Control structure of motorcycle engine

Abstract

The utility model discloses a control structure of a motorcycle engine, which belongs to the technical field of motorcycle engines, and comprises a first mounting part and a second mounting part which are arranged on an engine box body, and the first mounting part and the second mounting part are arranged on two sides of the box body; an output wheel is arranged on one side of the box body, a clutch cover is arranged on the other side of the box body, the first mounting part is arranged in the circumferential direction of the output wheel and is close to the upper side or the lower side of the box body, and the second mounting part is arranged along the circumferential annular surface of the clutch cover. According to the scheme, the arrangement of execution elements of the gear shifter and the clutch is designed in a diversified mode, so that the structural arrangement of the engine is more reasonable, the technical cost is reduced, meanwhile, more appearance selections are achieved, and the competitiveness of products is improved; execution elements of the clutch and the gear shifter can avoid other structures on the engine, the overall structure of the engine can become more compact, and therefore the size of the engine is reduced.

Description

Technical Field

[0001] The utility model relates to a motorcycle engine structure, and more specifically, it relates to a control structure of a motorcycle engine. Background Art

[0002] The main components of a motorcycle include an engine, a transmission system, brakes, a suspension, a running gear, electrical appliances, and a frame, etc. Most motorcycle engines are two-stroke air-cooled gasoline engines, and a few large motorcycles use water-cooled four-stroke 4-6 cylinder gasoline engines. Motorcycle engines generally use a gear shifter and a clutch to ensure the stability and controllability of the motorcycle during starting, shifting gears, braking, etc. However, for different motorcycle models, the structures and shapes of the engines often have certain differences. Therefore, when assembling the clutch and the gear shifter, their actuators often need to be designed according to specific situations, and thus the types of actuators will also increase; this will increase the overall design cost of the engine and may also lead to poor balance in the overall vehicle design and weak quality control, etc.

[0003] For example: Chinese Patent Publication No. CN221169764U, Publication Date: June 18, 2024, the name of the utility model is Motorcycle Engine and Motorcycle. This application discloses the layout forms of the clutch and the gear shifter of a motorcycle. The clutch and the gear shifter are respectively arranged on both sides of the engine gearbox. It separates the clutch from the gearbox, making the clutch and the gearbox independent of each other and not affecting each other, reducing the subsequent maintenance cost and improving the reliability of the motorcycle engine operation. However, such an engine assembly structure is already very complex, and it is difficult to design the corresponding actuator positions to drive the clutch and the gear shifter to work. If the actuator positions are not designed reasonably, it will lead to poor balance in the overall vehicle design and an increase in design cost; and for different vehicle models, different layout schemes need to be designed, which will also increase the technical difficulty. Summary of the Utility Model

[0004] The utility model overcomes the problems of poor actuator positions of the existing motorcycle engine gear shifter and clutch and great difficulty in layout technology; it provides a control structure of a motorcycle engine. This solution conducts diversified designs on the layout of the actuating elements of the gear shifter and the clutch, which can not only make the engine structure layout more reasonable, reduce the technical cost, but also have more appearance options, improving the competitiveness of the product.

[0005] To solve the above technical problems, the utility model adopts the following technical solutions: A control structure for a motorcycle engine, including a first mounting portion and a second mounting portion provided on the engine case body, the first mounting portion and the second mounting portion are respectively arranged on both sides of the case body; an output wheel is provided on one side of the case body, and a clutch cover is provided on the other side, the first mounting portion is arranged circumferentially around the output wheel and is close to the upper or lower side of the case body, and the second mounting portion is arranged along the circumferential surface of the clutch cover. In this solution, the first mounting portion is the main mounting position of the gearshift actuator. There are multiple positions on the circumference of the output wheel of the case body that can serve as the first mounting portion. Additionally, the second mounting portion is the main mounting position of the clutch actuator, and there are multiple positions on the circumference of the clutch cover that can serve as the second mounting portion. That is, there are multiple alternative mounting positions for the gearshift actuator and the clutch actuator. During the actual installation process, the appropriate position can be selected according to the specific type of the gearshift actuator or the clutch actuator, or according to the reserved space of the remaining structures on the engine to arrange the engine control structure. This can not only avoid the remaining structures on the engine but also greatly reduce the design difficulty of the engine. In addition, it can improve the overall performance of the engine, enabling the engine to have more appearance options and competitiveness.

