Motorcycle engine and motorcycle

Abstract

The motorcycle engine and the motorcycle of the present application, the motorcycle engine comprises an engine box, a shift fork shaft, a shift fork and a first elastic member, the shift fork shaft and the shift fork are both installed on the engine box, wherein the shift fork is sleeved on the shift fork shaft and is in sliding fit with the shift fork shaft; the first elastic member is installed between the shift fork shaft and the engine box in a pre-compressed manner, and along the axial direction of the shift fork shaft, the first elastic member can drive the shift fork shaft to move relative to the engine box, so that the shift fork shaft partially extends out of the engine box. The present application avoids the direct contact between the shift fork shaft and the engine box, and plays a buffering role on the vibration generated by the shift fork shaft during the gear shifting of the motorcycle engine, and has the effect of prolonging the service life; at the same time, the shift fork shaft can partially extend out of the engine box under the driving of the first elastic member, so as to facilitate the subsequent removal of the shift fork shaft from the engine box, and in this process, the use of other supporting tools is avoided, and the time and labor are saved.

Description

Technical Field

[0001] This invention belongs to the technical field of motorcycle shifting, and in particular relates to a motorcycle engine and a motorcycle. Background Technology

[0002] The shift fork and shift fork shaft are important components of the motorcycle shifting mechanism. The shift fork is slidably mounted on the shift fork shaft, and the force is transmitted when shifting gears by sliding the shift fork on the shift fork shaft.

[0003] Currently, existing shift forks and shift fork shafts are typically installed inside the engine housing. Specifically, the shift fork shaft is axially limited within the engine housing using a side cover or baffle. The shift fork shaft axially abuts against the engine housing, causing direct collisions between the shaft and the housing due to vibration during gear shifting. This can damage both the shaft and the housing, and in severe cases, even affect engine operation. Furthermore, because the shift fork shaft is entirely housed within the engine housing, subsequent disassembly and removal from the housing requires machining threaded holes or other load-bearing structures at the end of the shaft. Then, using appropriate tooling, the shaft is removed from the housing. This not only increases the machining steps for the shaft itself but also necessitates the use of tooling during disassembly, making it time-consuming and labor-intensive. Summary of the Invention

[0004] In view of this, it is necessary to provide a motorcycle engine and a motorcycle for solving the above-mentioned technical problems.

[0005] A motorcycle engine includes an engine housing, a shift fork shaft, and a shift fork, wherein the shift fork shaft and the shift fork are both mounted on the engine housing, and the shift fork is fitted onto the shift fork shaft and slidably engaged with the shift fork shaft;

[0006] The motorcycle engine also includes a first elastic element, which is pre-compressed and installed between the shift fork shaft and the engine housing, along the axial direction of the shift fork shaft. The first elastic element can drive the shift fork shaft to move relative to the engine housing, so that the shift fork shaft partially extends out of the engine housing.

[0007] In this application, a first elastic element is provided between the shift fork shaft and the engine housing. Utilizing the structural characteristics of this first elastic element, direct contact between the shift fork shaft and the engine housing is avoided. This also buffers the vibrations generated on the shift fork shaft during motorcycle engine shifting, extending its service life and ensuring the longevity of the motorcycle engine. Simultaneously, when the shift fork shaft loses its external limiting force, it can partially extend out of the engine housing under the action of the first elastic element, facilitating its subsequent removal from the engine housing. This process avoids the need for other auxiliary tooling, saving time and effort.

[0008] In one embodiment, a stepped surface is formed on the shift fork shaft, and the first elastic member is disposed inside the shift fork shaft and abuts against the stepped surface to axially limit the first elastic member to the shift fork shaft.

[0009] It is understandable that the stepped surface formed on the shift fork shaft is used to abut against the first elastic element, thereby specifically realizing the axial limiting of the shift fork shaft on the shift fork shaft. This has a simplified structure and makes it easy to pre-install the first elastic element on the shift fork shaft.

[0010] In one embodiment, the shift fork shaft has an inner peripheral wall, through which the first elastic member passes and abuts against the stepped surface;

[0011] The first elastic element abuts against the inner peripheral wall to radially limit the first elastic element to the shift fork shaft.

