Motorcycle engine, debugging method of motorcycle engine and motorcycle

Abstract

The invention relates to a motorcycle engine, a debugging method of the motorcycle engine and a motorcycle. The motorcycle engine comprises a box shell, a crankshaft assembly and a magneto, the crankshaft assembly is arranged in the box shell and comprises a crankshaft, and the crankshaft is rotationally arranged in the box shell in the axis direction of the crankshaft. The magneto comprises a stator connected to the inner wall of the box shell and a rotor partially surrounding the stator. Wherein the rotor is arranged on the right part of the crankshaft; the motorcycle engine has an idling working condition, and under the condition that the motorcycle engine is in the idling working condition and under the action of electromagnetic force between the stator and the rotor, the maximum displacement value of the crankshaft in the axis direction of the crankshaft is smaller than or equal to a preset value. The maximum displacement value of the crankshaft in the axis direction of the crankshaft is small, the impact force formed between the crankshaft assembly and the box shell in the leftward direction or the rightward direction along the axis of the crankshaft can be reduced, then mechanical losses are reduced, meanwhile, the problem that abnormal sound is likely to happen to a motorcycle engine is solved, and the use experience feeling of a user is improved.

Description

Technical Field

[0001] The present application relates to the technical field of motorcycles, and in particular, to a motorcycle engine, a debugging method for a motorcycle engine, and a motorcycle. Background Art

[0002] A motorcycle engine generally includes a crankshaft and a transmission mechanism. The motorcycle engine is a mechanical device in which the power is transmitted from the crankshaft to the rear wheel of the motorcycle through the transmission mechanism to become the driving power of the motorcycle.

[0003] However, the traditional motorcycle engine has a relatively large abnormal noise at idle speed. Summary of the Invention

[0004] Based on this, in view of the above technical problems, it is necessary to provide a motorcycle engine, a debugging method for a motorcycle engine, and a motorcycle, which can reduce abnormal noise and improve the user experience.

[0005] According to a first aspect of the present application, there is provided a motorcycle engine, comprising:

[0006] A housing;

[0007] A crankshaft assembly disposed within the housing and including a crankshaft and a crankpin, the crankshaft being rotatably disposed within the housing about an axis of the crankshaft; the crankshaft includes a left portion of the crankshaft and a right portion of the crankshaft, and the left portion of the crankshaft and the right portion of the crankshaft are connected by the crankpin; and

[0008] A magneto, including a stator connected to an inner wall of the housing, and a rotor partially surrounding the stator;

[0009] Wherein, the rotor is disposed on the right portion of the crankshaft; the motorcycle engine has an idle condition;

[0010] When the motorcycle engine is in the idle condition, and under the action of the electromagnetic force between the stator and the rotor, a maximum displacement value of the crankshaft in a direction along the axis of the crankshaft is less than or equal to a preset value.

[0011] In one embodiment, the preset value is less than or equal to 0.04 mm.

[0012] In one embodiment, the housing includes a first box body and a first box cover covering the first box body;

[0013] The motorcycle engine further includes at least one adjusting shim having a preset thickness;

[0014] The at least one shim includes a first shim which, along the axial direction of the crankshaft, is disposed between the stator and the fixed stator boss of the first engine cover; and / or, the at least one shim includes a second shim which, along the axial direction of the crankshaft, is disposed between the first engine body and the first engine cover.

[0015] In one embodiment, the motorcycle engine further includes a locking member;

[0016] The locking member is sleeved on the crankshaft, and along the axial direction of the crankshaft, the crankshaft and the locking member abut against the rotor in opposite directions.

[0017] In one embodiment, a first mating surface is provided on the rotor, and a second mating surface adapted to the first mating surface is provided on the crankshaft;

[0018] The first mating surface and the second mating surface are parallel to each other and are both arranged at an angle to the axial direction of the crankshaft.

[0019] In one embodiment, when the motorcycle engine is in the idle condition, the moment corresponding to the maximum displacement value of the crankshaft along the axial direction of the crankshaft is defined as the first moment;

[0020] The motorcycle engine further includes an igniter, and the ignition moment of the igniter is the second moment;

[0021] The first moment and the second moment are different moments.

[0022] In one embodiment, with the crank angle of the crankshaft as a reference, the time interval T0 between the first moment and the adjacent second moment satisfies: 50°CA ≤ T0 ≤ 310°CA.

[0023] According to a second aspect of the present application, there is provided a debugging method for a motorcycle engine, which is a method for debugging a motorcycle engine using the motorcycle engine in any of the above embodiments. The debugging method for the motorcycle engine includes:

[0024] Adjust the position of the stator relative to the rotor along the axial direction of the crankshaft;

[0025] When the motorcycle engine is in the idle condition, within a unit time, detect the displacement of the crankshaft along the axial direction of the crankshaft when the motorcycle engine is in the idle condition;

[0026] Obtain a first function relationship curve of the displacement of the crankshaft along the axial direction of the crankshaft and time when the motorcycle engine is in the idle condition;

[0027] According to the first functional relationship curve, determine whether the maximum displacement value of the crankshaft along the axis direction of the crankshaft is less than or equal to a preset value when the motorcycle engine is in the idle condition; if not, readjust the position of the stator relative to the rotor along the axis direction of the crankshaft until the maximum displacement value of the crankshaft along the axis direction of the crankshaft is less than or equal to the preset value when the motorcycle engine is in the idle condition.

