Motorcycle

Abstract

The motorcycle comprises a power assembly, the power assembly comprises a shell, a crank connecting rod mechanism, a starting mechanism and a magneto, and the shell comprises an air cylinder body and a crankcase connected with the air cylinder body; the crank connecting rod mechanism comprises a crankshaft, and the crankshaft is located in the crankcase and rotationally connected with the crankcase. The starting mechanism comprises a starting large gear and a one-way clutch connected with the starting large gear, and the starting large gear and the one-way clutch are both located in the crankcase and arranged around the crankshaft. At least part of the magnetor is fixedly connected with the crankshaft; the starting bull gear is in transmission connection with the magnetor through the one-way clutch; the magneto comprises a rotor connected with the crankshaft, at least part of the rotor extends in the width direction of the power assembly and forms a clutch mounting base, the one-way clutch is clamped in the clutch mounting base, and the starting large gear is in transmission connection with the clutch mounting base through the one-way clutch. Through the arrangement, the structural compactness of the power assembly can be improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and more particularly to a motorcycle. Background Art

[0002] Currently, a motorcycle includes a power assembly, the power assembly is transmission-connected to a running assembly, and the power assembly is used to drive the running assembly to move so as to realize the movement of an all-terrain vehicle.

[0003] In the related art, the power assembly includes a crank connecting rod mechanism, a starting mechanism and a magneto. The crank connecting rod mechanism includes a crankshaft. The starting mechanism includes a starting large gear, a one-way clutch and a clutch mounting seat. The starting large gear is connected to the clutch mounting seat through the one-way clutch. The magneto includes a rotor connected to the crankshaft. Among them, since the clutch mounting seat is detachably connected to the rotor, and the thickness after the clutch mounting seat is connected to the rotor is relatively large, the clutch mounting seat and the rotor occupy a relatively large space, and further the structure of the power assembly is not compact. Summary of the Utility Model

[0004] In order to solve the deficiencies of the prior art, the purpose of the present application is to provide a motorcycle with a relatively compact structure of the power assembly.

[0005] To achieve the above purpose, the present application adopts the following technical solutions:

[0006] A motorcycle, which includes a frame, a body cover, a running assembly and a power assembly. The body cover is at least partially disposed on the frame; the running assembly is at least partially disposed under the frame; the power assembly is used to drive the running assembly. The power assembly includes a housing, a crank connecting rod mechanism, a starting mechanism and a magneto. The housing includes a cylinder block and a crankcase connected to the cylinder block; the crank connecting rod mechanism includes a crankshaft, and the crankshaft is located in the crankcase and is rotationally connected to the crankcase; the starting mechanism includes a starting large gear and a one-way clutch connected to the starting large gear. The starting large gear and the one-way clutch are both located in the crankcase and are disposed around the crankshaft; at least part of the magneto is fixedly connected to the crankshaft. The starting large gear is transmission-connected to the magneto through the one-way clutch; the magneto includes a rotor connected to the crankshaft. At least part of the rotor extends along the width direction of the power assembly and forms a clutch mounting seat. The one-way clutch is clamped in the clutch mounting seat, and the starting large gear is transmission-connected to the clutch mounting seat through the one-way clutch.

[0007] Further, define a longitudinal plane perpendicular to the width direction of the power assembly. The projection of the rotor along the width direction of the power assembly on the longitudinal plane is the rotor projection, and the projection of the clutch mounting seat along the width direction of the power assembly on the longitudinal plane is the mounting seat projection. The ratio range of the maximum length of the rotor projection to the maximum length of the mounting seat projection is 1.5 to 2.3.

[0008] Furthermore, the ratio range of the maximum length of the rotor projection to the maximum length of the mounting seat projection is from 1.7 to 2.1.