[0012] It is understandable that the abutment between the inner peripheral wall of the shift fork shaft and the first elastic element is used to achieve radial limiting of the first elastic element when it is installed on the shift fork shaft. This specifically achieves the assembly limiting of the first elastic element when it is pre-installed on the shift fork shaft, so that the shift fork shaft can drive the first elastic element through the shift fork and insert it into the engine housing, thereby facilitating the assembly of the shift fork shaft on the engine housing.

[0013] In one embodiment, the first elastic element is configured as a variable diameter spring, the outer diameter of which gradually increases from the direction away from the stepped surface.

[0014] It is understandable that setting the first elastic element as a variable diameter spring is a specific way to realize the structural design of the first elastic element, so that the first elastic element can be made from local materials, which can reduce production costs. Moreover, by utilizing the structural characteristics of the variable diameter spring, it is not only easy to limit the assembly of the first elastic element onto the shift fork shaft, but also easy for the shift fork shaft to drive the first elastic element through the shift fork, which further facilitates the assembly of the shift fork shaft on the engine housing.

[0015] In one embodiment, the inner peripheral wall is disposed around the stepped surface and connected to the stepped surface.

[0016] It is understandable that the inner peripheral wall is set on the periphery of the stepped surface and connected to the stepped surface, so that the inner peripheral wall and the stepped surface on the shift fork shaft can be obtained by machining grooves on the original structure, so as to facilitate the machining and preparation of the shift fork shaft.

[0017] In one embodiment, the motorcycle engine further includes a side cover and a second elastic member, the side cover being mounted on the engine housing to limit the shift fork shaft to the engine housing;

[0018] The second elastic element is pre-compressed and installed between the shift fork shaft and the side cover.

[0019] It is understandable that, through the above-mentioned structural arrangement of the side cover and the second elastic element, an embodiment is specifically realized in which the end of the shift fork shaft away from the engine housing is assembled and limited. Moreover, by utilizing the structural characteristics of the second elastic element, the fit between the shift fork shaft and the side cover can be buffered.

[0020] In one embodiment, the second elastic element and the first elastic element are symmetrically located at the two ends of the corresponding shift fork shaft.

[0021] It is understandable that the second elastic element is symmetrically arranged at both ends of the shift fork shaft with the first elastic element, so that the assembly of the shift fork shaft is non-directional, which further facilitates the assembly of the shift fork shaft on the engine housing.

[0022] In one embodiment, the motorcycle engine further includes a pressure plate and a third elastic element, the pressure plate being mounted on the engine housing to limit the shift fork shaft to the engine housing;

[0023] The third elastic element is pre-compressed and installed between the shift fork shaft and the pressure plate.

[0024] It is understandable that, through the above-mentioned structure of the pressure plate and the third elastic element, another embodiment of assembly and limiting is specifically realized on the end of the shift fork shaft away from the engine housing. Moreover, by utilizing the structural characteristics of the third elastic element, the cooperation between the shift fork shaft and the pressure plate can be buffered.

[0025] In one embodiment, the third elastic element is symmetrically located at both ends of the corresponding shift fork shaft, as is the first elastic element.

[0026] It is understandable that the third elastic element is symmetrically arranged at both ends of the shift fork shaft with the first elastic element, so that the assembly of the shift fork shaft is non-directional, which further facilitates the assembly of the shift fork shaft on the engine housing.

[0027] This application also claims protection for a motorcycle, including a chassis and a motorcycle engine as described in any of the above claims, the motorcycle engine being mounted on the chassis.

[0028] In this application, the above-mentioned structure of the motorcycle engine can, on the one hand, buffer the assembly of the shift fork shaft in the motorcycle engine, and on the other hand, facilitate the disassembly of the shift fork shaft in the motorcycle engine.

