An engine

Abstract

The present invention discloses an engine, comprising a crankcase with mutually independent chambers and side chambers therein, a continuously variable transmission and an air guide chamber arranged in the crankcase, an air inlet communicated with the air guide chamber, and an upper air outlet and a lower air outlet arranged on the crankcase, the continuously variable transmission comprising a driving wheel assembly, a driven wheel assembly and a transmission part arranged in the chamber, and a transmission assembly located in the side chamber; the air guide chamber is formed by the inner side surface of the crankcase cover and an air guide baffle arranged thereon; an air guide port communicated with the air guide chamber is coaxially arranged on the side of the air guide chamber facing the driving wheel assembly, the air guide port is used to communicate the air guide chamber with the chamber where the driving wheel assembly is located, and the driving wheel assembly and the driven wheel assembly are both arranged in the chamber; the air guide chamber is communicated with the air inlet through the vent, so as to cool down the core components of the continuously variable transmission located in the chamber, achieve good heat dissipation, and help extend the service life.

Description

Technical Field

[0001] The invention belongs to the technical field of motorcycle parts, and in particular relates to an engine. Background Art

[0002] A transmission system is installed in the transmission cavity of a motorcycle engine, generally using a CVT transmission system (continuously variable transmission). However, the heat dissipation effect in the transmission cavity is poor, which can easily lead to poor heat dissipation of the continuously variable transmission and excessively high internal temperature, affecting the stability of power transmission. It can also accelerate the wear or deformation of components and shorten the service life of the engine. Summary of the Invention

[0003] In view of the technical problems existing in the prior art, the present invention provides an engine.

[0004] In order to achieve the above object, the present invention adopts the following technical solutions:

[0005] An engine, comprising:

[0006] A crankcase, wherein the crankcase has a chamber and a side chamber that are independent of each other, and the crankcase is provided with an air inlet that communicates with the interior of the chamber;

[0007] a continuously variable transmission, the continuously variable transmission comprising a driving wheel assembly, a driven wheel assembly, and a transmission portion disposed in the chamber, and a transmission assembly connected to the driving wheel assembly and the driven wheel assembly and located in the side chamber;

[0008] An air guide chamber is provided on the inner side surface of the crankcase cover of the engine at a position corresponding to the driving wheel assembly, the air guide chamber being enclosed by the inner side surface of the crankcase cover and an air guide baffle provided thereon; an air guide port is coaxially provided on a side of the air guide chamber facing the driving wheel assembly, the air guide port being used to connect the air guide chamber with the chamber where the driving wheel assembly is located, the driving wheel assembly and the driven wheel assembly are both provided in the chamber; a vent communicating with the air inlet is also provided on the air guide chamber;

[0009] an upper air outlet, provided on the crankcase near and above the driven wheel assembly, for allowing the gas arriving thereto to flow out of the chamber;

[0010] a lower air outlet, provided on the crankcase and located below the driven wheel assembly, for allowing the gas arriving thereto to flow out of the chamber;

[0011] a first spiral air guide portion, which is arranged on the chamber and distributed around an outer edge of the driving wheel assembly away from the driven wheel assembly, and an input end of the first spiral air guide portion is located above the driving wheel assembly, and an output end of the first spiral air guide portion extends downward and toward the lower air outlet after surrounding an outer edge of the driving wheel assembly away from the driven wheel assembly; the first spiral air guide portion guides a portion of the gas from the air guide port to the lower air outlet and a position on the driven wheel assembly close to the first spiral air guide portion, and a portion of the gas passing through the first spiral air guide portion flows out from the lower air outlet, and the other portion flows toward the upper air outlet and flows out from the upper air outlet; and

[0012] A second spiral air guide portion is arranged on a side of the air guide chamber facing the driving wheel assembly and is distributed outside the outer edge of the driving wheel assembly away from the driven wheel assembly, one end of the second spiral air guide portion is located above the driving wheel assembly, and the other end is facing the direction of the driven wheel assembly; the second spiral air guide portion guides another part of the gas from the air guide port to the driven wheel assembly.

[0013] Furthermore, the engine also includes:

[0014] The third spiral air guide portion is arranged on the chamber and is distributed around the outer edge of the driven wheel assembly away from the driving wheel assembly. The air inlet end of the third spiral air guide portion corresponds to the other end of the second spiral air guide portion, and the air outlet end of the third spiral air guide portion is close to the upper air outlet. The third spiral air guide portion is used to guide the gas from the second spiral air guide portion to the upper air outlet.

[0015] Furthermore, the crankcase is provided with an appendage for dividing the internal space of the crankcase into two to form the chamber and the side chamber. The chamber is formed between the appendage and the crankcase cover, and the driving wheel part of the driving wheel assembly, the driven wheel part of the driven wheel assembly and the transmission part are all arranged in the chamber; the air inlet is arranged on the appendage and communicated with the chamber, and an appendage air duct is provided on the appendage, one end of the appendage air duct is connected to the air inlet, and the other end is connected to the air guide chamber through the vent.