[0009] Furthermore, along the width direction of the power assembly, at least part of the rotor extends away from the clutch mounting seat and forms a bushing, and one end of the crankshaft passing through the clutch mounting seat is fixedly connected to the bushing;

[0010] A tapered hole penetrating through the bushing itself is provided on the bushing along the width direction of the power assembly, and a cone fitting the tapered hole is provided at one end of the crankshaft, and the cone is fixedly connected to the tapered hole.

[0011] Furthermore, when observed along the width direction of the power assembly, the clutch mounting seat is arranged around the bushing, and the axis of the clutch mounting seat coincides with the axis of the bushing.

[0012] Furthermore, along the width direction of the power assembly, a plurality of heat dissipation holes penetrating through the rotor itself are provided on the rotor, the heat dissipation holes are arranged around the clutch mounting seat, the magneto further includes a stator, the stator is arranged around the bushing and located inside the rotor, and the stator is arranged close to the heat dissipation holes.

[0013] Furthermore, the projection of the heat dissipation holes on the longitudinal plane along the width direction of the power assembly is a heat dissipation projection, the projection of the stator on the longitudinal plane along the width direction of the power assembly is a stator projection, and the ratio range of the area of the heat dissipation projection to the area of the stator projection is from 0.1 to 0.3.

[0014] Furthermore, along the width direction of the power assembly, at least part of the starting large gear extends towards the stator and forms a starting connection seat, the starting connection seat is sleeved on the crankshaft, at least part of the starting connection seat is located inside the clutch mounting seat, and the one-way clutch is located between the clutch mounting seat and the starting connection seat.

[0015] Furthermore, a plurality of weight-reducing holes penetrating through the starting large gear itself are provided on the starting large gear, the plurality of weight-reducing holes all extend along the width direction of the power assembly, and at least part of the weight-reducing holes overlap with the heat dissipation holes.

[0016] Furthermore, the projection of the weight-reducing holes on the longitudinal plane along the width direction of the power assembly is a weight-reducing projection, the projection of the starting large gear on the longitudinal plane along the width direction of the power assembly is a gear projection, and the ratio range of the area of the weight-reducing projection to the area of the gear projection is from 0.2 to 0.6.

[0017] The above-mentioned power assembly can integrally arrange the clutch mounting seat and the rotor, which can avoid setting too many connection points on the rotor and the clutch mounting seat, so as to reduce the thickness after the connection of the rotor and the clutch mounting seat, thereby being beneficial to reducing the overall width of the power assembly and further improving the structural compactness of the power assembly. Description of the Drawings

[0018] Figure 1 This is a schematic diagram of the overall structure of the powertrain provided by the embodiment of the present application.

[0019] Figure 2 This is an exploded view of the structure of the powertrain provided by the embodiment of the present application.

[0020] Figure 3 This is a right view of the powertrain provided by the embodiment of the present application.

[0021] Figure 4 This is a partial schematic diagram of the powertrain provided by the embodiment of the present application.

[0022] Figure 5 This is a front view of the powertrain provided by the embodiment of the present application.

[0023] Figure 6 This is an exploded view of a part of the crankcase, charging mechanism and starting mechanism provided by the embodiment of the present application.

[0024] Figure 7 This is a schematic diagram of the structure of the magneto rotor provided by the embodiment of the present application.

[0025] Figure 8 This is a front view of the magneto rotor provided by the embodiment of the present application.

[0026] Figure 9 This is an exploded view of a part of the cylinder head cover, cylinder head, sealing mechanism and valve train provided by the embodiment of the present application.

[0027] Figure 10 This is a schematic diagram of the structure of the cylinder head cover provided by the embodiment of the present application.

[0028] Figure 11 This is a front view of the cylinder head cover provided by the embodiment of the present application.

[0029] Figure 12 This is a schematic diagram of the structure of the motorcycle provided by the embodiment of the present application. Detailed implementation manners

[0030] In order to enable those skilled in the art to better understand the solution of the present application, the technical solutions in the specific embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application.