[0029] Due to the application of the above technical solution, this application has the following beneficial effects compared with the prior art:

[0030] The motorcycle engine and motorcycle for which this application seeks protection, by incorporating a first elastic element between the shift fork shaft and the engine housing, utilizes the structural characteristics of the first elastic element to prevent direct contact between the shift fork shaft and the engine housing, and to buffer the vibration generated on the shift fork shaft during gear shifting, thereby extending its service life and ensuring the service life of the motorcycle engine; simultaneously, when the shift fork shaft loses its external force limit, the shift fork shaft can partially extend out of the engine housing under the action of the first elastic element, facilitating subsequent removal of the shift fork shaft from the engine housing. In this process, the use of other supporting tooling is avoided, resulting in time and labor savings. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in the embodiments of this application or the conventional technology, the drawings used in the description of the embodiments or the conventional technology will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0032] Figure 1 This is a partial structural schematic diagram of a motorcycle engine provided in an embodiment of this application;

[0033] Figure 2 for Figure 1 Sectional view of AA;

[0034] Figure 3 This is a schematic diagram of the assembly structure of the shift fork, shift fork shaft, first elastic element, and second / third elastic element in this application;

[0035] Figure 4 This is a cross-sectional view of the shift fork shaft in this application.

[0036] Reference numerals: 100, motorcycle engine; 10, engine housing; 20, shift fork shaft; 21, stepped surface; 22, inner peripheral wall; 30, shift fork; 40, first elastic element; 41, variable diameter spring; 50, side cover; 60, second elastic element; 70, pressure plate; 71, bolt; 80, third elastic element. Detailed Implementation

[0037] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0038] It should be noted that when a component is said to be "located on" another component, it can be directly located on the other component or may have an intervening component. When a component is considered to be "located on" another component, it can be directly located on the other component or may have an intervening component. When a component is considered to be "fixed to" another component, it can be directly fixed to the other component or may have an intervening component.

[0039] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0040] The motorcycle engine 100 claimed in this application is used in a motorcycle and is specifically installed on the motorcycle body.

[0041] like Figures 1 to 4As shown, an embodiment of this application provides a motorcycle engine 100, including an engine housing 10, a shift fork shaft 20, a shift fork 30, and a first elastic member 40. Both the shift fork shaft 20 and the shift fork 30 are mounted on the engine housing 10. The shift fork 30 is fitted onto the shift fork shaft 20 and slides in cooperation with it. The first elastic member 40 is pre-compressed and installed between the shift fork shaft 20 and the engine housing 10. Along the axial direction of the shift fork shaft 20, the first elastic member 40 can drive the shift fork shaft 20 to move relative to the engine housing 10, causing a portion of the shift fork shaft 20 to extend out of the engine housing 10. It should be noted that during gear shifting, the shift fork 30 can slide relative to the shift fork shaft 20 to achieve force transmission. The working principle of how the shift fork 30 cooperates with other components in the motorcycle engine 100 to achieve the final gear shifting purpose can adopt conventional methods in existing motorcycles, and will not be elaborated here.

[0042] It is understandable that a first elastic element 40 is provided between the shift fork shaft 20 and the engine housing 10. Utilizing the structural characteristics of the first elastic element 40, direct contact between the shift fork shaft 20 and the engine housing 10 is avoided. It also buffers the vibration generated on the shift fork shaft 20 when the motorcycle engine 100 shifts gears, thus extending its service life and ensuring the service life of the motorcycle engine 100. At the same time, when the shift fork shaft 20 loses its external force limit, it can partially extend out of the engine housing 10 under the action of the first elastic element 40, so that the shift fork shaft 20 can be removed from the engine housing 10 later. In this process, the use of other supporting tooling (not shown) is avoided, which has the effect of saving time and effort.

[0043] like Figure 4 As shown, a stepped surface 21 is formed on the shift fork shaft 20. The first elastic member 40 is disposed inside the shift fork shaft 20 and abuts against the stepped surface 21 to axially limit the first elastic member 40 to the shift fork shaft 20. That is, the first elastic member 40 is partially inserted into the shift fork shaft 20 and abuts against the stepped surface 21 on the shift fork shaft 20 to realize the assembly connection of the first elastic member 40 on the shift fork shaft 20. It has a simplified structure and is convenient to pre-install the first elastic member 40 on the shift fork shaft 20.

