Motorcycle engine

Abstract

The invention provides a motorcycle engine, and belongs to the technical field of motorcycles. The problem of how to prolong the service life of the clutch electric actuator is solved. The motorcycle engine comprises a case, a cylinder body, an air filter and a clutch electric actuator, the clutch electric actuator comprises a motor and a transmission case, the motor is arranged in the front-back direction, the end, where a motor shaft is located, of the motor is arranged backwards and serves as the rear end, and the end, where a coil is located, of the motor is arranged forwards and serves as the front end. A heat dissipation air channel penetrating in the front-back direction is arranged between the lower side face of the air filter and the top face of the machine box and located on the front side of the motor, the front end of the motor right faces an outlet of the heat dissipation air channel, and the transmission box is located on the rear side of the motor and connected with the rear end of the motor. Through the design, under the condition that the manufacturing cost is reasonably controlled, the heat dissipation efficiency and performance of the clutch electric actuator are effectively improved, and the service life of the clutch electric actuator is greatly prolonged.

Description

Technical Field

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

[0002] A motorcycle is a two- or three-wheeled vehicle powered by a gasoline engine and steered by handlebars. It is lightweight, flexible, and fast, making it widely used for patrols, passenger and freight transport, and other purposes. As the power source of a motorcycle, the motorcycle engine ignites the fuel mixture entering the cylinder, converting the heat energy generated by combustion into mechanical energy. The crankshaft then transmits this energy through the transmission mechanism to the rear wheel, converting it into driving force.

[0003] The motorcycle engine includes a housing housing a clutch. The clutch is engaged and disengaged via a clutch lever. Traditional motorcycle clutches primarily utilize manual clutching, where a clutch operating handle located on the handlebar is manually controlled to pull and release a clutch cable, thereby controlling the movement of the clutch lever and engaging and disengaging the clutch. However, this method results in a long cable length and requires multiple bends along the appropriate positions and spaces for the motorcycle. This makes the cable susceptible to wear and breakage during operation, resulting in insufficient clutch engagement and disengagement, and even damage to the clutch.

[0004] In this regard, in the prior art, those skilled in the art often drive the clutch lever to move and engage the clutch by setting a clutch electric actuator. The clutch electric actuator includes a motor and a transmission mechanism. The motor shaft of the motor is connected to the clutch lever through the transmission mechanism, thereby automatically pulling the clutch to engage and engage the clutch. However, due to the limited installation space of the motorcycle engine as a whole, in order to ensure the compactness of the engine as a whole, after adding the above-mentioned clutch electric actuator, the motor of the clutch electric actuator and the surrounding components are relatively crowded, which makes the motor prone to poor heat dissipation and affects the service life of the clutch electric actuator. For this reason, those skilled in the art often think of setting a cooling fan inside the clutch electric actuator or setting a cooling fin or other cooling structure on the housing to dissipate heat, so as to solve the problem of poor heat dissipation of the motor affecting the service life of the clutch electric actuator. Summary of the Invention

[0005] The purpose of the present invention is to address the above-mentioned problems in the existing technology and propose a motorcycle engine. The technical problem to be solved by the present invention is how to increase the service life of the clutch electric actuator.

[0006] The objectives of the present invention can be achieved through the following technical solutions: A motorcycle engine, comprising a chassis, a cylinder body fixed on the chassis, an air filter fixed above the chassis and located on one side of the cylinder body, and a clutch electric actuator fixed on the chassis, the clutch electric actuator comprising a motor and a transmission box, characterized in that the motor is arranged in the front-to-back direction, the end where the motor shaft of the motor is located is arranged rearward and the end is the rear end, the end where the coil of the motor is located is arranged forward and the end is the front end, a heat dissipation duct running through the front-to-back direction is provided between the lower side surface of the air filter and the top surface of the chassis, the heat dissipation duct is located on the front side of the motor and the front end of the motor is facing the outlet of the heat dissipation duct, the transmission box is located on the rear side of the motor and connected to the rear end of the motor.