[0028] In one embodiment, define the moment corresponding to the maximum displacement value of the crankshaft along the axis direction of the crankshaft when the motorcycle engine is in the idle condition as the first moment;

[0029] The motorcycle engine further includes an igniter, and the ignition moment of the igniter is the second moment;

[0030] The debugging method of the motorcycle engine further includes: obtaining a second functional relationship curve between the ignition pulse of the igniter and time;

[0031] According to the first functional relationship curve and the second functional relationship curve, determine whether the first moment and the second moment are different moments; if not, readjust the position of the stator relative to the rotor along the axis direction of the crankshaft until the first moment and the second moment are different moments.

[0032] In one embodiment, the housing includes a first box body and a first box cover covering the first box body;

[0033] The motorcycle engine further has a static state in which it does not work;

[0034] Define the position of the crankshaft relative to the first box body along the axis direction of the crankshaft when the motorcycle engine is in the static state as the basic position of the crankshaft;

[0035] The debugging method of the motorcycle engine further includes: when the motorcycle engine is in the idle condition, if the position of the crankshaft relative to the first box body along the axis direction of the crankshaft is the same as the basic position of the crankshaft and there is no abnormal noise during idling, then do not readjust the position of the stator relative to the rotor along the axis direction of the crankshaft.

[0036] According to the third aspect of the present application, there is provided a motorcycle, including the motorcycle engine according to any one of the above embodiments.

[0037] In the technical solution of the present application, when the motorcycle engine is in the idle condition, the maximum displacement value of the crankshaft along the axis direction of the crankshaft is less than or equal to the preset value. Therefore, when the motorcycle engine is in the idle condition, the maximum displacement value of the crankshaft along the axis direction of the crankshaft is small, which can reduce the impact force formed between the crankshaft assembly and the housing in the left or right direction along the axis of the crankshaft, thereby reducing mechanical losses and at the same time improving the problem that abnormal noises are likely to occur in the motorcycle engine, and enhancing the user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 FIG. shows a schematic structural diagram of a motorcycle engine in an embodiment of the present application.

[0039] Figure 2 FIG. shows a schematic structural diagram of a first adjusting shim in an embodiment of the present application.

[0040] Figure 3 FIG. shows a schematic structural diagram of a second adjusting shim in an embodiment of the present application.

[0041] Figure 4 FIG. shows a schematic diagram of a first function relationship curve and a second function relationship curve in an embodiment of the present application.

[0042] Figure 5 FIG. shows a schematic diagram of the position difference of 0 mm of the crankshaft along the axis direction in the static state and the idle condition, and the first function relationship curve and the second function relationship curve in another embodiment of the present application.

[0043] Figure 6 FIG. shows a schematic diagram of the first function relationship curve and the second function relationship curve in the comparative example (i.e., the abnormal noise case).

[0044] REFERENCE SIGNS: 10, motorcycle engine; 100, housing; 110, first box body; 120, first box cover; 130, second box body; 200, crankshaft assembly; 210, crankshaft; 2101, second mating surface; 220, connecting rod; 230, bearing; 240, crankshaft bearing shell; 300, magneto; 310, stator; 320, rotor; 321, first part; 322, second part; 3201, first mating surface; 410, first adjusting shim; 420, second adjusting shim; 500, locking member; 600, starting clutch; 700, cylinder; 710, piston; 810, driving fixed pulley; 820, driving sliding pulley; T1, first moment; T2, second moment; W1, first position; W2, second position; Q1, first function relationship curve; Q2, second function relationship curve. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0045] To make the above objects, features, and advantages of the present application more apparent and understandable, the following provides a detailed description of the specific embodiments of the present application with reference to the accompanying drawings. A lot of specific details are set forth in the following description to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways different from those described herein. Those skilled in the art can make similar improvements without departing from the connotation of the present application. Therefore, the present application is not limited by the specific embodiments disclosed below.

[0046] In the description of the present application, it should be understood that if terms such as "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. appear, the orientation or positional relationship indicated by these terms is based on the orientation or positional relationship shown in the drawings. These are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present application.

[0047] In addition, if terms such as "first" and "second" appear, these terms are only for descriptive purposes and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include at least one of such features. In the description of the present application, if the term "plurality" appears, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise specifically and clearly defined.

[0048] In the present application, unless otherwise clearly specified and limited, if terms such as "install", "connect", "couple", "fix", etc. appear, these terms should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or integrated; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements or the interaction relationship between two elements, unless otherwise clearly limited. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances.

[0049] In this application, unless otherwise clearly specified and defined, if there is a description such as a first feature being "on" or "under" a second feature, its meaning can be that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, the first feature being "above", "over", and "on top of" the second feature can mean that the first feature is directly above or obliquely above the second feature, or simply indicates that the first feature has a higher horizontal height than the second feature. The first feature being "under", "beneath", and "underneath" the second feature can be that the first feature is directly below or obliquely below the second feature, or simply indicates that the first feature has a lower horizontal height than the second feature.

[0050] It should be noted that if an element is referred to as being "fixed to" or "disposed on" another element, it can be directly on the other element or there can also be an intermediate element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intermediate element at the same time. If so, the terms "vertical", "horizontal", "up", "down", "left", "right", and similar expressions used in this application are only for the purpose of illustration and do not represent the only implementation. Through research, it is found that during the operation of a motorcycle engine, the crankshaft drives the rotation of the rotor of the magneto. At this time, a magnetic force is generated between the rotor and the stator of the magneto. Since it is difficult for the magnetic force center lines of the stator and the rotor to coincide, the magnetic force generated between the rotor and the stator will generate a component force in the axial direction of the crankshaft, thereby driving the crankshaft to move in the axial direction of the crankshaft, causing the crankshaft to collide with the crankshaft bearing or the bearing and the engine block in the left or right direction, and further resulting in a relatively large abnormal noise of the motorcycle engine under conditions such as idle speed.