[0006] Preferably, the control structure includes a gearshift actuator, the gearshift actuator is provided on the first mounting portion and is connected to the gearshift in the case body through a gearshift lever. The first mounting portion is provided with a gearshift lever mounting hole and several first connection holes, and the first connection holes are circumferentially distributed on the outer periphery of the gearshift lever mounting hole. The gearshift lever mounting hole is used to mount the gearshift lever, facilitating the assembly connection between the gearshift actuator and the gearshift lever; the first connection holes are used for the installation of the gearshift actuator.

[0007] Preferably, a reinforcing portion is provided between the first connection hole and the case body. Arranging a reinforcing rib between the first connection hole and the case body can improve the structural strength of the first connection hole and ensure the stability of the installation of the gearshift actuator.

[0008] Preferably, a transmission portion is provided on the gearshift actuator, and a first mounting hole adapted to the first connection hole is provided on the transmission portion. The first connection hole and the first mounting hole are connected through a connecting member. The first mounting hole on the gearshift actuator is connected to the first connection hole on the case body, and specifically, screws can be used for connection.

[0009] Preferably, the control structure includes a clutch actuator. A clutch is provided inside the clutch cover. The clutch actuator is arranged on the second mounting portion, and the clutch actuator is connected to the clutch along the radial direction of the clutch cover. The clutch actuator is used to control the disconnection and connection of the clutch. Connecting the clutch actuator to the clutch along the radial direction of the clutch cover can prevent its excessive lateral dimension from affecting the balance of the overall vehicle structure.

[0010] Preferably, a convex portion is provided on the clutch cover. The clutch is arranged inside the convex portion. A through hole corresponding to the second mounting portion is provided on the convex portion. The clutch actuator includes a transmission rod, and the transmission rod passes through the through hole and is connected to the clutch. The convex portion on the clutch cover forms a chamber inside the clutch cover, so that the clutch can be arranged inside the clutch cover, and then the clutch actuator can be arranged at the position of the convex portion, facilitating the transmission rod to link the clutch actuator and the clutch.

[0011] Preferably, a plurality of second connection holes corresponding to the second mounting portion are provided on the convex portion, and the second connection holes are arranged on the outer periphery of the circumferential direction of the through hole. Arranging the second connection holes along the outer periphery of the through hole can form a stable polygonal arrangement structure, which increases the connection strength of the clutch actuator on the one hand and ensures the connection stability on the other hand.

[0012] Preferably, the clutch cover is fixedly connected to the box body, and a support rib for fixing the second connection hole is further provided on one side of the convex portion close to the box body. The inside of the clutch cover is a hollow chamber. Therefore, in order to ensure the overall strength of the clutch cover, support ribs are also arranged at the position of the convex portion as a strengthening structure. At the same time, the support ribs can also be used to install and connect the second connection holes, providing a support position for the second connection holes.

[0013] Preferably, the clutch actuator includes a driving portion, the transmission rod is connected to the driving portion, and a second mounting hole adapted to the second connection hole is provided on the driving portion. The second mounting hole on the clutch actuator is used to connect with the second connection hole on the clutch cover. Specifically, screws can be used for connection.

