Motorcycle

Abstract

The application discloses a motorcycle, comprising a frame, a vehicle body cover arranged at least partially on the frame, a walking assembly connected at least partially to the frame, a driving assembly for driving the walking assembly, the driving assembly comprising a housing and a lubricating assembly, wherein the housing is formed with an accommodating space, the lubricating assembly comprises an oil pump and a scavenging pump assembly, the oil pump and the scavenging pump assembly are fixedly connected, and the oil pump and the scavenging pump assembly are arranged in the accommodating space. By integrally arranging the oil pump and the scavenging pump assembly, the space occupied by the lubricating system during arrangement is reduced, the driving assembly of the motorcycle is arranged more compactly and light in weight, the windward area of the driving assembly is reduced, and the resistance of the motorcycle during driving is reduced.

Description

Technical Field

[0001] This invention relates to the field of vehicles, and more particularly to a motorcycle. Background Technology

[0002] Motorcycles, as a mode of transportation, have become an indispensable part of life for sports enthusiasts. A problem with motorcycle racing engines is that the placement of the oil pump and scavenging pump wastes space and results in a relatively large overall weight. To meet the power and fuel economy requirements of motorcycle racing, a more compact and lightweight engine layout is needed. Summary of the Invention

[0003] In order to overcome the shortcomings of the prior art, the purpose of this invention is to provide a motorcycle with an integrated lubrication system.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] A motorcycle includes a frame, a body panel at least partially disposed on the frame, a running gear at least partially connected to the frame, and a drive assembly for driving the running gear. The drive assembly includes a housing and a lubrication assembly, wherein the housing forms a receiving space. The lubrication assembly includes an oil pump and a scavenging pump assembly, which are fixedly connected and disposed within the receiving space.

[0006] Furthermore, the scavenging pump assembly includes a first scavenging pump and a second scavenging pump, with the oil pump, the first scavenging pump and the second scavenging pump fixedly connected and arranged substantially along a first straight line direction.

[0007] Furthermore, the housing includes a first oil inlet and a first oil outlet, which are connected by an oil pump; the housing also includes a second oil inlet, a third oil inlet, and a second oil outlet, which are connected by a scavenging pump assembly.

[0008] Furthermore, the length L1 of the shell extending along the first straight direction is greater than or equal to 127 mm and less than or equal to 157 mm.

[0009] Furthermore, the drive assembly is provided with a drive shaft that connects and drives the oil pump and the scavenging pump assembly. The length L2 of the drive shaft extending along the first straight direction is greater than or equal to 171 mm and less than or equal to 209 mm.

[0010] Furthermore, the ratio of the length L1 of the housing extending along the first straight direction to the length L2 of the drive shaft extending along the first straight direction is greater than or equal to 0.6 and less than or equal to 0.9.

[0011] Furthermore, the drive assembly includes a drive element, and the lubrication assembly is connected to the drive element via a drive shaft.

[0012] Furthermore, the drive assembly also includes an oil pan, the width L3 of which along the first straight direction is greater than or equal to 260 mm and less than or equal to 390 mm.

[0013] Furthermore, in a direction parallel to the first straight line, the ratio of the length L1 of the housing extending along the first straight line to the width L3 of the oil pan along the first straight line is greater than or equal to 0.35 and less than or equal to 0.53.

[0014] Furthermore, the ratio of the width D1 of the oil pump along the first straight direction to the width D2 of the first scavenging pump along the first straight direction is greater than or equal to 0.6 and less than or equal to 0.9; the structure of the first scavenging pump and the mechanism of the second scavenging pump are basically the same.

[0015] By integrating the oil pump and scavenging pump components, the space occupied by the lubrication system is reduced, making the motorcycle's drive components more compact and lightweight, thereby reducing the frontal area of ​​the drive components and reducing the motorcycle's rolling resistance. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the motorcycle in this embodiment.

[0017] Figure 2 This is a schematic diagram of the drive component from a first-person perspective in this embodiment.