[0007] Different from the existing method of providing a heat dissipation structure on the clutch electric actuator itself, the present invention combines the use environment of the motorcycle and transforms the peripheral components of the clutch electric actuator into a heat dissipation structure to improve the heat dissipation performance of the motor, thereby achieving the purpose of the invention of increasing the service life of the clutch electric actuator. Specifically, the motor of the clutch electric actuator is arranged in the front-to-back direction, and the end of the motor shaft that is relatively less susceptible to heat is arranged rearward, and the end of the coil that is susceptible to heat is arranged forward. On this basis, a heat dissipation duct is designed to pass through in the front-to-back direction between the lower side of the air filter and the top surface of the chassis. At the same time, the heat dissipation duct is arranged on the front side of the motor, and the transmission case is arranged on the rear side of the motor to avoid blocking the motor. In this way, the front end of the motor can be arranged directly opposite the outlet of the heat dissipation duct. When the motorcycle moves forward, the heat dissipation duct can gather and guide the wind to the position of the motor, and dissipate heat first from the front end that is susceptible to heat, thereby effectively improving the heat dissipation efficiency of the motor, thereby increasing the service life of the clutch electric actuator.

[0008] In the aforementioned motorcycle engine, the air filter includes an air filter side cover, the front lower portion of which has an air guide flange extending and folding in the left-right direction. The air guide flange is located in front of the motor. The top surface of the front portion of the chassis has an air guide portion with a downwardly inclined front end. The heat dissipation duct is formed between the air guide flange and the air guide portion. This design achieves a heat dissipation structure by simply modifying existing engine components. Furthermore, the inwardly extending and folding air guide flange and the tilted front end of the air guide portion work together to enhance air collection, thereby achieving efficient heat dissipation for the motor and thereby increasing the service life of the clutch electric actuator.

[0009] In the aforementioned motorcycle engine, the air guide has upwardly curved portions at its front and rear ends, with a concave arc transition between the curved portions and the air guide. This design creates a curved structure at both ends of the air guide, which creates eddy currents in the air blowing toward the air guide, further improving the heat dissipation efficiency of the motor and, in turn, the service life of the clutch electric actuator.

[0010] In the aforementioned motorcycle engine, the front side of the air filter side cover has a front edge portion, and a convex curved surface transitions between the front edge portion and the wind guide flange portion. This design allows air blowing toward the air filter side cover to be better directed toward the heat dissipation channel, thereby improving the heat dissipation efficiency of the motor and, in turn, extending the service life of the clutch electric actuator.

[0011] In the aforementioned motorcycle engine, the cooling air duct is trumpet-shaped with its wide opening facing forward. This shape-designed cooling air duct can better focus and direct the wind from the motorcycle's movement toward the motor, thereby further improving the motor's heat dissipation efficiency and, in turn, extending the service life of the clutch electric actuator.

[0012] In the aforementioned motorcycle engine, a vertically arranged, columnar connection seat 1 is provided on the top surface of the chassis, and the transmission case is secured to the connection seat 1. The design of the connection seat 1 elevates the connection point between the transmission case and the chassis, facilitating both installation and connection. Furthermore, the elevation creates more heat dissipation space between the chassis top surface and the clutch actuator, improving the clutch actuator's heat dissipation performance and thereby extending its service life.

[0013] In the aforementioned motorcycle engine, a second, vertically arranged, columnar connection base is provided on the top surface of the chassis, and a connecting post extending vertically downward is provided on the transmission case, which is fixedly connected to the second connection base. The design of the first connection base elevates the connection point between the transmission case and the chassis, facilitating both installation and connection of the transmission case. Furthermore, the elevation creates more heat dissipation space between the top surface of the chassis and the clutch electric actuator, improving the heat dissipation performance of the clutch electric actuator and thereby extending its service life.

[0014] In the aforementioned motorcycle engine, the first connecting bases are provided in two locations spaced apart in the front-to-back direction, and the transmission case has a plate-shaped connecting portion arranged horizontally, which is fixedly connected to the first connecting base. The design of the two first connecting bases and the connecting portion provides a more secure connection to the transmission case. Furthermore, the front-to-back arrangement of the two first connecting bases does not affect the conduction of wind blowing from the motor backward, thereby preventing any impact on motor heat dissipation.