[0051] In order to improve the problem of relatively large abnormal noise during the idle speed of a motorcycle engine, this application designs a motorcycle engine, a debugging method for the motorcycle engine, and a motorcycle, which can reduce the abnormal noise and improve the user experience. These countermeasures are finally implemented on the formal product through the design of component drawings.

[0052] Figure 1 The structural schematic diagram of the motorcycle engine in an embodiment of this application is shown.

[0053] Please refer to Figure 1 , an embodiment of this application provides a motorcycle engine 10, including a crankcase 100, a crankshaft assembly 200, and a magneto 300.

[0054] The crankshaft assembly 200 is disposed in the crankcase 100, and the crankshaft assembly 200 includes a crankshaft 210. The crankshaft 210 is rotatably disposed in the crankcase 100 around the axis direction of the crankshaft 210. The magneto 300 includes a stator 310 connected to the inner wall of the crankcase 100, and a rotor 320 partially surrounding the stator 310. Among them, the rotor 320 is disposed on the crankshaft 210.

[0055] The motorcycle engine 10 further includes a cylinder 700 and an igniter. The crankshaft assembly 200 further includes a connecting rod 220. The piston 710 of the cylinder 700 is connected to the crankshaft 210 through the connecting rod 220. After the fuel mixture in the cylinder 700 is ignited by the igniter at the ignition moment, the thermal energy generated by the combustion of the fuel mixture is converted into mechanical energy, and the piston 710 is driven to perform a linear motion. The linear motion of the piston 710 is converted into the rotational motion of the crankshaft 210 through the connecting rod 220, and then the power can be transmitted to the rear wheel of the motorcycle, thereby driving the motorcycle to travel.

[0056] Installing the rotor 320 on the crankshaft 210 enables the rotor 320 to rotate with the crankshaft 210. According to the principle of electromagnetic induction, an electric current can be generated in the power generation coil of the stator 310 for the use of the motorcycle's circuit, providing electrical energy for the electrical equipment of the motorcycle such as headlights, horns, and igniters, and even charging the storage battery.

[0057] The motorcycle engine 10 has an idle condition. When the motorcycle engine 10 is in the idle condition, and under the action of the electromagnetic force between the stator 310 and the rotor 320, the maximum displacement value of the crankshaft 210 along the axis direction of the crankshaft 210 is less than or equal to a preset value.

[0058] Since when the motorcycle engine 10 is in the idle condition, the maximum displacement value of the crankshaft 210 along the axis direction of the crankshaft 210 is less than or equal to the preset value, therefore, when the motorcycle engine 10 is in the idle condition, the maximum displacement value of the crankshaft 210 along the axis direction of the crankshaft 210 is small, which can reduce the impact force formed between the crankshaft assembly 200 and the housing 100 in the left or right direction along the axis of the crankshaft 210, thereby reducing mechanical losses, and at the same time improving the problem that abnormal noises are likely to occur in the motorcycle engine 10 and enhancing the user experience.

[0059] The housing 100 includes a first box body 110 and a first box cover 120 covering the first box body 110. The motorcycle engine 10 also has a static state of not working. Define the position of the crankshaft 210 along the axis direction of the crankshaft 210 relative to the first box body 110 when the motorcycle engine 10 is in the static state as the basic position of the crankshaft 210. In special cases, when the motorcycle engine 10 is in the idle condition and the position of the crankshaft 210 along the axis direction of the crankshaft 210 relative to the first box body 110 is the same as the basic position of the crankshaft 210, this indicates that the difference in the crankshaft position between the static state and the idle condition of the crankshaft 210 is 0 mm, that is, there is no displacement. This is a special case and also an ideal position.

[0060] In some embodiments, the preset value is less than or equal to 0.04 mm.

[0061] Controlling the preset value within a relatively small numerical range can reduce the impact force in the left or right direction along the axis of the crankshaft 210 formed between the crankshaft assembly 200 and the crankcase 100, thereby reducing mechanical losses. At the same time, it can improve the problem that abnormal noises are likely to occur in the motorcycle engine 10 and enhance the user experience. In some embodiments, the crankcase 100 includes a first crankcase body 110 (i.e., the right crankcase body), a first crankcase cover 120 (i.e., the right crankcase cover) covering the first crankcase body 110. The crankcase 100 further includes a second crankcase body 130 (i.e., the left crankcase body) and a second crankcase cover (not shown in the figure) covering the second crankcase body 130. Along the axis direction of the crankshaft 210, the second crankcase body 130 is connected to the side of the first crankcase body 110 away from the first crankcase cover 120. The first crankcase body 110 and the second crankcase body 130 are connected by bolts. The first crankcase body 110 and the first crankcase cover 120 can also be connected by bolts. The second crankcase body 130 and the second crankcase cover (i.e., the left crankcase cover) can also be connected by bolts.

[0062] The crankshaft 210 and the magneto 300 can be installed in the cavity surrounded by the first crankcase body 110, the first crankcase cover 120, the second crankcase body 130, and the second crankcase cover (not shown in the figure).

[0063] The motorcycle engine 10 further includes at least one shim with a preset thickness.