[0018] Figure 3 This is a cross-sectional view of the driving component in this embodiment.

[0019] Figure 4 This is a schematic diagram of the cooling system in this embodiment.

[0020] Figure 5 In this embodiment Figure 4 A magnified view of point A.

[0021] Figure 6 This is a schematic diagram of the driving component from a second perspective in this embodiment.

[0022] Figure 7 This is a schematic diagram of the first working process of the cooling system in this embodiment.

[0023] Figure 8 This is a schematic diagram of the second working process of the cooling system in this embodiment.

[0024] Figure 9 This is a structural diagram of the driving component from a third-person perspective in this embodiment.

[0025] Figure 10 This is a schematic diagram of the lubrication system in this embodiment.

[0026] Figure 11 This is a cross-sectional view of the lubrication system in this embodiment.

[0027] Figure 12 This is a schematic diagram of the drive component in this embodiment. Detailed Implementation

[0028] To enable those skilled in the art to better understand the present invention, the technical solutions in specific embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings.

[0029] like Figure 1 As shown, a motorcycle 100 includes a frame 11, a body panel 12, a running gear 13, and a drive assembly 14. The frame 11 is a metal frame that supports the body panel 12 and the drive assembly 14. The body panel 12 is at least partially disposed on the frame 11 and protects the motorcycle 100. The drive assembly 14 is at least partially disposed on the frame 11 and provides a power source for the motorcycle 100. The running gear 13 is connected to the drive assembly 14, through which power is transmitted to the running gear 13. To clearly illustrate the technical solution of this application, the following are also defined: Figure 1 The front, back, left, right, top, and bottom sides are shown.

[0030] like Figure 2 As shown, the drive assembly 14 includes a housing assembly 200, which includes a cylinder head cover (not shown), a cylinder head 21, a cylinder block 22, a crankcase 23, and an oil pan 24. The cylinder head cover is connected to the cylinder head 21, sealing one end of the drive assembly 14 to prevent gas leakage within the drive assembly 14. The cylinder head 21 and the cylinder block 22 form a substantially sealed space, which constitutes the combustion chamber of the drive assembly 14 during operation. The cylinder block 22 and the crankcase 23 are the basic structural components of the drive assembly 14 engine. The oil pan 24 is used to seal the end of the drive assembly 14 away from the cylinder head cover and to collect and store lubricating oil free inside the drive assembly 14. In this embodiment, the cylinder head 21 includes a first cylinder head 211 and a second cylinder head 212. Specifically, the first cylinder head 211 is connected to the cylinder block 22, and the second cylinder head 212 is also connected to the cylinder block 22.

[0031] like Figure 3As shown, in one implementation, the drive assembly 14 includes a drive member 141, a transmission member 142, and a cooling system 143. The drive member 141 provides power to the motorcycle 100 and transmits power to the running gear 13 via the transmission member 142. The cooling system 143 is at least partially disposed on the first cylinder head 211 and at least partially disposed on the second cylinder head 212. The cooling system 143 reduces the temperature of the first cylinder head 211 and the second cylinder head 212, preventing damage to the cylinder head 21 due to high temperature, thereby extending the service life of the drive assembly 14.

[0032] like Figure 2 and Figure 4 As shown, the cooling system 143 includes a water pump 1431, a main channel 1432, a first heat dissipation channel 1433, and a second heat dissipation channel 1434. Specifically, the water pump 1431 is located on one side of the crankcase 23. As the core component of the cooling system 143, the water pump 1431 drives the circulation of coolant within the cooling system 143, thereby achieving a cooling effect on the cylinder head 21 and the cylinder block 22. The main channel 1432 is at least partially located in the cylinder block 22 and is arranged substantially parallel to the axis of the cam mechanism 141. Figure 3 As shown, a first heat dissipation channel 1433 is provided along a first preset direction 101 extending from the main channel 1432 to the first cylinder head 211. A second heat dissipation channel 1434 is provided along a second preset direction 102 extending from the main channel 1432 to the second cylinder head 212.

