time, ensuring the stability of the engine. The partition plate enables the engine oil falling into the transmission chamber to form a collection and be recycled by the oil pump one. Since there is only a very small amount of sliding friction during the operation of the CVT transmission component, the engine oil temperature in the CVT chamber is relatively low. At the same time, the transmission chamber is separated from the heated crankshaft chamber, so that the high-temperature engine oil flowing into the transmission chamber can be independently and better cooled, which is conducive to controlling the engine oil temperature within a reasonable range after the oil pump one synchronously extracts the engine oil in the transmission chamber and the crankshaft chamber and mixes them, reducing the heat dissipation pressure while ensuring fluidity, and thus guaranteeing the working performance of the engine. Description of the Drawings

[0020] Figure 1 is the three-dimensional structure schematic diagram of this embodiment.

[0021] Figure 2 is the three-dimensional structure schematic diagram of this embodiment with part of the box body hidden.

[0022] Figure 3 is Figure 2 the enlarged view of part A in

[0023] Figure 4 is the three-dimensional structure schematic diagram of this embodiment with another part of the box body hidden.

[0024] Figure 5 is the three-dimensional schematic diagram of the partial box body structure of this embodiment.

[0025] Figure 6 is the three-dimensional schematic diagram of the cooperation between the partial box body structure of this embodiment and the oil pump one and the oil pump two.

[0026] Figure 7 is the three-dimensional schematic diagram of the oil pump one, crankshaft, balance shaft and water pump structures in this embodiment.

[0027] In the figure, 1. Box body; 11. Crankshaft chamber; 12. CVT chamber; 13. Transmission chamber; 14. Partition plate; 141. Oil passage; 142. Through port; 15. Chain cavity; 151. Flow guiding surface; 16. Limiting plate;

[0028] 2. Crankshaft; 3. Oil pump one; 4. Oil pump two; 5. Reduction wheel; 6. Oil suction pipe;

[0029] 7. Water pump; 71. Impeller;

[0030] 8. CVT transmission component; 9. Balance shaft. Detailed Implementation Modes

[0031] The following are specific embodiments of the present invention. In conjunction with the accompanying drawings, the technical solutions of the present invention will be further described, but the present invention is not limited to these embodiments.