[0014] Compared with the prior art, the beneficial effects of the present utility model are as follows: (1) A diversified design is carried out for the arrangement of the shift actuator and the clutch actuator of the motorcycle engine, which can not only make the engine structure arrangement more reasonable, reduce the technical cost, but also have more appearance choices, improving the competitiveness of the product; (2) The shift actuator and the clutch actuator have good stability, which can improve the control effect of the engine; (3) The clutch and the shift actuator can avoid the rest of the structures on the engine, and the overall structure of the engine can become more compact, thereby reducing the volume of the engine. Brief Description of the Drawings

[0015] Figure 1 It is a schematic diagram of the positions of the clutch actuator and the transmission actuator on the engine housing of the present utility model;

[0016] Figure 2 It is a schematic diagram of the structure of the first mounting portion on the engine housing of the present utility model;

[0017] Figure 3 It is a schematic diagram of the transmission actuator of the present utility model;

[0018] Figure 4 It is a schematic diagram of the structure on one side of the clutch cover on the engine housing of the present utility model;

[0019] Figure 5 It is an assembly schematic diagram of the clutch cover and the clutch actuator of the present utility model.

[0020] In the figure: 1. Housing, 2. Output wheel, 3. First mounting portion, 4. Transmission actuator, 5. Gearshift lever mounting hole, 6. First connection hole, 7. Reinforcing portion, 8. Transmission portion, 9. First mounting hole, 10. Clutch cover, 11. Second mounting portion, 12. Clutch actuator, 13. Protrusion, 14. Through hole, 15. Mounting portion, 16. Second connection hole, 17. Support rib, 18. Driving portion, 19. Second mounting hole, 20. Output wheel hole, 21. Gearshift driving motor, 22. Clutch driving motor. Detailed Description of the Preferred Embodiments

[0021] The technical solutions of the present utility model will be further specifically described below through specific embodiments in conjunction with the accompanying drawings.

[0022] Embodiment 1: A control structure of a motorcycle engine as shown in Figures 1 to 3 The control structure includes an actuator of a transmission, and the transmission is arranged inside the engine housing 1. Specifically, the housing 1 includes an upper housing and a lower housing, and the upper housing and the lower housing are fixedly connected together by a screw structure. A chamber is formed inside the upper housing and the lower housing, and the transmission is arranged inside the chamber of the housing 1. A corresponding transmission actuator 4 is arranged on one side outside the housing 1 for controlling the gearshift operation of the engine transmission.

[0023] The transmission is integrally arranged at the rear side of the box body 1 and on the left and right sides of the box body 1. In this embodiment, the transmission is arranged at the position of the left end face at the rear of the box body 1. After the upper box body and the lower box body are assembled, an output wheel hole 20 is formed at the left end face at the rear of the upper box body and the lower box body, and an output wheel 2 is installed on the output wheel hole 20 for power output; that is to say, the output wheel 2 is located at the connection of the upper box body and the lower box body. The transmission includes a shift lever, and the shift lever passes through the box body 1 and is connected to a transmission actuator 4 on the box body 1. By driving the shift lever through the transmission actuator 4, the gear shifting operation of the motorcycle engine can be realized.

[0024] A first mounting portion 3 is provided on the box body 1, and the first mounting portion 3 is circumferentially distributed around the position of the output wheel 2. Specifically, as Figure 1 shown, the first mounting portion 3 can be on the upper box body or on the lower box body. Of course, when the structure is appropriate, it can also be arranged at the connection position of the upper box body and the lower box body. Since there are multiple positions on the circumference of the output wheel 2 of the box body 1 that can be used as the first mounting portion 3, there are also multiple optional mounting positions for the transmission actuator 4. During the actual installation process, the appropriate position can be selected to arrange the transmission actuator 4 according to the specific type of the transmission actuator 4 or according to the reserved space of the remaining structures on the engine. This can not only avoid the remaining structures on the engine, but also greatly save the design difficulty of the engine. In addition, it can also improve the overall performance of the engine to a certain extent, making the engine have more appearance options and competitiveness.