[0033] like Figure 4 and Figure 5As shown, in one implementation, the main channel 1432 includes a first water inlet channel 1432a and a second water inlet channel 1432b. Specifically, the first water inlet channel 1432a is basically arranged along a first preset direction 101, one end of the first water inlet channel 1432a is connected to the main channel 1432, and the other end of the first water inlet channel 1432a is connected to the first heat dissipation channel 1433. The second water inlet channel 1432b is basically arranged along a second preset direction 102, one end of the second water inlet channel 1432b is connected to the main channel 1432, and the other end of the second water inlet channel 1432b is connected to the second heat dissipation channel 1434. The first water inlet channel 1432a and the second water inlet channel 1432b are branches of the main channel 1432 along the first preset direction 101 and the second preset direction 102, and the flow rate of coolant entering the first water inlet channel 1432a and the flow rate of coolant entering the second water inlet channel 1432b are basically the same. More specifically, the flow rate of coolant entering the first inlet channel 1432a is Q1, the flow rate of coolant entering the second inlet channel 1432b is Q2, and the average flow rate of the coolant entering the first inlet channel 1432a (Q1) and the coolant entering the second inlet channel 1432b (Q2) is set to Q3. Through the above settings, the consistency ε1 of the coolant flow rate Q1 is greater than or equal to 0 and less than or equal to 0.01. The consistency ε1 of the coolant flow rate Q1 satisfies the following relationship: Furthermore, the consistency ε2 of the coolant flow rate Q2 is greater than or equal to 0 and less than or equal to 0.01, and the consistency ε2 of the coolant flow rate Q2 satisfies the following relationship: With the above settings, the water distribution of the first water inlet channel 1432a and the second water inlet channel 1432b is basically the same, which ensures the consistency of heat dissipation of the first cylinder head 211 and the second cylinder head 212, thereby improving the overall cooling effect of the drive assembly 14.

[0034] like Figure 3 and Figure 4 As shown, the cylinder block 22 has a first cylinder bore 221 and a second cylinder bore 222, wherein the first cylinder bore 221 and the second cylinder bore 222 are located on the side of the cylinder block 22 near the first cylinder head 211. Figure 4As shown, the first heat dissipation channel 1433 includes a first pipe 1433a and a second pipe 1433b. The first pipe 1433a extends along a first preset direction 101, and the second pipe 1433b also extends along the first preset direction 101. The first pipe 1433a and the second pipe 1433b are two branches of the first water inlet channel 1432a. The first pipe 1433a is at least partially disposed in the cylinder block 22, and the first pipe 1433a is basically disposed around the first cylinder bore 221. The second pipe 1433b is at least partially disposed in the cylinder block 22, and the second pipe 1433b is basically disposed around the second cylinder bore 222. The coolant flow rate entering the first pipe 1433a and the coolant flow rate entering the second pipe 1433b are basically the same. More specifically, the flow rate of coolant entering the first pipe 1433a is Q4, the flow rate of coolant entering the second pipe 1433b is Q5, and the average flow rate of the coolant entering the first pipe 1433a (Q4) and the coolant entering the second pipe 1433b (Q5) is set to Q6. Through the above settings, the consistency ε3 of the coolant flow rate Q4 is greater than or equal to 0 and less than or equal to 0.01. The consistency ε3 of the coolant flow rate Q4 satisfies the following relationship: Furthermore, the consistency ε4 of coolant flow rate Q5 is greater than or equal to 0 and less than or equal to 0.01, and the consistency ε4 of coolant flow rate Q5 satisfies the following relationship: By setting the above, the water distribution of the first pipe 1433a and the second pipe 1433b is basically the same, which ensures the consistency of heat dissipation of the first cylinder bore 221 and the second cylinder bore 222, thereby improving the overall cooling effect of the drive assembly 14.