[0064] It can be that at least one shim includes a first shim 410. Along the axis direction of the crankshaft 210, the first shim 410 is disposed between the stator 310 and the fixed stator boss of the first crankcase cover 120. It can also be that at least one shim includes a second shim 420. Along the axis direction of the crankshaft 210, the second shim 420 is disposed between the first crankcase body 110 and the first crankcase cover 120.

[0065] A first adjusting shim 410 with a suitable thickness can be provided between the stator 310 and the fixed stator boss of the first cover 120, enabling the stator 310 to displace a certain distance to the left along the axis direction of the crankshaft 210 (this distance is equal to the thickness of the first adjusting shim 410); also along the axis direction of the crankshaft 210, a second adjusting shim 420 can be arranged between the first housing 110 and the first cover 120, enabling the first cover 120 and the stator 310 to displace a certain distance to the right along the axis direction of the crankshaft 210 (this distance is equal to the thickness of the second adjusting shim 420). In this way, the position of the stator 310 along the axis direction of the crankshaft 210 can be adjusted by using adjusting shims with suitable thicknesses, and then the magnetic center lines of the stator 310 and the rotor 320 can tend to coincide when the motorcycle engine 10 is in the idle condition. Furthermore, the maximum displacement value of the crankshaft 210 along the axis direction of the crankshaft 210 when the motorcycle engine 10 is in the idle condition can be adjusted, and the adjustment can be made in the direction of reducing the maximum displacement value of the crankshaft 210 along the axis direction of the crankshaft 210, so as to better improve the problem that abnormal noises are likely to occur in the motorcycle engine 10, and further improve the user experience.

[0066] In some embodiments, the thickness of the adjusting shim is 0.5 mm - 4 mm.

[0067] Exemplarily, the thickness of the adjusting shim is 0.5 mm, 1 mm, 1.5 mm, 2 mm, 2.5 mm, 3 mm, 3.5 mm or 4 mm.

[0068] An adjusting shim with a suitable thickness can be selected according to needs to reduce the maximum displacement value of the crankshaft 210 along the axis direction of the crankshaft 210, and further improve the problem that abnormal noises are likely to occur in the motorcycle engine 10 and enhance the user experience.

[0069] In some embodiments, along the axis direction of the crankshaft 210, the second adjusting shim 420 is sealingly connected between the first housing 110 and the first cover 120.

[0070] Optionally, the material of the second adjusting shim 420 is a paper material.

[0071] The second adjusting shim 420 can be used to improve the sealing reliability of the connection between the first housing 110 and the first cover 120, and the distance between the first housing 110 and the first cover 120 can also be increased by adding the second adjusting shim 420, that is, the stator 310 is moved to the right in the axial direction of the crankshaft 210, increasing the axial distance between the rotor 320 and the stator 310 in the axial direction of the crankshaft 210 to adjust the distance between the magnetic center lines of the rotor 320 and the stator 310.

[0072] In particular, whether adjusting the first adjusting shim 410 or the second adjusting shim 420 is for adjusting the distance between the magnetic center lines of the rotor 320 and the stator 310, so as to make the magnetic center lines of the rotor 320 and the stator 310 coincide. After achieving the expectation, through the dimension adjustment of the components in the design, without increasing the number of components and with a very small increase or decrease in weight, the above goals can be met.

[0073] In some embodiments, the material of the first adjusting shim 410 is metal, and the first adjusting shim 410 and the fixed stator boss of the first box cover 120 are of an integrally formed structure. While reducing the number of components, it can also make the magnetic center lines of the stator 310 and the rotor 320 tend to coincide when the motorcycle engine 10 is in the idle condition, so as to better improve the problem that abnormal noises are likely to occur in the motorcycle engine 10, and thus the user experience can be improved.

[0074] In some embodiments, the motorcycle engine 10 further includes a locking member 500. The locking member 500 is sleeved on the crankshaft 210, and along the axial direction of the crankshaft 210, the crankshaft 210 and the locking member 500 abut against the rotor 320 in opposite directions.

[0075] Specifically, the locking member 500 is configured as a locking nut. The locking member 500 has an internal thread, and the crankshaft 210 has an external thread adapted to the internal thread, so that the locking member 500 can be threadedly connected to the crankshaft 210.

[0076] In this way, the rotor 320 can be fastened to the crankshaft 210 by using the locking member 500, and the rotor 320 can be limited and fixed by the crankshaft 210 and the locking member 500. Furthermore, the connection reliability between the rotor 320 and the crankshaft 210 can be improved, and the influence of dynamic unbalance between the rotor 320 and the crankshaft 210 can be made smaller, which is beneficial to improving the problem that abnormal noises are likely to occur in the motorcycle engine 10.

[0077] In some embodiments, a first mating surface 3201 is provided on the rotor 320, and a second mating surface 2101 adapted to the first mating surface 3201 is provided on the crankshaft 210. The first mating surface 3201 and the second mating surface 2101 are parallel to each other and are both arranged at an angle to the axial direction of the crankshaft 210.

[0078] In this way, the relative movement between the rotor 320 and the crankshaft 210 can be restricted by the obliquely arranged first mating surface 3201 and second mating surface 2101, that is, the second mating surface 2101 abuts against the first mating surface 3201 along the axial direction and the radial direction of the crankshaft 210 respectively, which can improve the connection reliability between the rotor 320 and the crankshaft 210, and further make the influence of dynamic unbalance between the rotor 320 and the crankshaft 210 smaller, which is beneficial to improving the problem that abnormal noises are likely to occur in the motorcycle engine 10.