[0016] Furthermore, the appendage has a main wall arranged opposite to the crankcase cover and a peripheral wall extending from the periphery of the main wall toward the crankcase cover, and the air inlet and upper air outlet are both arranged on the peripheral wall; the first spiral air guide portion and the third spiral air guide portion are arranged near the edge of the main wall.

[0017] Furthermore, the inner side surface of the crankcase cover has a groove with an opening toward the driving wheel assembly, and the air guide baffle is arranged at the opening of the groove to enclose it to form the air guide chamber; the ventilation port is arranged on the groove wall of the groove toward the upper end of the crankcase cover to communicate with the air inlet.

[0018] Furthermore, a portion of the groove wall away from the driven wheel assembly protrudes out of the air guide baffle toward the driving wheel assembly, and the portion of the groove wall protruding out of the air guide baffle is open toward the driven wheel assembly and close to the first spiral air guide portion.

[0019] Furthermore, a first slot is provided on the groove at the position of the vent, and the air guide baffle includes a plate body provided with the air guide port and a limiting portion fixed to the plate body, and the plate body is detachably connected to the crankcase cover to cover the opening of the groove, and the limiting portion has a limiting support ear corresponding to the position of the first slot and capable of being slidably assembled in the first slot.

[0020] Furthermore, the engine also includes an impeller, which is arranged on a side of the driving wheel assembly facing the wind guide baffle, and is used to increase the pressure and speed of the gas from the wind guide chamber.

[0021] Furthermore, the driving wheel assembly includes an active driving disc and an active moving disc disposed in the chamber and spaced apart from each other, and a crankshaft having a first section extending into the chamber and axially connected to the active driving disc and the active moving disc, and a second section of the crankshaft being located in the side chamber;

[0022] The driven wheel assembly includes a driven drive disc and a driven movable disc disposed in the chamber and spaced apart from each other, and a secondary clutch shaft having a third section extending into the chamber and axially connected to the driven drive disc and the driven movable disc, wherein a fourth section of the secondary clutch shaft is located in the side chamber;

[0023] The transmission part is a transmission belt sleeved on the crankshaft and the secondary clutch shaft, with one end located between the active driving disc and the active movable disc and the other end located between the driven driving disc and the driven movable disc.

[0024] Furthermore, the transmission assembly includes an oil pump driving gear and a balancing driving gear disposed in the side chamber and connected to the second section of the crankshaft, a crank-connecting rod assembly located on one side of the balancing driving gear, a balancing shaft located on one side of the crankshaft, and a balancing driven gear disposed on the balancing shaft and meshing with the balancing driving gear; and

[0025] A clutch assembly is arranged in the side chamber and connected to the fourth section of the secondary clutch shaft, a secondary driving gear is arranged on one side of the clutch assembly, a countershaft is connected to the crankcase and located on one side of the secondary driving gear, a countershaft gear is connected to the countershaft shaft, a main shaft is connected to the crankcase and located on one side of the countershaft, a secondary driven gear is connected to the mainshaft shaft and meshed with the secondary driving gear, and a mainshaft gear is arranged on one side of the secondary driven gear and meshed with the countershaft gear.

[0026] In summary, the beneficial effects of the present invention are as follows: 1. The crankcase is divided into independent chambers and side chambers, and the driving wheel part, the driven wheel part and the transmission belt of the core of the continuously variable transmission are placed in the chamber, while the remaining components such as the transmission assembly are installed in the side chamber, so that the internal structure layout of the engine is more reasonable and orderly, and the interference and crowding between the components are avoided, the internal space is fully utilized, and the entire engine structure is more compact. 2. Cold air is introduced through the air inlet, guided by the air guide chamber, and heat exchange and cooling are carried out on the driving wheel assembly, the driven wheel assembly and the transmission part, which can effectively take away the heat generated during the operation of the continuously variable transmission, prevent these key components from overheating and causing performance degradation, increased wear of parts and even damage, and ensure the normal and reliable operation of the entire engine. 3. The first spiral air guide part is arranged at the outer edge of the driving wheel assembly, which can specifically guide part of the gas entering the chamber, first cooling the driving wheel part, and then acting on its outer edge area. When running clockwise, some wind can also cool the driven wheel part close to the driving wheel part. The first spiral air guide strengthens local heat exchange on the driving wheel, preventing local overheating and fully ensuring the heat dissipation of the driving wheel assembly. The second spiral air guide can guide air to the driven wheel assembly to cool the driven wheel assembly, avoiding local overheating and performance degradation caused by poor heat dissipation in the central area, and ensuring stable operation of the driven wheel assembly. The third spiral air guide can guide the air at the outer edge of the driven wheel portion to cool its outer heat exchange, while also providing support for heat dissipation on the inner side of the driving wheel portion, further improving the overall heat dissipation effect. Fourth, the second spiral air guide is set up using the groove wall structure of the groove on the crankcase cover, eliminating the need for a large number of additional complex components or occupying too much space, optimizing the layout of the air duct in the engine chamber, and making the air duct system more compact, efficient, and reasonable. Fifth, when the driving wheel assembly and driven wheel assembly rotate, each spiral air guide guides the air flow within the chamber, promoting air convection between the upper and lower areas of the chamber, driving air circulation throughout the chamber, strengthening heat transfer and dissipation between different locations, helping to maintain temperature uniformity in the chamber, and improving overall heat dissipation performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 It is a structural schematic diagram of an engine provided by the present invention.