[0025] As Figure 2 shown, this embodiment takes the upper box body arranging the transmission actuator 4 as an example for illustration. The first mounting portion 3 is arranged at the corner position of the box body 1. Since the box body 1 is a thin-walled structure as a whole, even if there are rib structures on the surface of the box body 1 and the wall of the box body 1 has a certain structural strength, when specifically arranging the transmission actuator 4, it is preferably to arrange the first mounting portion 3 at the corner position of the box body 1. Specifically, the first mounting portion 3 is located at the intersection position of the left end face and the upper end face of the box body 1. The left end face and the upper end face of the box body 1 form a structure close to a right angle, and the whole transmission is also close to the rear side of the box body 1. Thus, the position of the first mounting portion 3 has the structural characteristics of a "corner", which can greatly improve the structural strength of the first mounting portion 3, and the transmission actuator 4 also has better stability after installation.

[0026] Specifically, there are three groups of first connection holes 6 at the position of the first installation part 3. Two groups of the first connection holes 6 are arranged on the left end face of the box body 1, and another group of the first connection holes 6 is arranged on the upper end face of the box body 1. The first connection holes 6 are used to install and arrange the transmission actuator 4. It should be noted that at least two groups of the first connection holes 6 need to be set to ensure the stability of the transmission actuator 4 after installation. In this embodiment, three groups of the first connection holes 6 are designed, and the three groups of the first connection holes 6 are arranged in a triangle, which can further improve the installation strength of the transmission actuator 4. A shift lever mounting hole 5 is also provided on the first installation part 3. The shift lever mounting hole 5 is arranged on the left end face of the box body 1 and is also arranged inside the triangle formed by the three groups of the first connection holes 6. The shift lever mounting hole 5 is used to install the shift lever and connect the shift lever to the transmission actuator 4 and the transmission.

[0027] The transmission actuator 4 includes a transmission driving motor 21 and a transmission part 8. The transmission driving motor 21 is installed on the transmission part 8. A gear transmission structure is arranged inside the transmission part 8. After the transmission driving motor 21 is started, it drives the gear set inside the transmission part 8 to transmit, and then drives the shift lever to rotate for shifting operations. A first mounting hole 9 is arranged on the transmission part 8. The number and position of the first mounting hole 9 are the same as those of the first connection holes 6, which facilitates the fixed connection between the transmission actuator 4 and the box body 1.

[0028] Among them, the first mounting hole 9 and the transmission driving motor 21 are both arranged on the same side of the transmission part 8. Since the first installation part 3 is located at the intersection position of the upper end face and the left end face of the box body 1, the transmission driving motor 21 will protrude from one side of the transmission part 8 and is just located on the upper surface of the box body 1, so that the space on the upper surface of the box body 1 can be utilized for arrangement. Of course, when the transmission actuator 4 is arranged at the position of the lower box body or the connection position of the lower box body and the upper box body, the same effect can also be achieved.

[0029] It should also be noted that in order to ensure the structural strength of the first connection holes 6, a strengthening part 7 is also provided between the first connection holes 6 and the box body 1. The strengthening part 7 is a rib or rib plate structure. Specifically, the first connection holes 6 located on the left end face of the box body 1 are connected to the box body 1 by ribs, while the first connection holes 6 located on the upper end face of the box body 1 are connected to the box body 1 by rib plates, which ensures the overall structural strength of the first connection holes 6, thereby improving the stability and strength of the installation of the transmission actuator 4.

[0030] Such as Figure 1 、 Figure 4 and Figure 5As shown, the control structure further includes an actuator for the clutch, and the clutch is disposed inside the engine housing 1; the clutch can also be arranged on the left and right sides of the housing 1. In this embodiment, the clutch is arranged on the right side of the housing 1.

[0031] Specifically, the clutch includes structures such as a clutch cover 10 and a clutch actuator 12. Among them, the clutch cover 10 is connected to the right end face of the housing 1, and a chamber is formed inside the clutch cover 10, and the right end face of the housing 1 communicates with the inside of the clutch cover 10.