[0015] In the above-mentioned motorcycle engine, a screw shaft arranged in the front-to-back direction and a drive shaft with an axis perpendicular to the axis of the screw shaft are rotatably connected in the transmission box. The screw shaft is fixedly connected to the motor shaft of the motor. The upper end of the drive shaft has a gear disk, which is meshed with the screw shaft. The lower end of the drive shaft extends out of the transmission box and has a drive gear. The engine also includes a clutch lever, which is provided with a plurality of tooth grooves, and the drive gear is meshed with the tooth grooves. The above-mentioned self-drive transmission principle is as follows: the motor drives the screw shaft to rotate, the screw shaft drives the drive shaft to rotate through the gear disk transmission, and then the drive shaft drives the clutch lever to move through the cooperation of the gear and the tooth groove, thereby realizing the clutch control. At the same time, the vertical arrangement of the screw shaft and the drive shaft is conducive to improving the installation compactness of the clutch electric actuator.

[0016] In the above-mentioned motorcycle engine, the drive shaft includes an upper half shaft, a middle shaft sleeve, and a lower half shaft, the toothed disc is located on the upper half shaft, the drive gear is located on the lower half shaft, the lower end of the upper half shaft and the upper end of the lower half shaft are respectively inserted into the two ends of the middle shaft sleeve and are respectively positioned circumferentially with the two ends of the middle shaft sleeve through splines, and there is a gap between the lower end of the upper half shaft and the upper end of the lower half shaft. Through the above-mentioned segmented design of the drive shaft and the use of the middle shaft sleeve and spline connection to form a gap between the upper and lower half shafts, the length of the drive shaft can be adjusted telescopically, thereby facilitating the installation and matching of the drive gear and the tooth groove of the pull rod, thereby improving the convenience of installation of the clutch self-drive device; and the above-mentioned adjustability is also conducive to ensuring the accuracy of the connection and matching between the drive shaft and the clutch pull rod.

[0017] Compared with the existing technology, this motorcycle engine has the following advantages: this engine transforms the peripheral components of the clutch electric actuator into a heat dissipation structure, and then combines it with the position layout design of the clutch electric actuator. The overall structure is simple. While reasonably controlling the manufacturing cost, it effectively improves the heat dissipation efficiency and performance of the clutch electric actuator, and greatly improves the service life of the clutch electric actuator. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 This is a partial structural diagram of the motorcycle engine. Figure 1 .

[0019] Figure 2 It is a schematic diagram of the structure of the air filter side cover of a motorcycle engine.

[0020] Figure 3 This is a partial structural diagram of the motorcycle engine. Figure 2 .

[0021] Figure 4This is a schematic diagram of the exploded structure of some hidden components of the motorcycle engine, such as the chassis side cover and the transmission case.

[0022] Figure 5 The present invention is a schematic diagram of the structure of the motorcycle engine with the chassis side cover, transmission case and other parts hidden.

[0023] In the figure, 1. chassis; 1a. air guide part; 1b. raised part; 11. connecting seat 1; 12. connecting seat 2; 2. cylinder body; 3. air filter; 31. air filter side cover; 311. air guide flange; 312. front side; 4. clutch electric actuator; 41. motor; 42. transmission box; 421. connecting column; 422. connecting part; 43. screw shaft; 44. drive shaft; 441. upper half shaft; 442. middle shaft sleeve; 443. lower half shaft; 45. gear plate; 46. drive gear; 5. cooling air duct; 6. clutch lever; 61. tooth groove; 7. spline; 8. gap. DETAILED DESCRIPTION

[0024] The following are specific embodiments of the present invention and the accompanying drawings to further describe the technical solutions of the present invention, but the present invention is not limited to these embodiments.