[0031] As Figure 1 and Figure 2A powertrain 100 is shown, which includes a housing 11, a crank connecting rod mechanism 12, a transmission mechanism 13, a valve train mechanism 14, and a starting mechanism 15. The housing 11 forms the basic framework of the powertrain 100, and an accommodation space 101 is formed inside the housing 11 for accommodating and protecting the internal components of the powertrain 100. Among them, the housing 11 includes a cylinder head cover 111, a cylinder head 112, a cylinder block 113, a crankcase 114, an oil pan 115, and a gearbox 116. Among them, the cylinder head cover 111, the cylinder head 112, the cylinder block 113, the crankcase 114, and the oil pan 115 are connected in sequence, and the gearbox 116 is connected to the crankcase 114. The accommodation space 101 is basically formed by the mutual connection of the cylinder head cover 111, the cylinder head 112, the cylinder block 113, the crankcase 114, the oil pan 115, and the gearbox 116. The crank connecting rod mechanism 12 is at least partially disposed in the crankcase 114. The crank connecting rod mechanism 12 includes a crankshaft 121 and a connecting rod assembly 122 connected to the crankshaft 121. The crankshaft 121 is located inside the crankcase 114 and is rotatably connected to the crankcase 114. The connecting rod assembly 122 is at least partially located inside the crankcase 114 and at least partially located in the cylinder block 113. The transmission mechanism 13 is located inside the gearbox 116, and the transmission mechanism 13 is drivingly connected to the crankshaft 121. The valve train mechanism 14 is at least partially disposed in the accommodation space 101, and the valve train mechanism 14 is drivingly connected to the crankshaft 121. The starting mechanism 15 is located outside the crankcase 114 and is connected to the crankcase 114. The starting mechanism 15 at least partially passes through the crankcase 114 and is drivingly connected to the crankshaft 121. When the powertrain 100 is working, fuel and air are mixed into a combustible mixture and then delivered to the combustion chamber 1120 of the powertrain 100. After the combustible mixture burns, a large amount of heat is released, and the gas pressure and temperature in the cylinder block 113 rise rapidly, thereby driving the connecting rod assembly 122 to move. Among them, the combustion chamber 1120 of the powertrain 100 is formed by the bottom of the cylinder head 112 and the top of the cylinder block 113. The crankshaft 121 is connected to the connecting rod assembly 122, and the movement of the connecting rod assembly 122 can drive the crankshaft 121 to move, so that the crank connecting rod mechanism 12 can output power. To clearly illustrate the technical solution of this application, the front, rear, left, right, up, and down as shown in Figure 1 are also defined. It can be understood that in the embodiments of this application, the front-rear direction refers to the length direction of the powertrain 100, the left-right direction refers to the width direction of the powertrain 100, and the up-down direction refers to the height direction of the powertrain 100. Among them, the cylinder head cover 111, the cylinder head 112, the cylinder block 113, the crankcase 114, and the oil pan 115 are basically distributed along the up-down direction, that is, the crankcase 114 is arranged on the upper side of the oil pan 115, the cylinder block 113 is arranged on the upper side of the crankcase 114, the cylinder head 112 is arranged on the upper side of the cylinder block 113, and the cylinder head cover 111 is arranged on the upper side of the cylinder head 112.

[0032] As Figure 2 and 3 shown, as an implementation, the crank - connecting rod mechanism 12 further includes a balance shaft 123, and the crankshaft 121 is drivingly connected to the balance shaft 123. Specifically, the balance shaft 123 is actually a shaft equipped with eccentric weights and rotates synchronously with the crankshaft 121. By using the reverse vibration force generated by the eccentric weights, the power assembly 100 obtains a good balance effect, thereby reducing the vibration of the power assembly 100 and further increasing the service life of the power assembly 100.