[0079] In some embodiments, the rotor 320 includes a first portion 321 disposed around the crankshaft 210 and a second portion 322 disposed around the stator 310. The second portion 322 is connected to the outer peripheral side of the first portion 321, and a first mating surface 3201 is provided on the inner side wall of the first portion 321. The motorcycle engine 10 further includes a starting clutch 600, which is connected to the first portion 321 of the rotor 320, and along the axial direction of the crankshaft 210, the starting clutch 600 is limited to the side of the first portion 321 of the rotor 320 away from the locking member 500.

[0080] It can be understood that along the axial direction of the crankshaft 210, the first portion 321 of the rotor 320 is limited between the starting clutch 600 and the locking member 500. Therefore, the rotor 320 can be more firmly fixed to the crankshaft 210, and further, the influence of dynamic imbalance between the rotor 320 and the crankshaft 210 can be reduced, which is beneficial to improving the problem that abnormal noises are likely to occur in the motorcycle engine 10.

[0081] In some embodiments, the motorcycle engine 10 further includes a driving fixed pulley 810 and a driving sliding pulley 820. The driving fixed pulley 810 is sleeved on the crankshaft 210, and the driving sliding pulley 820 is located in the second housing 130. The driving sliding pulley 820 is used to cooperate with the driving fixed pulley 810 and transmit the power of the crankshaft 210 to a continuously variable transmission CVT (not shown in the figure) through a belt (not shown in the figure), and then transmit the power to the rear wheel of the motorcycle through a transmission gearbox (not shown in the figure) to achieve stepless speed change.

[0082] In some embodiments, the crankshaft 210 is mounted on the first housing 110 and the second housing 130 of the housing 100 through a crankshaft bearing bush 240 or a bearing, so that the crankshaft 210 is rotatably disposed in the housing 100 along the axial direction of the crankshaft 210.

[0083] In some embodiments, the end of the crankshaft assembly 200 is mounted in the first housing cover 120 through a bearing 230 and fixed through a bearing hole seat, which can improve the radial stability of the crankshaft 210 during operation.

[0084] In some embodiments, when the motorcycle engine 10 is in an idle condition, the moment corresponding to the maximum displacement value of the crankshaft 210 along the axial direction of the crankshaft 210 relative to the second moment T2 is defined as the first moment T1. The motorcycle engine 10 further includes an igniter (not shown in the figure), and the ignition moment of the igniter is the second moment T2. The first moment T1 and the second moment T2 are different moments. The second moment T2 is near 0 to 10 degrees of crankshaft rotation before the top dead center of the piston 710, that is, the ignition moment is near 0 to 10 °CA before the top dead center of the piston 710.

[0085] It should be noted that the motorcycle engine 10 further includes a pulse generator (not shown in the figure) and a controller (not shown in the figure) electrically connected to the pulse generator. The pulse generator includes a trigger magnet provided on the rotor 320 or the crankshaft 210, and a trigger coil provided on the stator 310 or the inner wall of the housing 100. The pulse generator is used to detect a pulse signal. Specifically, during the rotation of the trigger magnet with the crankshaft 210, when the trigger magnet passes through the trigger coil, the pulse generator detects the pulse signal. The controller determines the ignition timing according to the pulse signal and controls the igniter to ignite at the ignition timing, so that the motorcycle engine 10 can work stably and efficiently.

[0086] Since the first moment T1 and the second moment T2 are different moments, it is possible to avoid the superposition of the maximum combustion explosion gas pressure (driving the crankshaft 210 to do work) formed by the igniter at the ignition moment or instant, and the maximum axial displacement of the crankshaft 210 caused by the non-coincidence of the electromagnetic force centers of the rotor 320 and the stator 310. This superposition will cause or increase the impact of the crankshaft assembly 200 and the housing 100 in the left or right direction, and thus generate abnormal noises.

[0087] In some embodiments, based on the crank angle of the crankshaft 210, the time interval T0 between the first moment T1 and the adjacent second moment T2 satisfies: 50°CA ≤ T0 ≤ 310°CA.

[0088] By setting the time interval T0 between the first moment T1 and the adjacent second moment T2 within an appropriate range, it is possible to avoid the superposition of the maximum combustion explosion gas pressure (driving the crankshaft 210 to do work) formed by the igniter at the ignition moment or instant, and the maximum axial displacement of the crankshaft 210 caused by the non-coincidence of the electromagnetic force centers of the rotor 320 and the stator 310. Furthermore, the generation of abnormal noises can be reduced or even eliminated, improving the comfort of the motorcycle.

[0089] In Embodiment 1, the motorcycle engine 10 includes a housing 100, a crankshaft assembly 200, a magneto 300, a first shim 410, a second shim 420, a locking member 500, a starting clutch 600, etc. The first shim 410 is disposed at the first position W1, that is, along the axial direction of the crankshaft 210, the first shim 410 is disposed between the stator 310 and the fixed stator boss of the first housing cover 120. The first shim 410 is selected as Figure 2 the first shim 410 shown, and the thickness of the first shim 410 is 2 mm. The second shim 420 is disposed at the second position W2, that is, the second shim 420 is disposed between the first housing 110 and the first housing cover 120. The second shim 420 is selected as Figure 3 the second shim 420 shown, and the thickness of the second shim 420 is 0.5 mm.

[0090] In Embodiment 2, the motorcycle engine 10 includes a crankcase 100, a crankshaft assembly 200, a magneto 300, three second shims 420, a locking member 500, a starting clutch 600, etc. The second shim 420 is disposed at the second position W2. Specifically, along the axial direction of the crankshaft 210, the three second shims 420 are stacked between the first crankcase 110 and the first crankcase cover 120. The second shim 420 is selected as the second shim 420 shown in Figure 3 The thickness of the second shim 420 is 0.5 mm.