[0025] Specifically, if Figure 1 As shown, the motorcycle engine includes a chassis 1, a cylinder block 2 fixed on the chassis 1, an air filter 3 fixed above the chassis 1 and located on one side of the cylinder block 2, and a clutch electric actuator 4 fixed on the chassis 1. An installation space is formed between the air filter 3 and the top surface of the chassis 1. The clutch electric actuator is located in the installation space. The clutch electric actuator 4 includes a motor 41 and a transmission box 42. The motor 41 is arranged in the front-to-back direction, the end where the motor shaft of the motor 41 is located is arranged rearward and this end is the rear end, the end where the coil of the motor 41 is located is arranged forward and this end is the front end, and a heat dissipation duct 5 is provided between the lower side of the air filter 3 and the top surface of the chassis 1. The heat dissipation duct 5 is trumpet-shaped with a large mouth facing forward and communicating with the installation space. The heat dissipation duct 5 is located on the front side of the motor 41 and the front end of the motor 41 is opposite to the outlet of the heat dissipation duct 5. The transmission box 42 is located on the rear side of the motor 41 and connected to the rear end of the motor 41.

[0026] More specifically, Figure 1 and Figure 2As shown, the air filter 3 includes an air filter side cover 31. The front lower side of the air filter side cover 31 has an air guide flange 311 that extends and folds in the left-right direction. The air guide flange 311 is located in front of the motor 41. The top surface of the front of the chassis 1 has an air guide portion 1a with a downwardly tilted front end. The heat dissipation duct 5 is formed between the air guide flange 311 and the air guide portion 1a. The front and rear ends of the air guide portion 1a each have an upwardly tilted raised portion 1b, and the raised portion 1b transitions to the air guide portion 1a through a concave arc surface. The front side of the air filter side cover 31 has a front side edge 312, and the front side edge 312 transitions to the air guide flange 311 through a convex arc surface.

[0027] For example Figure 1 and Figure 3 As shown, the top surface of the chassis 1 has a vertically arranged, columnar connection base 11. There are two connection bases 11 spaced apart in the front-to-back direction. The transmission case 42 has a plate-shaped, horizontally arranged connection portion 422, which is fixedly connected to the connection base 11. The top surface of the chassis 1 has a vertically arranged, columnar connection base 2 12. The transmission case 42 has a connection column 421 extending vertically downward, which is fixedly connected to the connection base 2 12.

[0028] For example Figure 4 and Figure 5 As shown, in this embodiment, a screw shaft 43 arranged along the front-to-back direction and a drive shaft 44 whose axis is perpendicular to the axis of the screw shaft 43 are rotatably connected in the transmission box 42. The screw shaft 43 is fixedly connected to the motor shaft of the motor 41. The upper end of the drive shaft 44 has a gear plate 45, which is meshed with the screw shaft 43. The lower end of the drive shaft 44 extends out of the transmission box 42 and has a driving gear 46. The engine also includes a clutch lever 6, which is provided with a plurality of tooth grooves 61, and the drive gear 46 is meshed with the tooth grooves 61. More specifically, the drive shaft 44 includes an upper half shaft 441, a middle shaft sleeve 442 and a lower half shaft 443. The gear plate 45 is located on the upper half shaft 441, and the drive gear 46 is located on the lower half shaft 443. The lower end of the upper half shaft 441 and the upper end of the lower half shaft 443 are respectively inserted into the two ends of the middle shaft sleeve 442 and are respectively positioned circumferentially with the two ends of the middle shaft sleeve 442 through splines 7. There is a gap 8 between the lower end of the upper half shaft 441 and the upper end of the lower half shaft 443.

[0029] The specific embodiments described herein are merely illustrative of the spirit of the present invention. Persons skilled in the art may make various modifications, additions, or substitutions to the described specific embodiments without departing from the spirit of the present invention or exceeding the scope of the appended claims.

[0030] Although this document frequently uses terms such as chassis 1, air guide portion 1a, tilting portion 1b, connecting seat 11, connecting seat 2 12, cylinder body 2, air filter 3, air filter side cover 31, air guide flange 311, front side 312, clutch electric actuator 4, motor 41, transmission case 42, connecting column 421, connecting portion 422, screw shaft 43, drive shaft 44, upper half shaft 441, middle shaft sleeve 442, lower half shaft 443, gear plate 45, drive gear 46, heat dissipation duct 5, clutch lever 6, tooth groove 61, spline 7, and gap 8, the use of other terms is not excluded. These terms are used only to more conveniently describe and explain the essence of the present invention; interpreting them as any additional limitations is contrary to the spirit of the present invention.