[0033] In this embodiment, the balance shaft 123 includes a first balance shaft 1231 and a second balance shaft 1232 located in the crankcase 114. When observed in the width direction of the power assembly 100, the first balance shaft 1231 and the second balance shaft 1232 are located on both sides of the crankshaft 121. Both the first balance shaft 1231 and the second balance shaft 1232 are used to cooperate with the rotation of the crankshaft 121 to achieve the balance of the vibration of the power assembly 100. It should be noted that a cylinder 1131 is provided in the cylinder block 113, the cylinder 1131 communicates with the crankcase 114, and at least a part of the connecting - rod assembly 122 is located in the cylinder 1131. The connecting - rod assembly 122 can slide axially along the cylinder 1131, so that the connecting - rod assembly 122 drives the crankshaft 121 to rotate, thereby realizing the operation of the power assembly 100.

[0034] Exemplarily, a longitudinal plane 102 perpendicular to the width direction of the powertrain 100 is defined. The axis of the first balance shaft 1231 is perpendicular to the longitudinal plane 102, the end axis of the crankshaft 121 is perpendicular to the longitudinal plane 102, and the axis of the cylinder 1131 is parallel to the longitudinal plane 102. Among them, the projection of the axis of the first balance shaft 1231 on the longitudinal plane 102 along the width direction of the powertrain 100 is the first projection point, and the projection of the rotation center of the crankshaft 121 on the longitudinal plane 102 along the width direction of the powertrain 100 is the second projection point. When observing along the width direction of the powertrain 100, the connection line between the first projection point and the second projection point is the first projection line, and the projection of the central axis of the cylinder 1131 on the longitudinal plane 102 along the width direction of the powertrain 100 is the second projection line. The included angle α between the first projection line and the second projection line ranges from 40° to 90°. Specifically, the included angle α between the first projection line and the second projection line ranges from 55° to 75°. More specifically, the included angle α between the first projection line and the second projection line is 60°. Through the above settings, it is possible to avoid the distance between the balance shaft 123 and the cylinder block 113 being too large due to the included angle α between the first projection line and the second projection line being too large, so as to prevent the balance shaft 123 from occupying a large space, which is beneficial to improving the space utilization rate of the powertrain 100; and it is also possible to avoid the distance between the crankcase 114 and the cylinder block 113 being too small due to the included angle α between the first projection line and the second projection line being too small, so as to prevent interference between the crankcase 114 and the cylinder block 113, which is beneficial to improving the working stability of the powertrain 100.

[0035] As Figure 4 shown, as an implementation manner, the valve train 14 includes a timing gear 141, a camshaft 142, and a valve train controller 143. The timing gear 141 and the camshaft 142 are both located between the cylinder head 112 and the cylinder head cover 111. The camshaft 142 is rotatably connected to the cylinder head 112. The timing gear 141 is connected to one end of the camshaft 142. The valve train controller 143 is connected to the cylinder head 112 and is disposed close to the timing gear 141. Specifically, the valve train controller 143 and the timing gear 141 are both located at the same end of the camshaft 142. The valve train controller 143 controls the rotation speed of the camshaft 142 to realize the volume of the combustible mixture delivered to the combustion chamber 1120 of the powertrain 100, so that the combustible mixture in the combustion chamber 1120 burns sufficiently and the completely burned exhaust gas is timely discharged from the combustion chamber 1120. Through the above settings, the valve train controller 143 can adjust the valve timing of the combustion chamber 1120 in real time according to parameters such as the load, speed, and temperature of the powertrain 100, which is beneficial to improving the combustion efficiency of the combustible mixture and further beneficial to improving the power output of the powertrain 100.

[0036] As Figure 3As shown, as an implementation, the transmission 116 further includes a gearbox 1161. The speed change mechanism 13 is at least partially located within the gearbox 1161. The gearbox 1161 is connected to the crankcase 114. Along the length direction of the powertrain 100, the gearbox 1161 is located in front of the crankcase 114. Specifically, since the gearbox 1161 has a relatively large volume, arranging the gearbox 1161 on the front side of the crankcase 114 can reduce the width of the powertrain 100, so as to avoid occupying too much space due to the excessive width of the powertrain 100, thereby facilitating the improvement of the space utilization rate of the powertrain 100. At the same time, the cylinder head of the powertrain 100 is basically arranged towards the rear, which can further avoid interference between the gearbox 1161 and the cylinder head of the powertrain 100, and is also conducive to improving the layout rationality of the powertrain 100. It should be noted that the cylinder head of the powertrain 100 refers to the combined body of the cylinder head cover 111, the cylinder head 112, and the cylinder block 113.