[0091] In the comparative example, the motorcycle engine 10 includes a crankcase 100, a crankshaft assembly 200, a magneto 300, a second shim 420, a locking member 500, and a starting clutch 600. Along the axial direction of the crankshaft 210, one second shim 420 is disposed between the first crankcase 110 and the first crankcase cover 120, and the thickness of the second shim 420 is 0.5 mm.

[0092] Figure 4 shows a schematic diagram of the first function relationship curve Q1 and the second function relationship curve Q2 of Embodiment 1 of the present application, Figure 5 shows a schematic diagram of the first function relationship curve Q1 and the second function relationship curve Q2 of Embodiment 2 (a relatively ideal case) of the present application, Figure 6 shows a schematic diagram of the first function relationship curve Q1 and the second function relationship curve Q2 of the comparative example (abnormal noise case), Figures 4 - 6 In, the abscissa is time (Time), and the unit is second (s); the left ordinate is the ignition pulse of the igniter (Amplitude), and the unit is volt (v); the right ordinate 1 is the displacement (Displacement) of the crankshaft 210 along the axial direction of the crankshaft 210, and the unit is millimeter (mm); the right ordinate 2 is the vibration acceleration (Real) of the vibration sensor on the right crankcase, and the unit is gravitational acceleration 9.8m / s 2 (g).

[0093] Figure 6 In, when the motorcycle engine 10 is in a stationary state without working, the position of the crankshaft 210 relative to the position of the right crankcase is the basic position of the crankshaft 210. Referring to the basic position as 0 mm, when the motorcycle engine 10 is idling, the position of the crankshaft 210 relative to the position of the right crankcase is +0.008 mm, that is, the crankshaft 210 moves 0.008 mm to the left relative to the basic position. This is due to the non - coincidence of the magnetic force center line between the stator 310 and the rotor 320 (when the primary potential is working).

[0094] When the motorcycle engine 10 is in the idle condition and when a secondary potential with a higher electromotive force occurs, the electromagnetic force acting between the stator 310 and the rotor 320 with non-coincident magnetic force centerlines acts more violently. The crankshaft 210 rapidly moves to the right along the axis direction of the crankshaft 210. The maximum displacement value of the crankshaft 210 along the axis direction of the crankshaft 210 is 0.04 mm ( Figures 4 - 6 In Figures 4 - 6 , when the displacement is negative, it represents that the crankshaft 210 moves to the right along the axis direction of the crankshaft 210. When the displacement is positive, it represents that the crankshaft 210 moves to the left along the axis direction of the crankshaft 210), and the moment corresponding to the maximum displacement value of the crankshaft 210 along the axis direction of the crankshaft 210 is synchronized with the phase of the ignition time of the igniter, forming a superposition effect.

[0095] Figure 4 In Figure 6 , when the motorcycle engine 10 is in a stationary state without working, the position of the crankshaft 210 relative to the right housing is the basic position of the crankshaft 210. Taking the basic position as 0 mm for reference, when the motorcycle engine 10 is idling, the position of the crankshaft 210 relative to the right housing is -0.01 mm, that is, the crankshaft 210 moves 0.01 mm to the left relative to the right housing. This is due to the non-coincidence of the magnetic force centerlines between the stator 310 and the rotor 320 and the relative position change (different from Figure 6 ).

[0096] When the motorcycle engine 10 is in the idle condition and when a secondary potential with a higher electromotive force occurs, the electromagnetic force acting between the stator 310 and the rotor 320 with non-coincident magnetic force centerlines acts more violently. The crankshaft 210 rapidly moves to the left along the axis direction of the crankshaft 210. The maximum displacement value of the crankshaft 210 along the axis direction of the crankshaft 210 is 0.04 mm, and the moment corresponding to the maximum displacement value of the crankshaft 210 along the axis direction of the crankshaft 210 is not synchronized with the phase of the ignition time of the igniter. Specifically, T1 is misaligned with the adjacent T2 by more than 60°CA, avoiding the side effect of energy superposition.

[0097] Figure 5 In , when the motorcycle engine 10 is in a stationary state without working, the position of the crankshaft 210 relative to the right housing is the basic position of the crankshaft 210. Taking the basic position as 0 mm for reference, when the motorcycle engine 10 is idling, the position of the crankshaft 210 relative to the right housing is also 0 mm, that is, the crankshaft 210 does not move relative to the right housing. This is the result of the coincidence of the magnetic force centerlines between the stator 310 and the rotor 320.

[0098] When the motorcycle engine 10 is in the idle condition and when a secondary electromotive force with a higher electromotive force occurs, the electromagnetic force acting between the stator 310 and the rotor 320 with non-coincident magnetic force center lines acts more violently. The crankshaft 210 moves to the right along the axis direction of the crankshaft 210. The maximum displacement value of the crankshaft 210 along the axis direction of the crankshaft 210 is 0.027 mm. The displacement amount is small and the number of occurrences decreases significantly. At the same time, the moment corresponding to the maximum displacement value of the crankshaft 210 along the axis direction of the crankshaft 210 is not in phase with the ignition moment of the igniter. Specifically, T1 is misaligned with the adjacent T2 by more than 60° CA. Figure 5 Among them, in most moments, the crankshaft 210 does not move axially, that is, the displacement amount is 0 mm.