[0028] Figure 2 It is the main view of the figure.

[0029] Figure 3 yes Figure 2 Middle AA section view.

[0030] Figure 4 It is a cross-sectional view of the chamber in the present invention.

[0031] Figure 5 It is a schematic diagram of the three-dimensional structure of the engine without the crankcase cover installed in the present invention.

[0032] Figure 6 yes Figure 5 main view.

[0033] Figure 7 It is a structural schematic diagram of the crankcase cover in the present invention without the air guide baffle installed.

[0034] Figure 8 It is a schematic diagram of the three-dimensional structure of the crankcase cover after the air guide baffle is installed in the present invention.

[0035] Figure 9 yes Figure 8 main view.

[0036] Figure 10 It is a structural schematic diagram of the air guide baffle in the present invention.

[0037] Figure 11 yes Figure 10 sectional view of .

[0038] Figure 12 It is a schematic diagram of the three-dimensional structure of the continuously variable transmission in the present invention.

[0039] Figure 13 It is a cross-sectional view of the continuously variable transmission of the present invention.

[0040] In the figure, 100-crankcase, 110-air inlet pipe, 111-air inlet, 120-chamber, 121-first spiral air guide, 122-third spiral air guide, 130-appendage, 131-appendage air duct, 132-front wall, 133-circumferential wall, 134-air guide cover, 140-side chamber, 200-crankcase cover, 210-air guide baffle, 211-plate, 2110-air guide, 212-limiting part, 2120-limiting ear, 220-air guide chamber, 221-ventilation, 230-groove, 240-second spiral air guide, 250-first slot, 260-second slot, 300-driving wheel assembly, 31 0-active driving plate, 311-blade, 320-active moving plate, 330-crankshaft, 400-driven wheel assembly, 410-driven driving plate, 420-driven moving plate, 430-secondary clutch shaft, 500-lower air outlet plate, 510-lower air outlet, 600-drive belt, 700-transmission assembly, 710-oil pump driving gear, 720-balance driving gear, 730-crank-connecting rod assembly, 740-balance shaft, 741-balance driven gear, 750-clutch assembly, 760-secondary driving gear, 770-countershaft, 780-countershaft gear, 790-main shaft, 791-secondary driven gear, 792-main shaft gear. DETAILED DESCRIPTION

[0041] The present invention will be further described below with reference to specific drawings.

[0042] See also Figure 1 、 Figure 2 、 Figure 3 、 Figure 4 and Figure 6 The present invention provides an engine, a crankcase 100, a continuously variable transmission and an air guide chamber arranged in the crankcase 100, and an upper air outlet and a lower air outlet. The crankcase has a chamber 120 and a side chamber 140 that are independent of each other. The crankcase 100 is provided with an air inlet 111 that communicates with the interior of the chamber 120. The continuously variable transmission includes a driving wheel assembly 300, a driven wheel assembly 400 and a transmission part arranged in the chamber 120, and a transmission assembly 700 connected to the driving wheel assembly 300 and the driven wheel assembly 400 and located in the side chamber 140. The air guide chamber 220 is arranged on the inner side surface of the crankcase cover 200 of the engine at a position corresponding to the driving wheel assembly 300. The air guide chamber 220 is enclosed by the inner side surface of the crankcase cover 200 and the air guide baffle 210 arranged thereon. An air guide port 2110 is coaxially disposed on one side of the air guide chamber 220 facing the driving wheel assembly 300. The air guide port 2110 is used to connect the air guide chamber 220 with the chamber 120 where the driving wheel assembly 300 is located. The driving wheel assembly 300 and the driven wheel assembly 400 are both disposed in the chamber 120. The air guide chamber 220 is also provided with a vent 221 that communicates with the air inlet 111.

[0043] The upper air outlet is provided on the crankcase 100 near and above the driven wheel assembly 400, and is used for allowing the gas arriving thereto to flow out of the chamber 120. The lower air outlet 510 is provided on the crankcase 100 and below the driven wheel assembly 400, and is used for allowing the gas arriving thereto to flow out of the chamber 120. Those skilled in the art will understand that the terms "above" and "below" may refer to directly above, directly below, obliquely above, and obliquely below the driven wheel assembly 400. In this embodiment, the upper air outlet is provided obliquely above the driven wheel assembly 400 (obliquely in the direction away from the driving wheel assembly 300), and the lower air outlet 510 is provided obliquely below the driven wheel assembly 400 (obliquely in the direction away from the driving wheel assembly 300). Specifically, the upper air outlet is connected to an air guide 134 with a lateral opening. The air guide 134 is used to redirect the air from the upper air outlet so that the air flows out laterally from the opening on one side of the air guide 134. This prevents the hot air from the upper air outlet from blowing directly upward onto the rider, which would affect the riding experience.