[0035] like Figure 3 and Figure 4As shown, the cylinder block 22 also has a third cylinder bore 223 and a fourth cylinder bore 224, wherein the third cylinder bore 223 and the fourth cylinder bore 224 are located on the side of the cylinder block 22 near the second cylinder head 212. The second heat dissipation channel 1434 includes a third pipe 1434a and a fourth pipe 1434b, wherein the third pipe 1434a extends along a second preset direction 102, and the fourth pipe 1434b also extends along the second preset direction 102. The third pipe 1434a and the fourth pipe 1434b are two branches of the second water inlet channel 1432b. The third pipe 1434a is at least partially located in the cylinder block 22 and is arranged substantially around the third cylinder bore 223. The fourth pipe 1434b is at least partially located in the cylinder block 22 and is arranged substantially around the fourth cylinder bore 224. The flow rates of the coolant entering the third pipe 1434a and the fourth pipe 1434b are substantially the same. More specifically, the flow rate of the coolant entering the third pipe 1434a is Q7, the flow rate of the coolant entering the fourth pipe 1434b is Q8, and the average flow rate of the coolant flow rates Q7 and Q8 is set to Q9. Through the above settings, the consistency ε5 of the coolant flow rate Q7 is greater than or equal to 0 and less than or equal to 0.01. The consistency ε5 of coolant Q7 satisfies the following relationship: Furthermore, the consistency ε6 of coolant flow rate Q8 is greater than or equal to 0 and less than or equal to 0.01, and the consistency ε6 of coolant flow rate Q8 satisfies the following relationship: By setting the above, the water distribution of the third pipe 1434a and the fourth pipe 1434b is basically the same, which ensures the consistency of heat dissipation of the third cylinder bore 223 and the fourth cylinder bore 224, thereby improving the overall cooling effect of the drive assembly 14.

[0036] like Figure 4As shown, the first heat dissipation channel 1433 also includes a first water jacket 1433c, which is at least partially disposed in the first cylinder head 211 and substantially surrounds the first cylinder bore 221 and the second cylinder bore 222. One end of the first water jacket 1433c has a first inlet (not shown in the figure), which is connected to a first pipe 1433a. The first water jacket 1433c is also connected to a second pipe 1433b through the first inlet, allowing coolant to converge along the first pipe 1433a and the second pipe 1433b into the first water jacket 1433c. The other end of the first water jacket 1433c has a first outlet 1433d. In addition, the second heat dissipation channel 1434 also includes a second water jacket 1434c, which is at least partially disposed in the second cylinder head 212 and is substantially arranged around the third cylinder bore 222 and the fourth cylinder bore 224. One end of the second water jacket 1434c has a second inlet (not shown in the figure), which is connected to the third pipe 1434a and the fourth pipe 1434b, so that the coolant converges along the third pipe 1434a and the fourth pipe 1434b to the second water jacket 1434c; the other end of the second water jacket 1434c has a second outlet 1434d.

[0037] like Figure 6 As shown, the main channel 1432 also includes a first water outlet channel 1432c and a second water outlet channel 1432d. Specifically, one end of the first water outlet channel 1432c is connected to the first heat dissipation channel 1433 via a first water outlet 1433d, and the other end of the first water outlet channel 1432c is connected to the main channel 1432. The first water outlet channel 1432c is disposed between the first cylinder head 211 and the second cylinder head 212, thereby making the arrangement of the cooling system 143 on the drive assembly 14 more compact. One end of the second water outlet channel 1432d is connected to the second heat dissipation channel 1434 via a second water outlet 1434d, and the other end of the second water outlet channel 1432d is connected to the main channel 1432. The second water outlet channel 1432d is disposed between the first cylinder head 211 and the second cylinder head 212, thereby making the arrangement of the cooling system 143 on the drive assembly 14 more compact.