[0099] After comparison Figures 4 - 6 It can be seen from the vibration acceleration of the vibration sensor of the embodiment shown that the abnormal noise generated by the motorcycle engine 10 in the idle condition in the comparative example is greater than the abnormal noise generated by the motorcycle engine 10 in the idle condition in Embodiment 1, and is greater than the abnormal noise generated by the motorcycle engine 10 in the idle condition in Embodiment 2. The motorcycle engine 10 in Embodiment 2 hardly generates abnormal noise in the idle condition. This shows that: when the motorcycle engine 10 is in the idle condition, while making the maximum displacement value of the crankshaft 210 along the axis direction of the crankshaft 210 meet the requirement of being less than or equal to the preset value, the moment corresponding to the maximum displacement value of the crankshaft 210 along the axis direction of the crankshaft 210 is staggered by a certain angle from the ignition moment of the igniter. In this way, the generation of abnormal noise can be greatly reduced or even eliminated, and the use comfort of the motorcycle can be improved.

[0100] An embodiment of the present application provides a debugging method for a motorcycle engine 10. The method for debugging the motorcycle engine 10 by using the motorcycle engine 10 of any of the above embodiments includes:

[0101] S10. Adjust the position of the stator 310 relative to the rotor 320 along the axis direction of the crankshaft 210.

[0102] S20. When the motorcycle engine 10 is in the idle condition, within a unit time, detect the displacement amount of the crankshaft 210 along the axis direction of the crankshaft 210 when the motorcycle engine 10 is in the idle condition.

[0103] A distance sensor can be arranged at one end of the crankshaft 210 along the axis direction of the crankshaft 210. The distance sensor is used to detect the distance between the crankshaft 210 and the first crankcase 120 along the axis direction of the crankshaft 210, and further detect the displacement amount of the crankshaft 210 relative to the first housing 110 along the axis direction of the crankshaft 210 when the motorcycle engine 10 is in the idle condition and in the static state when it is not working.

[0104] S30. Obtain the first function relationship curve Q1 between the displacement of the crankshaft 210 in the axial direction of the crankshaft 210 and time when the motorcycle engine 10 is in the idle condition.

[0105] S40. According to the first function relationship curve Q1, determine whether the maximum displacement value of the crankshaft 210 in the axial direction of the crankshaft 210 is less than or equal to a preset value when the motorcycle engine 10 is in the idle condition; if not, readjust the position of the stator 310 relative to the rotor 320 in the axial direction of the crankshaft 210 until the maximum displacement value of the crankshaft 210 in the axial direction of the crankshaft 210 is less than or equal to the preset value when the motorcycle engine 10 is in the idle condition.

[0106] By adjusting the position of the stator 310 relative to the rotor 320 in the axial direction of the crankshaft 210, the relative position relationship between the magnetic center lines of the stator 310 and the rotor 320 can be adjusted, so that the magnetic center lines of the stator 310 and the rotor 320 tend to coincide when the motorcycle engine 10 is in the idle condition, and then the adjustment can be made in the direction of reducing the maximum displacement value of the crankshaft 210 in the axial direction of the crankshaft 210, so as to better improve the problem that abnormal noises are likely to occur in the motorcycle engine 10 and improve the user experience.

[0107] In some embodiments, define the moment corresponding to the maximum displacement value of the crankshaft 210 in the axial direction of the crankshaft 210 when the motorcycle engine 10 is in the idle condition as the first moment T1. The motorcycle engine 10 further includes an igniter, and the ignition moment of the igniter is the second moment T2.

[0108] S50. The debugging method of the motorcycle engine further includes: obtaining the second function relationship curve Q2 between the ignition pulse of the igniter and time.

[0109] When the motorcycle engine 10 is in the idle condition, the displacement of the crankshaft 210 in the axial direction of the crankshaft 210 can be detected within the same unit time, and the ignition pulse of the igniter can be detected, so that the first function relationship curve Q1 and the second function relationship curve Q2 can be obtained.

[0110] S60. According to the first function relationship curve Q1 and the second function relationship curve Q2, determine whether the first moment T1 and the second moment T2 are different moments; if not, readjust the position of the stator 310 relative to the rotor 320 in the axial direction of the crankshaft 210 until the first moment T1 and the second moment T2 are different moments.

[0111] Further, step S60 includes: determining whether the first moment T1 and the second moment T2 are different according to the first functional relationship curve Q1 and the second functional relationship curve Q2. If not, the position of the stator 310 relative to the rotor 320 along the axis direction of the crankshaft 210 is adjusted again until the time interval T0 between the first moment T1 and the adjacent second moment T2 satisfies: 50°CA ≤ T0 ≤ 310°CA.

[0112] In this way, when the motorcycle engine 10 is in the idle condition, while making the maximum displacement value of the crankshaft 210 along the axis direction of the crankshaft 210 meet the requirement of being less than or equal to the preset value, the moment corresponding to the maximum displacement value of the crankshaft 210 along the axis direction of the crankshaft 210 is also staggered by a certain angle from the ignition moment of the igniter. In this way, the generation of abnormal noise can be greatly reduced or even eliminated, and the use comfort of the motorcycle can be improved.

[0113] The debugging method of the motorcycle engine 10 further includes: when the motorcycle engine 10 is in the idle condition, if the position of the crankshaft 210 relative to the first housing 110 along the axis direction of the crankshaft 210 is the same as the basic position of the crankshaft 210, the position of the stator 310 relative to the rotor 320 along the axis direction of the crankshaft 210 is not adjusted anymore.

[0114] An embodiment of the present application provides a motorcycle, including the motorcycle engine 10 of any of the above embodiments.