[0032] Such as Figure 1-6As shown in the figure, in the lubrication structure of the motorcycle engine, the motorcycle includes a box body 1. Inside the box body 1, there are a separated crankshaft chamber 11 and a CVT chamber 12. A crankshaft 2 is rotatably connected to the inner wall of the crankshaft chamber 11. The lubrication structure includes an oil pump 3 provided on the inner wall of the crankshaft chamber 11 and an oil pump 4 provided on the inner wall of the CVT chamber 12. There is also a transmission chamber 13 separated from the CVT chamber 12 inside the box body 1. The drive shaft of the oil pump 4 penetrates the inner wall of the CVT chamber 12 and extends into the transmission chamber 13. A reduction gear 5 that is in transmission cooperation with the crankshaft 2 is rotatably connected to the inner wall of the transmission chamber 13. The reduction gear 5 is in gear meshing transmission with the drive shaft of the oil pump 4. That is, the transmission chamber 13 is opposite to the CVT chamber 12 along the direction of the crankshaft 2 and is arranged at the edge position of the box body 1. The transmission chamber 13 is separated from the crankshaft chamber 11 by a partition 14. The oil pump 3 can simultaneously extract the oil in the transmission chamber 13 and the crankshaft chamber 11. The box body 1 can provide a closed accommodation space for the engine crankshaft 2 and the transmission. The crankshaft chamber 11 is mainly used to accommodate components such as the crankshaft 2 and the balance shaft 9. The CVT chamber 12 is used to accommodate the CVT transmission components 8. The oil pump 3 on the inner wall of the crankshaft chamber 11 can realize the oil circulation in the oil circuit of the crankshaft chamber 11 and ensure the continuous lubrication effect on components such as the crankshaft 2. The oil pump 4 on the inner wall of the CVT chamber 12 can independently provide oil infiltration for the CVT transmission components 8 to ensure the reliable operation of the CVT transmission components 8. By setting the transmission chamber 13 separated from the CVT chamber 12, the drive shaft of the oil pump 4 penetrates the inner wall of the CVT chamber 12 and extends into the transmission chamber 13 and is in transmission cooperation with the reduction gear 5 provided in the transmission chamber 13. At the same time, the transmission chamber 13 is separated from the crankshaft chamber 11 by the partition 14, and the oil in the transmission chamber 13 is synchronously extracted by the oil pump 1. This is conducive to designing the oil pump 1 to control the oil to lubricate the drive structure of the oil pump 2 in the transmission chamber 13 at the same time, ensuring the stable operation of the engine. The partition 14 enables the oil falling into the transmission chamber 13 to form a collection and be recycled by the oil pump 1 to realize circulation. Since there is only very little sliding friction during the operation of the CVT transmission components 8, the oil temperature in the CVT chamber 12 is relatively low. At the same time, the transmission chamber 13 is separated from the heated crankshaft chamber 11. The transmission chamber 13 mainly exchanges heat with the outside and the CVT chamber 12, so that the oil flowing into the transmission chamber 13 can be independently and better cooled compared with the oil in the crankshaft chamber 11, which is conducive to controlling the oil temperature within a reasonable range after the oil pump 3 synchronously extracts the oil in the transmission chamber 13 and the crankshaft chamber 11 and mixes them, ensuring fluidity while reducing the heat dissipation pressure, and thus guaranteeing the working performance of the engine. Specifically, there is a chain chamber 15 on the box body 1. The lower end of the chain chamber 15 is open and communicates with the transmission chamber 13. The existing chain chamber 15 communicates with the space at the engine cylinder head. This area is close to the combustion chamber, so the oil temperature flowing into the chain chamber 15 is very high. In this way, the higher temperature oil can first be collected in the transmission chamber 13 for better cooling, improving the heat exchange and heat dissipation effect, and thus achieving better control of the oil temperature and guaranteeing the working performance of the engine.The lubrication structure further includes an oil suction pipe 6. A part of the partition plate 14 close to the bottom surface of the transmission chamber 13 has an oil passage 141 communicating with the crankshaft chamber 11. The oil inlet end of the oil suction pipe 6 is located in the transmission chamber 13. The oil outlet end of the oil suction pipe 6 is inserted into one end of the oil passage 141 and is communicated with the first oil pump 3 through the oil passage 141. Specifically, the other end of the oil passage 141 is inserted with a pipe communicating with the first oil pump 3. In this way, through the closed recovery oil circuit composed of the oil suction pipe 6 and the oil passage 141, while ensuring the collection and cooling of the oil in the transmission chamber 13, a stable circulation effect can be achieved. Further, the middle part of the partition plate 14 has a through port 142 communicating the crankshaft chamber 11 and the transmission chamber 13. This helps to ensure the air pressure balance between the crankshaft chamber 11 and the transmission chamber 13 and ensures that the first oil pump 3 can smoothly pump out the oil in the transmission chamber 13. The inner wall of the chain chamber 15 has a guiding surface 151 that can guide the flow of the oil. The guiding surface 151 is inclined downward from top to bottom toward the side where the CVT chamber 12 is located. A water pump 7 is connected to the outside of the housing 1, and the water pump 7 is arranged close to the side wall where the guiding surface 151 is located. This helps the high-temperature oil at the cylinder head to first flow along the guiding surface 151 in the area close to the water pump 7. The side wall of the housing 1 in the working area of the water pump 7 can initially absorb the heat conducted by the high-temperature oil and finally be carried away by the cooling water liquid, thereby reducing the temperature of the oil flowing into the transmission chamber 13. There is a protruding limiting plate 16 on the inner wall of the transmission chamber 13, and the oil inlet end of the oil suction pipe 6 is located between the limiting plate 16 and the bottom surface of the transmission chamber 13. In this way, the limiting plate 16 can fully limit and constrain the oil inlet end of the oil suction pipe 6, reduce the influence of the position of the oil suction pipe 6 on the bumps during the motorcycle driving, and ensure the stable circulation of the oil.

[0033] Such as Figure 2-5 、 Figure 7As shown, the reduction gear 5 includes a large gear, a small gear and an intermediate sprocket. The large gear meshes and drives with the gear fixed to the outer periphery of the crankshaft 2 at the through port 142, and the intermediate sprocket is driven by a chain between the drive shaft of the second oil pump 4. In this way, the reduction gear 5 is directly driven by the crankshaft 2, which is beneficial to ensuring a stable and reliable transmission effect and at the same time ensuring the reliable operation of the second oil pump 4. The inner wall of the CVT chamber 12 is connected with a CVT speed change assembly 8. The input shaft of the CVT speed change assembly 8 penetrates the inner wall of the CVT chamber 12 and extends into the transmission chamber 13. The reduction gear 5 is located above the second oil pump 4, and the small gear of the reduction gear 5 meshes and drives with the gear on the outer periphery of the input shaft of the CVT speed change assembly 8. The CVT speed change assembly 8 is an existing component. In this way, the reduction gear 5 also synchronously drives the CVT speed change assembly 8, and both are lubricated in the transmission chamber 13, which can ensure stable operation and avoid contaminating the internal oil in the CVT chamber 12. Further, a balance shaft 9 that meshes and drives with the crankshaft 2 through a gear is rotatably connected to the inner wall of the crankshaft chamber 11. The drive shaft of the first oil pump 3 is in transmission cooperation with the balance shaft 9 through a chain and sprocket mechanism. In this way, the first oil pump 3 is driven by the balance shaft 9, reducing the spatial layout requirements of the crankshaft 2 and being beneficial to the spatial layout. One end of the balance shaft 9 is inserted into the water pump 7 and coaxially fixed to the impeller 71 of the water pump 7. In this way, the water pump 7 is driven by the balance shaft 9, further improving the stability of the overall structure.