[0038] Understandably, when the coolant is delivered to the main channel 1432 by the water pump 1431, the coolant enters the first inlet channel 1432a along the first preset direction 101 and the second inlet channel 1432b along the second preset direction 102. At least a portion of the coolant enters the first pipe 1433a along the first inlet channel 1432a and the second pipe 1433b along the first inlet channel 1432a. The coolant then converges at the first inlet to the first water jacket 1433c along the first pipe 1433a and the second pipe 1433b, and enters the first outlet channel 1432c along the first outlet 1433d. Simultaneously, at least a portion of the coolant enters the third pipe 1434a along the second inlet channel 1432b, and at least a portion of the coolant enters the fourth pipe 1434b along the second inlet channel 1432b. The coolant flows along the third pipe 1434a and the fourth pipe 1434b through the second inlet to the second water jacket 1434c, and then enters the second outlet channel 1432d along the second outlet 1434d. The coolant in the first outlet channel 1432c and the coolant in the second outlet channel 1432d converge into the main channel 1432.

[0039] like Figure 7 As shown, the cooling system 143 also includes a thermostat 1435 and a radiator 1436. The thermostat 1435 is at least partially disposed on the main channel 1432, and is located between the first water outlet channel 1432c and / or the second water outlet channel 1432d and the water pump 1431. The thermostat 1435 determines the temperature of the coolant. Furthermore, the main channel 1432 also includes a first cooling channel 1432e and a second cooling channel 1432f. One end of the first cooling channel 1432e is connected to the thermostat 1435, and the other end is connected to the water pump 1431. Specifically, the radiator 1436 is disposed in the first cooling channel 1432e, improving the cooling efficiency of the coolant. More specifically, when the thermostat 1435 measures the coolant temperature to reach a certain threshold, the first cooling channel 1432e opens, allowing the coolant to be cooled by the radiator 1436. One end of the second cooling channel 1432f is connected to the thermostat 1435, and the other end of the second cooling channel 1432f is connected to the water pump 1431. Specifically, the coolant flows out from the first outlet channel 1432c and / or the second outlet channel 1432d, and is cooled through the second cooling channel 1432f before entering the water pump 1431.

[0040] Understandably, the thermostat 1435 includes a first state and a second state. For example... Figure 7As shown, when the coolant temperature is greater than or equal to a set threshold, the thermostat 1435 is in the first state, the first cooling channel 1432e is open, and the second cooling channel 1432f is open. The coolant achieves a cooling effect through the radiator 1436, and the coolant achieves a cooling effect through the second cooling channel 1432f. Figure 8 As shown, when the temperature of the coolant is lower than the set threshold, the thermostat 1435 is in the second state, the first cooling channel 1432e is disconnected, the second cooling channel 1432f is opened, and the coolant achieves the cooling effect only through the second cooling channel 1432f.

[0041] like Figures 9 to 10 As shown, in one implementation, the oil pan 24 is connected to the crankcase 23 and forms a first receiving space 201 for collecting and storing lubricating oil free inside the drive assembly 14. The drive assembly 14 also includes a lubrication system 144, which is at least partially disposed within the first receiving space 201. The lubrication system 144 provides lubricating oil to the various components of the drive assembly 14, reducing friction between the components and thus extending the service life of the drive assembly 14. Specifically, the lubrication system 144 is at least partially connected to the drive member 141, delivering lubricating oil to it; the lubrication system 144 is also at least partially connected to the transmission member 142, delivering lubricating oil to it. Through these arrangements, friction between the components of the drive member 141 is reduced, extending its service life; and friction between the components of the transmission member 142 is reduced, extending its service life.

[0042] like Figure 10 and Figure 11As shown, the lubrication system 144 includes a housing 1441 and a drive shaft 1442. The housing 1441 has a second receiving space 202 formed around itself. The drive shaft 1442 is at least partially disposed within the second receiving space 202, and extends outward through the housing 1441. In a direction substantially parallel to a first straight line 301 of the drive shaft 1442, the length of the drive shaft 1442 distributed along the first straight line 301 is L1, and the length of the housing 1441 distributed along the first straight line 301 is L2. As one implementation, the length L1 of the drive shaft 1442 distributed along the first straight line 301 is greater than or equal to 171 mm and less than or equal to 209 mm, and the length L2 of the housing 1441 distributed along the first straight line 301 is greater than or equal to 127 mm and less than or equal to 157 mm. Further, L1 is greater than or equal to 152 mm and less than or equal to 228 mm, and L2 is greater than or equal to 113 mm and less than or equal to 171 mm. More specifically, L1 equals 190mm and L2 equals 142mm. Through the above settings, the space occupied by the lubrication system 144 in the first receiving space 201 is reduced, making the drive assembly 14 of the motorcycle 100 more compact and lighter, thereby reducing the frontal area of ​​the drive assembly 14 and reducing the driving resistance of the motorcycle 100.