[0044] The shift fork shaft 20 has an inner peripheral wall 22, and a first elastic member 40 passes through the inner peripheral wall 22 and abuts against the stepped surface 21. The first elastic member 40 abuts against the inner peripheral wall 22 to radially limit its position on the shift fork shaft 20. In other words, the first elastic member 40 is mounted and limited on the shift fork shaft 20 through the abutment between the first elastic member 40 and the inner peripheral wall 22, preventing it from dislodging from the shift fork shaft 20. This allows the shift fork shaft 20 to drive the first elastic member 40 through the shift fork 30 and insert it into the engine housing 10, thereby facilitating the mounting of the shift fork shaft 20 on the engine housing 10. It should be noted that when the shift fork 30 and shift fork shaft 20 are installed on the engine housing 10, the shift fork 30 needs to be pre-installed into the engine housing 10 first, and then the shift fork shaft 20 is inserted into the shift fork 30 until it abuts against the engine housing 10. Since the shift fork 30 and shift fork shaft 20 are usually arranged on the side of the engine housing 10, the shift fork shaft 20 drives the first elastic member 40 to be inserted at a certain angle to the ground. Therefore, when the first elastic member 40 is pre-installed on the shift fork shaft 20, it needs to be matched and limited with the shift fork shaft 20.

[0045] like Figure 2 , Figure 3 As shown, the first elastic element 40 is configured as a variable diameter spring 41. The outer diameter of the variable diameter spring 41 gradually increases from the direction away from the stepped surface 21, thereby specifically realizing the structural configuration of the first elastic element 40. This allows the first elastic element 40 to be made from locally available materials, which reduces production costs. Furthermore, utilizing the structural characteristics of the variable diameter spring 41, a person can appropriately compress the variable diameter spring 41 and deform it, and insert it into the shift fork shaft 20 to facilitate the positioning and assembly of the first elastic element 40 onto the shift fork shaft 20. Moreover, the outer diameter of the end of the variable diameter spring 41 extending out of the shift fork shaft 20 is relatively small, which makes it easier for the shift fork shaft 20 to drive the first elastic element 40 through the shift fork 30, further facilitating the assembly of the shift fork shaft 20 onto the engine housing 10. It should be noted that the first elastic element 40 is not limited to the variable diameter spring 41. For those skilled in the art, the first elastic element 40 can be set as a compression spring and the inner peripheral wall 22 on the shift fork shaft 20 can be set as a conical structure. Alternatively, the first elastic element 40 can be set as other flexible elements with a certain degree of elasticity, such as bellows, rubber sleeves, etc., which will not be elaborated here.

[0046] like Figure 4 As shown, the inner peripheral wall 22 is located on the periphery of the stepped surface 21 and is connected to the stepped surface 21, so that the inner peripheral wall 22 and the stepped surface 21 on the shift fork shaft 20 can be obtained by machining grooves on the original structure, so as to facilitate the machining and preparation of the shift fork shaft 20.

[0047] like Figure 2As shown, the motorcycle engine 100 also includes a side cover 50 and a second elastic member 60. The side cover 50 is mounted on the engine housing 10 to limit the shift fork shaft 20 within the engine housing 10. The second elastic member 60 is pre-compressed and installed between the shift fork shaft 20 and the side cover 50, thereby specifically realizing an embodiment of assembly limitation on the end of the shift fork shaft 20 away from the engine housing 10. Furthermore, the structural characteristics of the second elastic member 60 can buffer the fit between the shift fork shaft 20 and the side cover 50. It should be noted that the fixing method between the side cover 50 and the engine housing 10 can adopt the conventional method used in existing motorcycles, which will not be elaborated here.

[0048] In one embodiment, the second elastic member 60 and the first elastic member 40 are symmetrically located at the two ends of the corresponding shift fork shaft 20, so that the second elastic member 60 and the first elastic member 40 are configured with the same structure and are installed in the same way on the corresponding shift fork shaft 20. This makes the assembly of the shift fork shaft 20 non-directional, which further facilitates the assembly of the shift fork shaft 20 on the engine housing 10.

[0049] like Figure 2 As shown, the motorcycle engine 100 also includes a pressure plate 70 and a third elastic member 80. The pressure plate 70 is mounted on the engine housing 10 to limit the shift fork shaft 20 within the engine housing 10. The third elastic member 80 is pre-compressed and installed between the shift fork shaft 20 and the pressure plate 70, thereby realizing another embodiment of assembly limitation on the end of the shift fork shaft 20 away from the engine housing 10. Furthermore, the structural characteristics of the third elastic member 80 can buffer the fit between the shift fork shaft 20 and the pressure plate 70. It should be noted that the pressure plate 70 can be fastened to the engine housing 10 using bolts 71.