[0034] The specific embodiments described herein are merely illustrative of the spirit of the present invention. Those skilled in the art to which the present invention pertains can make various modifications or supplements to the described specific embodiments or use similar ways to replace them, but will not deviate from the spirit of the present invention or exceed the scope defined by the appended claims.

Claims

1. A lubrication structure for a motorcycle engine. The engine includes a crankcase (1), and there are separated crankshaft chambers (11) and CVT chambers (12) within the crankcase (1). A crankshaft (2) is provided in the crankshaft chamber (11). The lubrication structure includes an oil pump I (3) and an oil pump II (4), and is characterized in that, The first oil pump (3) is arranged in the crankshaft chamber (11), the second oil pump (4) is arranged in the CVT chamber (12), and the transmission chamber (13) separated from the CVT chamber (12) is further provided in the housing (1). The transmission chamber (13) and the crankshaft chamber (11) are separated by a partition plate (14). The oil inlet end of the first oil pump (3) is simultaneously communicated with the bottom of the transmission chamber (13) and the bottom of the crankshaft chamber (11). A chain chamber (15) is provided on the housing (1), and the lower end opening of the chain chamber (15) is communicated with the transmission chamber (13). The lubrication structure further includes an oil suction pipe (6). A part of the partition plate (14) close to the bottom surface of the transmission chamber (13) has an oil passage (141). The oil inlet end of the oil suction pipe (6) is located in the transmission chamber (13). The oil outlet end of the oil suction pipe (6) is inserted into one end of the oil passage (141), and the other end of the oil passage (141) is communicated with the oil inlet end of the first oil pump (3). A through hole (142) communicating the crankshaft chamber (11) and the transmission chamber (13) is provided in the middle of the partition plate (14). The inner wall of the chain chamber (15) has a guiding surface (151), and the guiding surface (151) is inclined downward from top to bottom towards the inner wall of the chain chamber (15) opposite to the guiding surface (151). A water pump (7) arranged close to the guiding surface (151) is connected to the outside of the housing (1).

2. The lubrication structure of the motorcycle engine according to claim 1, characterized in that A protruding limiting plate (16) is provided on the inner wall of the transmission chamber (13), and the oil inlet end of the oil suction pipe (6) is located between the limiting plate (16) and the bottom surface of the transmission chamber (13).

3. The lubrication structure of the motorcycle engine according to claim 1, characterized in that, The drive shaft of the second oil pump (4) penetrates through the inner wall of the CVT chamber (12) and extends into the transmission chamber (13). A reduction gear (5) in transmission cooperation with the crankshaft (2) at the through hole (142) is rotatably connected to the inner wall of the transmission chamber (13), and the reduction gear (5) is in transmission cooperation with the drive shaft of the second oil pump (4).

4. The lubrication structure of the motorcycle engine according to claim 3, characterized in that, A CVT speed change assembly (8) is provided in the CVT chamber (12). The input shaft of the CVT speed change assembly (8) penetrates through the inner wall of the CVT chamber (12) and extends into the transmission chamber (13). The reduction gear (5) is located above the second oil pump (4), and the reduction gear (5) is in transmission cooperation with the input shaft of the CVT speed change assembly (8).

5. The lubrication structure of the motorcycle engine according to claim 1, characterized in that, A balance shaft (9) in transmission cooperation with the crankshaft (2) is provided in the crankshaft chamber (11), and the drive shaft of the first oil pump (3) is in transmission cooperation with the balance shaft (9).

6. The lubrication structure of a motorcycle engine according to claim 5, characterized in that, One end of the balance shaft (9) is inserted into the water pump (7) and coaxially fixed to the impeller (71) of the water pump (7).

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