[0044] Cold air from the outside of the crankcase 100 is guided through the air inlet 111 through the air guide chamber 220, entering the chamber 120 at the air guide 2110 and cooling the driving wheel assembly 300 through heat exchange. As the driving wheel assembly 300 and the driven wheel assembly 400 rotate, the cold air at the air guide 2110 flows above and below the driven wheel assembly 400, respectively, and then flows out through the corresponding air outlets. This effectively removes heat generated by the driving wheel assembly 300 and the driven wheel assembly 400 during operation, preventing them from overheating and causing performance degradation, increased wear and even damage to components. This ensures the normal and reliable operation of the entire continuously variable transmission, helps maintain the engine within a suitable operating temperature range, and extends the engine's service life.

[0045] Please continue reading Figure 3The crankcase 100 is provided with an appendage 130, which is used to divide the internal space of the crankcase 100 into two, forming a mutually independent chamber 120 and a side chamber 140. The appendage 130 is located between the crankcase 100 and the crankcase cover 200 and is screwed to the crankcase 100 and the crankcase cover 200. The screwed connection between the crankcase 100, the appendage 130, and the crankcase cover 200 allows for easy assembly and disassembly, and facilitates replacement and repair of worn parts. A chamber 120 is formed between the appendage 130 and the crankcase cover 200. The driving wheel portion of the driving wheel assembly 300, the driven wheel portion of the driven wheel assembly 400, and the transmission portion are all disposed within the chamber 120. In this way, components that are in operation for a long time can be arranged in an independent chamber 120. By introducing external cold air into the chamber 120 through the air inlet 111, the driving wheel part, the driven wheel part and the transmission part in the chamber 120 can be effectively dissipated and a good air environment can be created, which can ensure the transmission accuracy and transmission efficiency of the driving wheel part, the driven wheel part and the transmission part.

[0046] See also Figure 5 and Figure 6 The appendage 130 includes a front wall 132 facing the crankcase cover 200 and a peripheral wall 133 extending from the periphery of the front wall 132 toward the crankcase cover 200. The air inlet 111 and upper air outlet described above are both located on the peripheral wall 133. A first spiral air guide 121 (dashed line B) and a third spiral air guide 122 (dashed line C) are located near the edge of the front wall 132. The first and third spiral air guides 121, 122 cooperate with the crankcase 100 to guide air.

[0047] The appendage 130 is provided with an air inlet pipe 110, and the port of the air inlet pipe 110 is defined as an air inlet 111 connected to the chamber 120. The appendage 130 is provided with an appendage air duct 131, one end of which is connected to the air inlet 111, and the other end is connected to the air guide chamber 220 through the vent 221. The appendage air duct 131 can provide a clear and fixed flow path for the incoming cold air, so that the cold air entering from the outside can follow a pre-designed route, passing through the air inlet 111, the appendage air duct 131, the vent 221 in sequence, and finally reaching the air guide chamber 220, and then flowing to the chamber 120 where the driving wheel part, the driven wheel part and the transmission part are located. In this way, the cold air can be accurately delivered to the key parts that need heat dissipation, avoiding the situation where the air flow is disordered, dispersed or cannot effectively reach the target area, thereby improving the pertinence and effectiveness of ventilation and heat dissipation, and ensuring efficient heat exchange and cooling of important components such as the driving wheel and the driven wheel.

[0048] Please continue reading Figure 6The engine air duct further includes a first spiral air guide portion 121, a second spiral air guide portion 240, and a third spiral air guide portion 122. The first spiral air guide portion 121 is disposed on the chamber 120 around the outer edge of the driving wheel assembly 300 away from the driven wheel assembly 400, and the input end of the first spiral air guide portion 121 is located above the driving wheel assembly 300. The output end of the first spiral air guide portion 121 extends downward and toward the lower air outlet 510 around the outer edge of the driving wheel assembly 300 away from the driven wheel assembly 400. The spacing between the first spiral air guide portion 121 and the driving wheel portion gradually increases from the input end to the output end. At locations where the spacing is narrower, the wind pressure is higher, while at locations where the spacing is wider, the pressure is lower. Therefore, when the driving wheel portion rotates clockwise, air flows more easily from high-pressure areas to low-pressure areas, making it easier for wind to flow out of the air outlet.

[0049] The first spiral air guide portion 121 guides a portion of the gas from the air guide port 2110 to the lower air outlet 510 and the position of the driven wheel assembly 400 close to the first spiral air guide portion 121. The first spiral air guide portion 121 is arranged on the outer edge of the driving wheel assembly 300 away from the driven wheel assembly 400. It can perform targeted diversion on a portion of the gas entering the chamber 120 from the air guide port 2110, so that this part of the cold air is actually first aimed at the driving wheel part to cool it down, and then directly acts on the outer edge area of ​​the side of the driving wheel part, which can enhance the local heat exchange of the driving wheel part and avoid local overheating of this part due to poor heat dissipation, thereby more comprehensively ensuring the overall heat dissipation effect of the driving wheel assembly 300 and maintaining its good working condition.