Claims

1. A motorcycle engine, comprising a chassis (1), a cylinder block (2) fixed to the chassis (1), an air filter (3) fixed above the chassis (1) and located on one side of the cylinder block (2), and a clutch electric actuator (4) fixed to the chassis (1), wherein the clutch electric actuator (4) comprises a motor (41) and a transmission box (42), and is characterized in that: The motor (41) is arranged in the front-to-back direction, the end of the motor shaft of the motor (41) is arranged rearward and is the rear end, the end of the coil of the motor (41) is arranged forward and is the front end, a heat dissipation duct (5) is provided between the lower side of the air filter (3) and the top surface of the chassis (1) and is passed through in the front-to-back direction, the heat dissipation duct (5) is located at the front side of the motor (41) and the front end of the motor (41) faces the outlet of the heat dissipation duct (5), and the transmission case (42) is located at the rear side of the motor (41) and is connected to the rear end of the motor (41).

2. The motorcycle engine according to claim 1, characterized in that: The air filter (3) comprises an air filter side cover (31); the front lower side of the air filter side cover (31) comprises an air guide flange portion (311) extending and folding in the left-right direction; the air guide flange portion (311) is located in front of the motor (41); the top surface of the front portion of the chassis (1) comprises an air guide portion (1a) with a front end tilted downward; and the heat dissipation duct (5) is formed between the air guide flange portion (311) and the air guide portion (1a).

3. The motorcycle engine according to claim 2, characterized in that: The front and rear ends of the air guide portion (1a) respectively have upwardly tilted portions (1b), and the tilted portions (1b) and the air guide portion (1a) are transitioned via an inwardly concave arc surface.

4. The motorcycle engine according to claim 2, characterized in that: The front side of the air filter side cover (31) has a front side edge portion (312), and the front side edge portion (312) and the air guide flange portion (311) are transitioned through an outwardly convex arc surface.

5. The motorcycle engine according to claim 1, characterized in that: The heat dissipation air duct (5) is trumpet-shaped with its wide opening facing forward.

6. The motorcycle engine according to any one of claims 1 to 5, characterized in that: The top surface of the chassis (1) is provided with a connecting seat (11) arranged vertically and in a columnar shape, and the transmission box (42) is fixed on the connecting seat (11).

7. The motorcycle engine according to any one of claims 1 to 5, characterized in that: The top surface of the chassis (1) is provided with a second connecting seat (12) arranged vertically and in a columnar shape, and the transmission box (42) is provided with a connecting column (421) extending downward in a vertical direction, and the connecting column (421) is fixedly connected to the second connecting seat (12).

8. The motorcycle engine according to claim 6, characterized in that: The first connecting seat (11) has two and is spaced apart in the front-back direction. The transmission box (42) has a connecting portion (422) in a plate shape and arranged in the horizontal direction. The connecting portion (422) is fixedly connected to the first connecting seat (11).

9. The motorcycle engine according to any one of claims 1 to 5, characterized in that: A worm (43) arranged in a front-to-rear direction and a drive shaft (44) whose axis is perpendicular to the axis of the worm (43) are rotatably connected in the transmission box (42). The worm (43) is connected to the motor shaft of the motor (41) in a transmission manner. The upper end of the drive shaft (44) has a worm wheel (45), and the worm wheel (45) is meshed with the worm (43). The lower end of the drive shaft (44) extends out of the transmission box (42) and has a drive gear (46). The engine also includes a clutch lever (6), and the clutch lever (6) is provided with a plurality of tooth grooves (61). The drive gear (46) is meshed with the tooth grooves (61).

10. The motorcycle engine according to claim 9, characterized in that: The drive shaft (44) includes an upper half shaft (441), a middle shaft sleeve (442) and a lower half shaft (443); the worm gear (45) is located on the upper half shaft (441); the drive gear (46) is located on the lower half shaft (443); the lower end of the upper half shaft (441) and the upper end of the lower half shaft (443) are respectively inserted into the two ends of the middle shaft sleeve (442) and are circumferentially positioned with the two ends of the middle shaft sleeve (442) through splines (7); and a gap (8) is provided between the lower end of the upper half shaft (441) and the upper end of the lower half shaft (443).

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