[0032] The clutch cover 10 includes a convex portion 13 and a mounting portion 15. The outer diameter dimension of the mounting portion 15 is generally larger than that of the convex portion 13. The mounting portion 15 is used for the fixed connection between the clutch cover 10 and the housing 1, and specifically, screws can be used for connection; the convex portion 13 and the mounting portion 15 are an integral structure. The convex portion 13 is located on the side of the mounting portion 15 away from the housing 1, and the inside of the convex portion 13 is a hollow structure. Therefore, the clutch is mainly installed inside the convex portion 13.

[0033] A second mounting portion 11 is provided on the convex portion 13 of the clutch cover 10. The second mounting portion 11 is arranged at the circumferential position of the convex portion 13 of the clutch cover 10. Specifically, as Figure 4 shown, since the mounting portion 15 needs to be connected to the housing 1, the overall dimension of the mounting portion 15 needs to match the dimension of the right end face of the housing 1. And the overall dimension of the clutch is smaller than the dimension of the right end face of the housing 1. Therefore, the overall dimension of the convex portion 13 is smaller than that of the mounting portion 15. There will be an extra part of space on the outer circumference of the convex portion 13 that can be used to arrange the second mounting portion 11. The second mounting portion 11 can be used to install the clutch actuator 12. Since there are also multiple positions on the circumference of the clutch cover 10 that can serve as the second mounting portion 11, the clutch actuator 12 also has multiple alternative arrangement positions, that is, the appropriate position for arranging the clutch actuator 12 can be selected according to the specific type of the clutch actuator 12 and according to the reserved space of the remaining structures on the engine. This can not only avoid the remaining structures on the engine, but also greatly save the design difficulty of the engine. In addition, it can improve the overall performance of the engine, making the engine have more appearance options and competitiveness.

[0034] A through hole 14 is provided at the position corresponding to the second mounting portion 11 on the convex portion 13. The through hole 14 is located on the circumferential surface of the convex portion 13; and the clutch actuator 12 is located on the second mounting portion 11 of the convex portion 13. The clutch actuator 12 can be connected to the clutch inside the convex portion 13 by a transmission rod passing through the through hole 14. Thus, the clutch actuator 12 can drive the clutch to act and regulate the operation of the motorcycle engine.

[0035] This embodiment takes Figure 4Taking the clutch actuator 12 on the upper right side of the middle as an example for illustration; at the position of the convex part 13 of the clutch cover 10 and corresponding to the second mounting part 11, a plurality of groups of second connection holes 16 are provided. The second connection holes 16 are cylindrical connection seats, and the second connection holes 16 are distributed by connecting to the circumferential surface of the convex part 13 (perpendicular to the surface of the driving part 18 of the clutch actuator 12); in this embodiment, three groups of second connection holes 16 are provided, and the three groups of second connection holes 16 are also distributed in a triangular structure, and the through hole 14 on the convex part 13 is located inside the triangle formed by the three groups of second connection holes 16; this is beneficial to the arrangement of the clutch actuator 12 on the convex part 13 and can improve the stability of the clutch.

[0036] The clutch actuator 12 includes a driving part 18 and a clutch driving motor 22. The clutch driving motor 22 is arranged on the driving part 18. An output hole is provided on the driving part 18. A transmission rod is commonly inserted through the output hole and the through hole 14. The transmission rod connects the driving part 18 and the clutch. When the clutch driving motor 22 works, it will cause the driving part 18 to output torque, drive the transmission rod to rotate, and finally control the clutch to act. Three groups of second mounting holes 19 are also provided on the driving part 18. The number and position of the second mounting holes 19 correspond to the number and position of the second connection holes 16. The clutch actuator 12 can be mounted on the clutch cover 10 through the second mounting holes 19 and the second connection holes 16. Among them, the second mounting holes 19 and the second connection holes 16 can be connected by screws.

[0037] It should be noted that a support rib 17 is also provided between the mounting part 15 and the convex part 13 of the clutch cover 10. A plurality of support ribs 17 are also arranged along the circumference of the convex part 13. The support rib 17 can not only strengthen the overall structural strength of the clutch cover 10, but also provide a certain supporting effect and mounting position for the second connection holes 16. Since the overall thickness dimension of the convex part 13 is limited, the second connection holes 16 can be arranged at the connection position of the convex part 13 and the mounting part 15, and the second connection holes 16 arranged on the support rib 17 can be more stable.