[0050] Please continue reading Figure 6During operation, the driving wheel assembly 300 rotates clockwise. A portion of the air passing through the first spiral air guide 121 flows out of the lower air outlet 510, while the remaining portion flows toward the upper air outlet and out of the upper air outlet. This process promotes air convection between the upper and lower areas of the chamber 120, driving the circulation of air throughout the chamber 120, enhancing the transfer and dissipation of heat between different locations, helping to maintain temperature uniformity within the chamber 120 and improving overall heat dissipation performance. The first spiral air guide portion 121 can guide the gas to the third spiral air guide portion 122 close to the driven wheel assembly 400. After being guided by the third spiral air guide portion 122, the gas can flow out from the upper air outlet, and the wind also dissipates heat to the position close to the driving wheel part on the driven wheel assembly 400 (that is, the inner side of the driven wheel assembly 400, close to the position of the driving wheel assembly), providing additional assistance for the heat dissipation of the driven wheel assembly 400. This part of cold air guided by the first spiral air guide portion 121 can further enhance the cooling effect on the corresponding position of the driven wheel assembly 400, more comprehensively guarantee the heat dissipation of the driven wheel assembly 400, and ensure that it will not affect the transmission efficiency and accuracy due to overheating during long-term operation.

[0051] Please continue reading Figure 4 , the driving wheel assembly 300 is provided with an impeller on one side facing the wind guide baffle 210, which is used to increase the pressure and speed of the gas from the wind guide chamber 220. The impeller includes a number of blades 311 distributed around the center of the impeller, and each blade 311 is curved in a clockwise arc shape, which can accelerate the gas from the wind guide chamber 220 to the first spiral wind guide portion 121 and the second spiral wind guide portion 240. When the engine is working, the impeller rotates clockwise and fans from the center of the impeller to the outer edge, forcibly increasing the pressure and speed of the cold air entering through the air guide port 2110, so that the flow rate of the cold air is significantly increased. The high-speed flowing cold air can pass over the surfaces of components that need heat dissipation, such as the driving wheel assembly 300, the driven wheel assembly 400 and the transmission part, more quickly, increasing the number of contacts with these heat-generating components per unit time, thereby enhancing the heat exchange process.

[0052] The second spiral air guide 240 is disposed on the side of the air guide chamber 220 facing the driving wheel assembly 300. The second spiral air guide 240 is located on the outer edge of the driving wheel assembly 300, away from the driven wheel assembly 400. One end of the second spiral air guide 240 is located above the driving wheel assembly 300, and the other end faces toward the driven wheel assembly 400. The distance between the second spiral air guide 240 and the center of the air guide port 2110 gradually increases from one end to the other. This increasing distance serves the same purpose as the first spiral air guide 121. The second spiral air guide 240 guides another portion of the air from the air guide port 2110 to the driven wheel assembly 400. The function of the second spiral air guide 240 is to orderly guide the air from the air guide port 2110 to the driven wheel assembly 400. The cold air can directly act on the core area of ​​the driven wheel assembly 400, achieving targeted cooling of the driven wheel assembly 400, strengthening the heat dissipation effect of the driven wheel part, and avoiding local overheating and performance degradation of the entire driven wheel assembly 400 due to poor heat dissipation in the central area, thereby ensuring the stable operation of the driven wheel assembly 400. After the driven wheel assembly 400 rotates clockwise, the air is guided to flow out from the lower air outlet 510. At the same time, the air reaches the third spiral air guide 122 and is guided to flow out from the upper air outlet.

[0053] See also Figure 7 and Figure 8 The crankcase cover 200 has a groove 230 on its inner side, opening toward the driving wheel assembly 300. The air guide baffle 210 is disposed at the opening of the groove 230 to enclose the groove 230 and form an air guide chamber 220. A vent 221 is disposed on the groove wall of the groove 230, facing the upper end of the crankcase cover 200, to communicate with the air inlet 111. A portion of the groove wall of the groove 230, away from the driven wheel assembly 400, protrudes out of the air guide baffle 210 toward the driving wheel assembly 300. The portion of the groove wall protruding out of the air guide baffle 210 opens toward the driven wheel assembly 400 and is adjacent to the first spiral air guide portion 121. The second spiral air guide 240 utilizes the groove wall structure of the groove 230 on the crankcase cover 200. The portion protruding from the air guide baffle 210 serves as the second spiral air guide 240. This clever design integrates existing structures without adding a large number of complex components or occupying excessive space. It effectively guides the airflow from the air guide port 2110, optimizes the layout of the air duct within the entire engine chamber 120, and makes the air duct system more compact, efficient, and rational. Furthermore, by precisely directing the air to the driven wheel assembly 400, the heat dissipation effect of the driven wheel is enhanced.

[0054] After the engine is started, the driving wheel part will always rotate with the engine, so the wind flowing out of the air guide port 2110 can be guided to the driven wheel part very quickly.

[0055] See also Figure 7 A first slot 250 is provided on the groove 230 at the position of the vent 221, see Figure 10 and Figure 11 The air guide baffle 210 includes a plate body 211 having an air guide opening 2110 and a stopper 212 fixedly connected to the plate body 211. The plate body 211 is detachably connected to the crankcase cover 200 to cover the opening of the groove 230. The stopper 212 has a stopper lug 2120 that corresponds to the position of the first slot 250 and can be slidably assembled within the first slot 250. After the stopper lug 2120 is installed in the corresponding first slot 250, it can initially position the air guide baffle 210. To further stabilize the air guide baffle 210, the plate body 211 is also screwed to the crankcase cover 200 via bolts. This connection makes the air guide baffle 210 easy to install and easy to disassemble and maintain.