[0043] As one implementation, the ratio of the length L2 of the housing 1441 distributed along the first straight line 301 to the length L1 of the drive shaft 1442 distributed along the first straight line 301 is greater than or equal to 0.67 and less than or equal to 0.83. Further, the ratio of L1 to L2 is greater than or equal to 0.6 and less than or equal to 0.9. More specifically, the ratio of L1 to L2 is equal to 0.75. Through the above arrangement, the space occupied by the lubrication system 144 within the first accommodating space 201 is reduced, making the drive assembly 14 of the motorcycle 100 more compact and lighter, thereby reducing the frontal area of ​​the drive assembly 14 and reducing the drag of the motorcycle 100.

[0044] like Figure 9 As shown, the length of the oil pan 24 distributed along the first straight line 301 is L3. In one implementation, the length L3 of the oil pan 24 distributed along the first straight line 301 is greater than or equal to 292 mm and less than or equal to 358 mm. Further, L3 is greater than or equal to 260 mm and less than or equal to 390 mm. More specifically, L3 is equal to 325 mm.

[0045] In one implementation, the ratio of the length L2 of the housing 1441 distributed along the first straight line 301 to the length L3 of the oil pan 24 distributed along the first straight line 301 is greater than or equal to 0.35 and less than or equal to 0.53. Further, the ratio of L2 to L3 is greater than or equal to 0.4 and less than or equal to 0.49. In this embodiment, the ratio of L2 to L3 is equal to 0.44. Through the above arrangement, the space occupied by the lubrication system 144 within the first accommodating space 201 is reduced, making the drive assembly 14 of the motorcycle 100 more compact and lighter, thereby reducing the frontal area of ​​the drive assembly 14 and reducing the driving resistance of the motorcycle 100.

[0046] like Figure 10 and Figure 11 As shown, in one implementation, a first oil outlet 1441a is formed on one end face of the housing 1441, and a first oil inlet 1441e is formed on the other end face of the housing 1441. A second oil inlet 1441b, a third oil inlet 1441c, and a second oil outlet 1441d are also formed on the end face of the housing 1441 on the side of the first oil outlet 1441a. The second oil outlet 1441d is disposed between the second oil inlet 1441b and the third oil inlet 1441c, thereby improving the oil delivery efficiency of the second oil outlet 1441d. Specifically, the first oil inlet 1441e is used to absorb the lubricating oil in the first receiving space 201, and the first oil outlet 1441a is connected to the drive member 141 to deliver the lubricating oil to the drive member 141. The second oil inlet 1441b is used to absorb the lubricating oil in the first accommodating space 201, the third oil inlet 1441c is used to absorb the lubricating oil in the first accommodating space, and the second oil outlet 1441d is connected to the transmission component 142 and is used to deliver the lubricating oil to the transmission component 142.