[0038] It should also be noted that the convex part 13 of the clutch cover 10 can also be designed into a polygonal structure, such as Figure 4As shown, in this embodiment, the shape of the convex portion 13 is generally a pentagonal structure, and the second mounting portion 11 is arranged at the corner position of the convex portion 13. Therefore, the clutch actuator 12 is located between two inclined surfaces in the circumferential direction of the convex portion 13, and it is also close to the axial end face of the convex portion 13. Therefore, the arrangement position of the second mounting portion 11 has the structural characteristics of a "corner", which not only makes the overall clutch cover 10 have higher structural strength, but also can ensure the mounting strength of the clutch actuator 12. In addition, since the second mounting portion 11 is distributed on two inclined surfaces of the convex portion 13, the second connection holes 16 will also be arranged on the inclined surfaces on both sides. In order to better connect with the second mounting holes 19, the second connection holes 16 are preferably arranged perpendicular to the surface of the driving portion 18, that is, an included angle is formed between the second connection holes 16 and the inclined surface of the convex portion 13. This effectively increases the connection area between the bottom of the second connection holes 16 and the convex portion 13, thereby further improving the connection strength of the second connection holes 16 and providing strength guarantee for the mounting portion of the clutch.

Claims

1. A control structure of a motorcycle engine, comprising a first mounting portion and a second mounting portion arranged on an engine housing, characterized in that: The first mounting portion and the second mounting portion are arranged on both sides of the box body; an output wheel is arranged on one side of the box body, and a clutch cover is arranged on the other side. The first mounting portion is arranged circumferentially of the output wheel and close to the upper side or the lower side of the box body, and the second mounting portion is arranged along the circumferential annular surface of the clutch cover.

2. A motorcycle engine control structure according to claim 1, characterized in that: The control structure includes a shifter actuator, which is arranged on the first mounting portion and connected to the shifter in the housing through a shift rod. The first mounting portion is provided with a shift rod mounting hole and a plurality of first connecting holes, and the first connecting holes are circumferentially distributed on the periphery of the shift rod mounting hole.

3. A motorcycle engine control structure according to claim 2, characterized in that: A reinforcement portion is provided between the first connecting hole and the box body.

4. A control structure for a motorcycle engine according to claim 2 or 3, characterized in that: The shifter actuator is provided with a transmission part, and the transmission part is provided with a first mounting hole adapted to the first connecting hole, and the first connecting hole is connected to the first mounting hole through a connecting piece.

5. A motorcycle engine control structure according to claim 1, characterized in that: The control structure comprises a clutch actuator. A clutch is arranged in the clutch cover. The clutch actuator is arranged on the second mounting portion. The clutch actuator is radially connected to the clutch along the clutch cover.

6. A motorcycle engine control structure according to claim 5, characterized in that: The clutch cover is provided with a protrusion, the clutch is arranged in the protrusion, the protrusion is provided with a through hole corresponding to the second mounting portion, and the clutch actuator includes a transmission rod, the transmission rod passes through the through hole and is connected to the clutch.

7. A motorcycle engine control structure according to claim 6, characterized in that: A plurality of second connection holes are provided on the protruding portion corresponding to the second mounting portion, and the second connection holes are provided on the circumferential outer periphery of the through hole.

8. A control structure for a motorcycle engine according to claim 7, characterized in that: The clutch cover is fixedly connected to the box body, and a support rib for fixing the second connecting hole is further provided on a side of the protruding portion close to the box body.

9. A control structure for a motorcycle engine according to claim 7 or 8, characterized in that: The clutch actuator comprises a driving part, the transmission rod is connected to the driving part, and the driving part is provided with a second mounting hole adapted to the second connecting hole.

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