[0056] See also Figure 8 and Figure 9 The side wall of the crankcase cover 200 is provided with a notch communicating with the interior, and a second slot 260 is provided at the edge of the notch. A lower air outlet plate 500 is inserted into the second slot 260, and the lower air outlet plate 500 is provided with a plurality of lower air outlets 510. The lower air outlets 510 can be located directly below or obliquely below the driven wheel portion.

[0057] The third spiral air guide 122 is disposed on the chamber 120 and arranged around the outer edge of the driven wheel assembly 400, away from the driving wheel assembly 300. The air inlet end of the third spiral air guide 122 corresponds to the other end of the second spiral air guide 240, and the air outlet end of the third spiral air guide 122 is located near the upper air outlet. The third spiral air guide 122 is used to guide air from the second spiral air guide 240 to the upper air outlet. The distance between the third spiral air guide 122 and the center of the driven wheel assembly gradually increases from the air inlet end to the air outlet end. As the engine starts, the driven wheel assembly 400 rotates clockwise. The third spiral air guide 122 also guides air from the outer edge of the driven wheel portion to the upper air outlet, providing heat exchange and cooling for the outer portion of the driven wheel portion. As the driven wheel assembly 400 rotates clockwise, air is also directed to the first spiral air guide 121, which then guides the air out of the lower air outlet 510. During the clockwise rotation, a small amount of wind will be diverted to the position of the driving wheel part close to itself (i.e. the inner side of the driving wheel part, close to the position of the driven wheel part). Finally, this part of the wind flows out from the lower air outlet 510, which can also perform heat exchange and cooling on the inner side of the driving wheel part.

[0058] Please refer to Figure 12The driving wheel assembly 300 includes an active driving disc 310 and an active moving disc 320 disposed in the chamber 120 and spaced apart, and a crankshaft 330 having a first section extending into the chamber 120 and axially connected to the active driving disc 310 and the active moving disc 320. The second section of the crankshaft 330 is located in the side chamber 140. The active driving disc is the impeller mentioned above. The active driving disc 310, the active moving disc 320, and the first section of the crankshaft 330 are defined as the active wheel portion. The driven wheel assembly 400 includes a driven driving disc 410 and a driven moving disc 420 disposed in the chamber 120 and spaced apart, and a secondary clutch shaft 430 having a third section extending into the chamber 120 and axially connected to the driven driving disc 410 and the driven moving disc 420. The fourth section of the secondary clutch shaft 430 is located in the side chamber 140. The driven drive disc 410, the driven movable disc 420, and the third section of the secondary clutch shaft 430 are defined as the driven pulley portion. The transmission portion is a transmission belt 600, which is sleeved on the crankshaft 330 and the secondary clutch shaft 430, with one end positioned between the active drive disc 310 and the active movable disc 320 and the other end between the driven drive disc 410 and the driven movable disc 420. The transmission belt 600 is preferably a steel belt.

[0059] With this structure, independent chamber 120 draws in external cool air through air inlet 111, effectively dissipating heat from components within chamber 120 that operate for extended periods, including the active pulley (including active drive disc 310, active movable disc 320, etc.), the driven pulley (including driven drive disc 410, driven movable disc 420, etc.), and the transmission belt 600. This precisely delivers cool air to these critical areas, preventing disordered, scattered airflow, or airflow that fails to reach the target area. This improves the targeted and effective ventilation and cooling, ensuring efficient heat exchange and cooling, and preventing performance degradation due to overheating. This also prevents poor heat dissipation in the CVT, which could affect power transmission stability. After the engine is installed on the motorcycle, the driving wheel part is close to the front of the motorcycle. During driving, with the direction of the motorcycle as a reference, the air inlet 111 is forward (that is, close to the front of the motorcycle), which makes it convenient for the oncoming wind to enter the air inlet 111 more quickly during driving, and the two air outlets are close to the position of the driven wheel part (that is, away from the front of the motorcycle). Therefore, the cooling air of this engine circulates in the engine in a forward-to-back manner. The advantage of this is that during driving, the oncoming wind can take away the hot air at the two air outlet positions, avoiding the hot air being discharged to the driver and affecting the driving comfort.