[0115] In the motorcycle engine 10 of the present application, relevant components such as the first housing 110, the first cover 120, the stator 310, and the rotor 320 can be optimized in design and manufacturing, meeting the consistency requirements for mass production of the motorcycle engine 10, and can also meet the requirements of stable acoustic quality, reduce or even eliminate the generation of abnormal noise, and improve the use comfort of the motorcycle.

[0116] The technical features of the above embodiments can be combined arbitrarily. For the sake of concise description, not all possible combinations of the technical features in the above embodiments are described. However, as long as the combinations of these technical features do not conflict, they should all be considered as the scope recorded in this specification.

[0117] The above embodiments only express several implementation manners of the present application, and their descriptions are relatively specific and detailed, but they cannot be understood as a limitation to the scope of the patent application. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present application, several deformations and improvements can still be made, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application should be subject to the appended claims.

Claims

1. A motorcycle engine, characterized in that: include: Box shell; A crankshaft assembly is disposed in the housing and includes a crankshaft and a crank pin. The crankshaft is rotatably disposed in the housing around the axis of the crankshaft. The crankshaft includes a left crankshaft portion and a right crankshaft portion, and the left crankshaft portion and the right crankshaft portion are connected via the crank pin; and A magnetic motor, comprising a stator connected to the inner wall of the housing, and a rotor partially disposed around the stator; Wherein, the rotor is arranged on the right part of the crankshaft; the motorcycle engine has an idle working condition; When the motorcycle engine is in the idle condition and under the action of the electromagnetic force between the stator and the rotor, the maximum displacement value of the crankshaft along the axial direction of the crankshaft is less than or equal to a preset value.

2. The motorcycle engine according to claim 1, characterized in that: The preset value is less than or equal to 0.04 mm.

3. The motorcycle engine according to claim 1, characterized in that: The box shell comprises a first box body and a first box cover provided on the first box body; The motorcycle engine also includes at least one adjustment shim having a preset thickness; The at least one adjustment gasket includes a first adjustment gasket, which is arranged between the stator and the fixed stator boss of the first case cover along the axial direction of the crankshaft; and / or the at least one adjustment gasket includes a second adjustment gasket, which is arranged between the first case body and the first case cover along the axial direction of the crankshaft.

4. The motorcycle engine according to claim 1, characterized in that: The motorcycle engine also includes a locking member; The locking member is sleeved on the crankshaft, and along the axial direction of the crankshaft, the crankshaft and the locking member abut against the rotor in opposite directions.

5. The motorcycle engine according to claim 4, characterized in that: The rotor is provided with a first matching surface, and the crankshaft is provided with a second matching surface matched with the first matching surface; The first mating surface and the second mating surface are parallel to each other and are both arranged at an angle to the axial direction of the crankshaft.

6. The motorcycle engine according to claim 1, characterized in that: The time corresponding to the maximum displacement value of the crankshaft along the axial direction of the crankshaft when the motorcycle engine is in the idle condition is defined as the first time; The motorcycle engine also includes an igniter, and the ignition timing of the igniter is the second timing; The first moment and the second moment are different moments; taking the crankshaft angle of the crankshaft as a reference, the time interval T0 between the first moment and the adjacent second moment satisfies: 50°CA≤T0≤310°CA.

7. A method for debugging a motorcycle engine, characterized in that: A method for debugging a motorcycle engine according to any one of claims 1 to 6, wherein the method comprises: Adjusting the position of the stator relative to the rotor along the axial direction of the crankshaft; When the motorcycle engine is in the idle working condition, detecting the displacement of the crankshaft along the axial direction of the crankshaft within a unit time when the motorcycle engine is in the idle working condition; Obtaining a first functional relationship curve between the displacement of the crankshaft along the axis direction of the crankshaft and time when the motorcycle engine is in the idle condition; According to the first functional relationship curve, it is determined whether the maximum displacement value of the crankshaft along the axial direction of the crankshaft is less than or equal to a preset value when the motorcycle engine is in the idle condition; if not, the position of the stator relative to the rotor along the axial direction of the crankshaft is adjusted again until the maximum displacement value of the crankshaft along the axial direction of the crankshaft is less than or equal to the preset value when the motorcycle engine is in the idle condition.

8. The motorcycle engine debugging method according to claim 7, characterized in that: The time corresponding to the maximum displacement value of the crankshaft along the axial direction of the crankshaft when the motorcycle engine is in the idle condition is defined as the first time; The motorcycle engine also includes an igniter, and the ignition timing of the igniter is the second timing; The motorcycle engine debugging method further includes: obtaining a second functional relationship curve between the ignition pulse and time of the igniter; According to the first function relationship curve and the second function relationship curve, determine whether the first moment and the second moment are different moments. If not, adjust the position of the stator relative to the rotor along the axial direction of the crankshaft again until the first moment and the second moment are different moments.

9. The motorcycle engine debugging method according to claim 7, characterized in that: The box shell comprises a first box body and a first box cover provided on the first box body; The motorcycle engine also has a non-operating static state; Define the position of the crankshaft relative to the first housing along the axial direction of the crankshaft when the motorcycle engine is in a stationary state as the basic position of the crankshaft; The motorcycle engine debugging method also includes: when the motorcycle engine is in the idle condition, if the position of the crankshaft along the axial direction of the crankshaft relative to the first housing is consistent with the basic position of the crankshaft, the position of the stator relative to the rotor along the axial direction of the crankshaft is no longer adjusted.

10. A motorcycle, characterized in that: Comprising a motorcycle engine as claimed in any one of claims 1 to 6.

Images