[0050] In one embodiment, the third elastic member 80 and the first elastic member 40 are symmetrically located at the two ends of the corresponding shift fork shaft 20, so that the third elastic member 80 and the first elastic member 40 are configured with the same structure and are installed in the same way on the corresponding shift fork shaft 20. This makes the assembly of the shift fork shaft 20 non-directional and further facilitates the assembly of the shift fork shaft 20 on the engine housing 10.

[0051] In summary, the motorcycle engine 100 and motorcycle for which this application seeks protection utilize a first elastic element 40 between the shift fork shaft 20 and the engine housing 10, a second elastic element 60 between the shift fork shaft 20 and the side cover 50, and a third elastic element 80 between the shift fork shaft 20 and the pressure plate 70. This effectively buffers the vibrations generated on the shift fork shaft 20 during gear shifting when it is installed inside the motorcycle engine 100, thus extending its service life and ensuring the service life of the motorcycle engine 100. Furthermore, when the shift fork shaft 20 loses its external force limit, it can partially extend out of the engine housing 100 under the action of the first elastic element 40, facilitating its subsequent removal from the engine housing 100. This process avoids the need for other supporting tooling, saving time and effort.

[0052] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0053] Those skilled in the art should recognize that the above embodiments are merely illustrative of the present invention and are not intended to limit the present invention. Any appropriate changes and variations made to the above embodiments within the essential spirit of the present invention fall within the scope of protection claimed by the present invention.

Claims

1. A motorcycle engine, comprising an engine housing (10), a shift fork shaft (20), and a shift fork (30), wherein the shift fork shaft (20) and the shift fork (30) are both mounted on the engine housing (10), wherein, The shift fork (30) is fitted onto the shift fork shaft (20) and slides in cooperation with the shift fork shaft (20); characterized in that, The motorcycle engine (100) further includes a first elastic element (40), which is pre-compressed between the shift fork shaft (20) and the engine housing (10). Along the axial direction of the shift fork shaft (20), the first elastic element (40) can drive the shift fork shaft (20) to move relative to the engine housing (10) so that the shift fork shaft (20) partially extends out of the engine housing (10).

2. The motorcycle engine according to claim 1, characterized in that, A stepped surface (21) is formed on the shift fork shaft (20). The first elastic member (40) is disposed inside the shift fork shaft (20) and abuts against the stepped surface (21) to axially limit the first elastic member (40) to the shift fork shaft (20).

3. The motorcycle engine according to claim 2, characterized in that, The shift fork shaft (20) has an inner peripheral wall (22), and the first elastic member (40) passes through the inner peripheral wall (22) and abuts against the stepped surface (21); The first elastic element (40) abuts against the inner peripheral wall (22) to radially limit the first elastic element (40) to the fork shaft (20).

4. The motorcycle engine according to claim 3, characterized in that, The first elastic element (40) is configured as a variable diameter spring (41), the outer diameter of which gradually increases from the direction away from the stepped surface (21).

5. The motorcycle engine according to claim 3, characterized in that, The inner peripheral wall (22) is disposed on the periphery of the stepped surface (21) and connected to the stepped surface (21).

6. The motorcycle engine according to claim 1, characterized in that, The motorcycle engine (100) also includes a side cover (50) and a second elastic element (60). The side cover (50) is mounted on the engine housing (10) to limit the shift fork shaft (20) to the engine housing (10). The second elastic element (60) is pre-compressed and installed between the fork shaft (20) and the side cover (50).

7. The motorcycle engine according to claim 6, characterized in that, The second elastic element (60) and the first elastic element (40) are symmetrically located at the two ends of the corresponding shift fork shaft (20).

8. The motorcycle engine according to claim 1, characterized in that, The motorcycle engine (100) also includes a pressure plate (70) and a third elastic element (80). The pressure plate (70) is mounted on the engine housing (10) to limit the shift fork shaft (20) to the engine housing (10). The third elastic element (80) is pre-compressed and installed between the shift fork shaft (20) and the pressure plate (70).

9. The motorcycle engine according to claim 8, characterized in that, The third elastic element (80) and the first elastic element (40) are symmetrically located at the two ends of the corresponding shift fork shaft (20).

10. A motorcycle, characterized in that, Includes a vehicle body and a motorcycle engine (100) as described in any one of claims 1-9, wherein the motorcycle engine (100) is mounted on the vehicle body.

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