[0060] Please refer to Figure 13The transmission assembly 700 includes an oil pump driving gear 710 and a balance driving gear 720 disposed in the side chamber 140 and connected to the second section of the crankshaft 330, a crank-connecting rod assembly 730 located on one side of the balance driving gear 720, a balance shaft 740 located on one side of the crankshaft 330, and a balance driven gear 741 disposed on the balance shaft 740 and meshing with the balance driving gear 720, a clutch assembly 750 disposed in the side chamber 140 and connected to the fourth section of the secondary clutch shaft 430, a secondary driving gear 760 disposed on one side of the clutch assembly 750, a countershaft 770 connected to the crankcase 100 and located on one side of the secondary driving gear 760, a countershaft gear 780 axially connected to the countershaft 770, and a countershaft gear 790 connected to the crankcase 100. The main shaft 790 connected to the axle box 100 and located on the side of the secondary shaft 770, the secondary driven gear 791 connected to the main shaft 790 and meshing with the secondary driving gear 760, and the main shaft gear 792 located on one side of the secondary driven gear 791 and meshing with the gear of the secondary shaft 770, the crank-connecting rod assembly 730 and the balance shaft 740, the balance driving gear 720, the balance driven gear 741 and other components in the transmission component 700 help to maintain the balance of the engine during operation, offset or reduce the unbalanced force generated by the high-speed movement of various components, reduce the vibration of the engine, improve driving comfort, and also help to extend the service life of various engine components and ensure the reliability and durability of the entire engine system. The core of the CVT, including the driving and driven pulleys and the transmission belt, is located within chamber 120, while the remaining components are installed in side chamber 140. This isolates the transmission assembly 700 from chamber 120, where these components reside. This reduces the impact of vibration and heat generated by the transmission assembly 700 during operation on key components such as the driving and driven pulleys and the transmission belt 600. Furthermore, the separate space facilitates maintenance and repair of components, eliminating the need to search and handle them within a complex and mixed space. This improves maintenance efficiency and reduces both difficulty and cost.

[0061] This engine: 1. The interior of the crankcase 100 is divided into a mutually independent chamber 120 and a side chamber 140. The driving wheel part, the driven wheel part and the transmission belt 600 of the core of the continuously variable transmission are placed in the chamber 120, while the remaining components such as the transmission assembly 700 are installed in the side chamber 140. This makes the internal structure layout of the engine more reasonable and orderly, avoids interference and crowding between the components, fully utilizes the internal space, and makes the entire engine structure more compact. 2. Cold air is introduced through the air inlet 111 and guided through the air guide chamber 220 to heat exchange and cool the driving wheel assembly 300, the driven wheel assembly 400 and the transmission part. This can effectively remove the heat generated during the operation of the continuously variable transmission, prevent these key components from overheating and causing performance degradation, increased wear and even damage to the components, and ensure the normal and reliable operation of the entire engine. 3. The first spiral air guide portion 121 is arranged at the outer edge of the driving wheel assembly 300, which can specifically guide part of the gas entering the chamber 120, first cooling the driving wheel part, and then acting on its outer edge area. When running clockwise, part of the wind can also cool the driven wheel part close to the driving wheel part. The first spiral air guide portion 121 strengthens the local heat exchange of the driving wheel, avoids local overheating, and fully guarantees the heat dissipation effect of the driving wheel assembly 300. The second spiral air guide portion 240 can guide the wind to the driven wheel assembly 400 to cool the driven wheel assembly 400, avoid local overheating and performance degradation caused by poor heat dissipation in the central area, and ensure the stable operation of the driven wheel assembly 400. The third spiral air guide portion 122 can guide the gas at the outer edge of the driven wheel part to cool its outer heat exchange, and at the same time provide assistance for the heat dissipation of the inner side of the driving wheel part, further improving the overall heat dissipation effect. Fourth, the second spiral air guide 240 utilizes the groove wall structure of the groove 230 on the crankcase cover 200, eliminating the need for a large number of complex components or excessive space. This optimizes the layout of the air duct within the engine chamber 120, making the air duct system more compact, efficient, and rational. Fifth, when the driving wheel assembly 300 and the driven wheel assembly 400 rotate, each spiral air guide guides airflow within the chamber 120, promoting air convection between the upper and lower areas within the chamber 120, driving air circulation throughout the chamber 120, enhancing heat transfer and dissipation between different locations, helping to maintain temperature uniformity within the chamber 120, and improving overall heat dissipation performance.

[0062] The above are merely embodiments of the present invention and are not intended to limit the patent scope of the present invention. Any equivalent structure made using the contents of the present invention's description and drawings, directly or indirectly applied to other related technical fields, is also within the patent protection scope of the present invention.

Claims

1. An engine, characterized in that: include: A crankcase, wherein the crankcase has a chamber and a side chamber that are independent of each other, and the crankcase is provided with an air inlet that communicates with the interior of the chamber; a continuously variable transmission, the continuously variable transmission comprising a driving wheel assembly, a driven wheel assembly, and a transmission portion disposed in the chamber, and a transmission assembly connected to the driving wheel assembly and the driven wheel assembly and located in the side chamber; An air guide chamber is provided on the inner side surface of the crankcase cover of the engine at a position corresponding to the driving wheel assembly, the air guide chamber being enclosed by the inner side surface of the crankcase cover and an air guide baffle provided thereon; an air guide port is coaxially provided on a side of the air guide chamber facing the driving wheel assembly, the air guide port being used to connect the air guide chamber with the chamber where the driving wheel assembly is located, the driving wheel assembly and the driven wheel assembly are both provided in the chamber; a vent communicating with the air inlet is also provided on the air guide chamber; an upper air outlet, provided on the crankcase near and above the driven wheel assembly, for allowing the gas arriving thereto to flow out of the chamber; a lower air outlet, provided on the crankcase and located below the driven wheel assembly, for allowing the gas arriving thereto to flow out of the chamber; a first spiral air guide portion, which is arranged on the chamber and distributed around an outer edge of the driving wheel assembly away from the driven wheel assembly, and an input end of the first spiral air guide portion is located above the driving wheel assembly, and an output end of the first spiral air guide portion extends downward and toward the lower air outlet after surrounding an outer edge of the driving wheel assembly away from the driven wheel assembly; the first spiral air guide portion guides a portion of the gas from the air guide port to the lower air outlet and a position on the driven wheel assembly close to the first spiral air guide portion, and a portion of the gas passing through the first spiral air guide portion flows out from the lower air outlet, and the other portion flows toward the upper air outlet and flows out from the upper air outlet; as well as A second spiral air guide portion is arranged on a side of the air guide chamber facing the driving wheel assembly and is distributed outside the outer edge of the driving wheel assembly away from the driven wheel assembly, one end of the second spiral air guide portion is located above the driving wheel assembly, and the other end is facing the direction of the driven wheel assembly; the second spiral air guide portion guides another part of the gas from the air guide port to the driven wheel assembly.