[0047] like Figure 11As shown, the lubrication system 144 also includes an oil pump 1443 and a scavenging pump assembly 1444. In one implementation, the oil pump 1443 is disposed in the second receiving space 202, and is located between the first oil inlet 1441e and the first oil outlet 1441a. Specifically, a drive shaft 1442 passes through the oil pump 1443, and the drive shaft 1442 and the oil pump 1443 are fixedly connected, so that when the drive shaft 1442 rotates, it can drive the oil pump 1443 to rotate. In another implementation, the lubrication system 144 also includes a first oil passage, in which the oil pump 1443, the first oil inlet 1441e, and the first oil outlet 1441a are disposed. When the drive shaft 1442 drives the oil pump 1443 to rotate, the oil pump 1443 absorbs the lubricating oil in the first receiving space 201. The lubricating oil enters the second receiving space 202 through the first oil inlet 1441e, and is then transported from the first oil outlet 1441a to the drive component 141 by the oil pump 1443 along the first oil passage. Figure 12 As shown, specifically, the drive assembly 141 includes a cam mechanism 1411, an intake and exhaust mechanism 1412, a rocker arm 1413, and a piston mechanism (not shown). The cam mechanism 1411 is at least partially disposed in the cylinder head 21, and the intake and exhaust mechanism 1412 is also at least partially disposed in the cylinder head 21. The rocker arm 1413 is disposed between the cam mechanism 1411 and the intake and exhaust mechanism 1412, with one end of the rocker arm 1413 connected to the cylinder head 21 and the other end close to the intake and exhaust mechanism 1412. The rocker arm 1413 is controlled by the cam mechanism 1411, which in turn controls the opening and closing of the intake and exhaust mechanism 1412. This arrangement improves the flexibility of the cam mechanism 1411 arrangement, making the drive assembly 14 of the motorcycle 100 more compact and lightweight. In this embodiment, lubricating oil is delivered to the cam mechanism 141 and the finger rocker arm 1413 through the first oil outlet 1441a, which reduces the friction between the cam mechanism 141 and the finger rocker arm 1413 and improves the service life of the cam mechanism 141 and the finger rocker arm 1413.

[0048] like Figure 11As shown, the scavenging pump assembly 1444 is disposed in the second receiving space 202. The scavenging pump assembly 1444 includes a first scavenging pump 1444a and a second scavenging pump 1444b. Specifically, the first scavenging pump 1444a is disposed near the second oil inlet 1441b, and the second scavenging pump 1444b is disposed near the third oil inlet 1441c. The drive shaft 1442 passes through the first scavenging pump 1444a and the second scavenging pump 1444b. The drive shaft 1442 is fixedly connected to the first scavenging pump 1444a and also fixedly connected to the second scavenging pump 1444b. With the above configuration, the oil pump 1443, the first scavenging pump 1444a, and the second scavenging pump 1444b are integrated into the second receiving space 202 via the drive shaft 1442. This reduces the space occupied by the lubrication system 144 in the first receiving space 201, making the drive assembly 14 of the motorcycle 100 more compact and lighter, thereby reducing the frontal area of ​​the drive assembly 14 and reducing the driving resistance of the motorcycle 100. As another implementation, the lubrication system 144 also includes a second oil passage, in which the first scavenging pump 1444a, the second scavenging pump 1444b, the second oil inlet 1441b, the third oil inlet 1441c, and the second oil outlet 1441d are disposed. When lubricating oil enters the second receiving space 202 through the second oil inlet 1441b and / or the third oil inlet 1441c, the drive shaft 1442 drives the first scavenging air pump 1444a and the second scavenging air pump 1444b to rotate, thereby driving the lubricating oil to flow from the second oil inlet 1441b and / or the third oil inlet 1441c towards the second oil outlet 1441d. The lubricating oil is then transported from the second oil outlet 1441d to the transmission component 142 via the first scavenging air pump 1444a and the second scavenging air pump 1444b along the second oil passage. Through this configuration, the lubrication system 144 uses the first scavenging air pump 1444a and the second scavenging air pump 1444b to lubricate the gears of the transmission component 142. This allows the gears to achieve better lubrication through the combined action of the oil passage and splashing, slowing down gear wear and extending the service life of the transmission component 142.

[0049] like Figure 11 As shown, the length of the oil pump 1443 distributed along the first straight line 301 is D1, the length of the first scavenging pump 1444a distributed along the first straight line 301 is D2, and the structure of the second scavenging pump 1444b is basically the same as that of the first scavenging pump 1444a. In one implementation, the ratio of the length D1 of the oil pump 1443 distributed along the first straight line 301 to the length D2 of the first scavenging pump 1444a distributed along the first straight line 301 is greater than or equal to 0.6 and less than or equal to 0.9. Further, the ratio of D1 to D2 is greater than or equal to 0.67 and less than or equal to 0.83. More specifically, the ratio of D1 to D2 is equal to 0.75. Through the above settings, the oil supply efficiency of the lubrication system 144 to the first and second oil circuits is rationally configured.

[0050] like Figure 9 As shown, the lubrication system 144 also includes a first oil cooling pipe 1445, a second oil cooling pipe 1446, and an oil cooler (not shown in the figure). Specifically, the first oil cooling pipe 1437 is located on one side of the oil pan 24, the second oil cooling pipe 1438 is located on the other side of the oil pan 24, and the oil cooler is located between the first oil cooling pipe 1437 and the second oil cooling pipe 1438. In one implementation, the first oil cooling pipe 1445 is connected to the first oil outlet 1441a, and the second oil cooling pipe 1446 is connected to the drive component 141 via a first oil passage. It is understood that lubricating oil enters the oil cooler along the first oil cooling passage 1437, where its temperature is reduced. This lubricating oil is then transported to the piston mechanism via the first oil passage, thereby reducing the temperature of the piston mechanism and preventing piston expansion and lubricating oil carbonization, which could lead to piston erosion and increase the service life of the piston mechanism.

[0051] It should be understood that those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.

Claims

1. A motorcycle, comprising: Frame; Body panels, at least partially mounted on the vehicle frame; A walking assembly, at least partially connected to the vehicle frame; A driving component for driving the walking component; Its features are, The drive assembly includes a housing and a lubrication assembly; wherein, the housing forms a receiving space; the lubrication assembly includes an oil pump and a scavenging pump assembly, the oil pump and the scavenging pump assembly are fixedly connected, and the oil pump and the scavenging pump assembly are disposed within the receiving space; The scavenging pump assembly includes a first scavenging pump and a second scavenging pump. The oil pump, the first scavenging pump, and the second scavenging pump are fixedly connected and arranged substantially along a first straight line. The drive assembly is provided with a drive shaft, which connects the oil pump and the scavenging pump assembly and is used to drive the oil pump and the scavenging pump assembly. The ratio of the length L1 of the housing extending along the first straight line to the length L2 of the drive shaft extending along the first straight line is greater than or equal to 0.6 and less than or equal to 0.

9.

2. The motorcycle according to claim 1, characterized in that, The housing includes a first oil inlet and a first oil outlet, which are connected through the oil pump; the housing also includes a second oil inlet, a third oil inlet, and a second oil outlet, which are connected through the scavenging pump assembly.

3. The motorcycle according to claim 1, characterized in that, The length L1 of the shell extending along the first straight line is greater than or equal to 127 mm and less than or equal to 157 mm.

4. The motorcycle according to claim 1, characterized in that, The length L2 of the drive shaft extending along the first straight line direction is greater than or equal to 171 mm and less than or equal to 209 mm.

5. The motorcycle according to claim 1, characterized in that, The drive assembly includes a drive element, and the lubrication assembly is connected to the drive element via the drive shaft.

6. The motorcycle according to claim 1, characterized in that, The drive assembly also includes an oil pan, the width L3 of which along the first straight direction is greater than or equal to 260 mm and less than or equal to 390 mm.

7. The motorcycle according to claim 6, characterized in that, In a direction parallel to the first straight line, the ratio of the length L1 of the housing extending along the first straight line to the width L3 of the oil pan along the first straight line is greater than or equal to 0.35 and less than or equal to 0.

53.

8. The motorcycle according to claim 1, characterized in that, The ratio of the width D1 of the oil pump along the first straight direction to the width D2 of the first scavenging pump along the first straight direction is greater than or equal to 0.6 and less than or equal to 0.9; the structure of the first scavenging pump is the same as the mechanism of the second scavenging pump.

Images