2. The engine according to claim 1, wherein: Also includes: The third spiral air guide portion is arranged on the chamber and is distributed around the outer edge of the driven wheel assembly away from the driving wheel assembly. The air inlet end of the third spiral air guide portion corresponds to the other end of the second spiral air guide portion, and the air outlet end of the third spiral air guide portion is close to the upper air outlet. The third spiral air guide portion is used to guide the gas from the second spiral air guide portion to the upper air outlet.

3. The engine according to claim 2, wherein: The crankcase is provided with an appendage for dividing the internal space of the crankcase into two to form the chamber and the side chamber. The chamber is formed between the appendage and the crankcase cover. The driving wheel part of the driving wheel assembly, the driven wheel part of the driven wheel assembly and the transmission part are all arranged in the chamber; the air inlet is arranged on the appendage and communicated with the chamber, and an appendage air duct is provided on the appendage, one end of the appendage air duct is connected to the air inlet, and the other end is connected to the air guide chamber through the vent.

4. The engine according to claim 3, wherein: The appendage has a main wall arranged opposite to the crankcase cover and a peripheral wall extending from the periphery of the main wall toward the crankcase cover, and the air inlet and upper air outlet are both arranged on the peripheral wall; the first spiral air guide portion and the third spiral air guide portion are arranged near the edge of the main wall.

5. The engine according to claim 3, wherein: The inner side surface of the crankcase cover has a groove with an opening facing the driving wheel assembly, and the air guide baffle is arranged at the opening of the groove to enclose it to form the air guide chamber; the ventilation port is arranged on the groove wall of the groove toward the upper end of the crankcase cover to communicate with the air inlet.

6. The engine according to claim 5, characterized in that: The portion of the groove wall away from the driven wheel assembly on the groove protrudes out of the air guide baffle toward the driving wheel assembly, and the portion of the groove wall protruding out of the air guide baffle is open toward the driven wheel assembly and close to the first spiral air guide portion.

7. The engine according to claim 5, wherein: A first slot is provided on the groove at the position of the vent, and the air guide baffle includes a plate body provided with the air guide port and a limiting portion fixed to the plate body, and the plate body is detachably connected to the crankcase cover to cover the opening of the groove, and the limiting portion has a limiting support ear corresponding to the position of the first slot and capable of being slidably assembled in the first slot.

8. The engine according to any one of claims 1 to 7, characterized in that: It also includes an impeller, which is arranged on a side of the driving wheel assembly facing the wind guide baffle and is used to increase the pressure and speed of the gas from the wind guide chamber.

9. The engine according to any one of claims 1 to 7, characterized in that: The driving wheel assembly includes an active driving disc and an active moving disc disposed in the chamber and spaced apart from each other, and a crankshaft having a first section extending into the chamber and axially connected to the active driving disc and the active moving disc, and a second section of the crankshaft being located in the side chamber; The driven wheel assembly includes a driven drive disc and a driven movable disc disposed in the chamber and spaced apart from each other, and a secondary clutch shaft having a third section extending into the chamber and axially connected to the driven drive disc and the driven movable disc, wherein a fourth section of the secondary clutch shaft is located in the side chamber; The transmission part is a transmission belt sleeved on the crankshaft and the secondary clutch shaft, with one end located between the active driving disc and the active movable disc and the other end located between the driven driving disc and the driven movable disc.

10. The engine according to claim 9, wherein: The transmission assembly includes an oil pump driving gear and a balancing driving gear disposed in the side chamber and connected to the second section of the crankshaft, a crank-connecting rod assembly located on one side of the balancing driving gear, a balancing shaft located on one side of the crankshaft, and a balancing driven gear disposed on the balancing shaft and meshing with the balancing driving gear; as well as A clutch assembly is arranged in the side chamber and connected to the fourth section of the secondary clutch shaft, a secondary driving gear is arranged on one side of the clutch assembly, a countershaft is connected to the crankcase and located on one side of the secondary driving gear, a countershaft gear is connected to the countershaft shaft, a main shaft is connected to the crankcase and located on one side of the countershaft, a secondary driven gear is connected to the mainshaft shaft and meshed with the secondary driving gear, and a mainshaft gear is arranged on one side of the secondary driven gear and meshed with the countershaft gear.

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