[0037] As Figure 4 shown, as an implementation, the transmission 116 further includes a continuously variable transmission 1162. The continuously variable transmission 1162 is located on the left or right side of the crankcase 114 and the gearbox 1161 along the width direction of the powertrain 100. The continuously variable transmission 1162 is respectively connected to the crankcase 114 and the gearbox 1161. Specifically, since the continuously variable transmission 1162 has a relatively small thickness along the width direction of the powertrain 100, arranging the continuously variable transmission 1162 on the left or right side of the crankcase 114 and the gearbox 1161 is conducive to the connection of the three, and can also avoid the excessive width of the powertrain 100, thereby improving the layout rationality of the powertrain 100.

[0038] As Figure 1 and Figure 4 shown, in this embodiment, the powertrain 100 further includes an intake and exhaust system 17 that is at least partially connected to the cylinder head 112. The intake and exhaust system 17 includes an exhaust component 171. An air outlet 1162a is formed on the continuously variable transmission 1162. The air outlet 1162a extends along the length direction of the powertrain 100 and is arranged towards the exhaust component 171. Specifically, the air outlet 1162a is used to exhaust the gas in the continuously variable transmission 1162. The exhaust component 171 is connected to the rear side of the cylinder head 112. Since the temperature of the exhaust component 171 is relatively high, in this application, the air outlet 1162a is arranged to face the exhaust component 171, and the temperature of the exhaust component 171 can be reduced by the flow of the gas in the air outlet 1162a, thereby improving the heat dissipation speed of the cylinder head 112 and further improving the heat dissipation efficiency of the powertrain 100.

[0039] As Figure 1 and 2As shown, as an implementation, the intake and exhaust system 17 further includes an intake assembly 172 and an air filter 173. The air filter 173 is located above the gearbox 1161 and in front of the cylinder head 112. The air filter 173 is communicated with the cylinder head 112 through the intake assembly 172. Specifically, the intake and exhaust system 17 further includes an intake passage 174 inside the cylinder head 112. One end of the intake assembly 172 is communicated with the intake passage 174, and the other end of the intake assembly 172 is communicated with the air filter 173, so that the gas in the air filter 173 enters the combustion chamber 1120 through the intake passage 174. Through the above arrangement, the structures among the cylinder head 112, the gearbox 1161, the intake assembly 172 and the air filter 173 are compact, which is beneficial to improving the structural compactness of the powertrain 100.

[0040] As Figure 4 shown, in this embodiment, an air inlet 1162b is further provided on the continuously variable transmission 1162. The air inlet 1162b extends along the height direction of the powertrain 100 and is located between the intake assembly 172 and the air outlet 1162a. Specifically, there is a large gap between the intake assembly 172 and the air outlet 1162a. Arranging the air inlet 1162b between the intake assembly 172 and the air outlet 1162a can make the structures of the air inlet 1162b, the air outlet 1162a and the intake assembly 172 more compact, which is beneficial to improving the structural compactness of the powertrain 100. It should be noted that when observing along the width direction of the powertrain 100, the air inlet 1162b, the air outlet 1162a and the intake assembly 172 at least partially overlap.

[0041] As Figure 1 shown, as an implementation, the cylinder head 112, the cylinder block 113, the crankcase 114, the gearbox 1161, the continuously variable transmission 1162 and the air filter 173 surround each other and form a storage space 103. The intake and exhaust system 17 further includes an oil-gas separator 175. The starting mechanism 15 further includes a starting motor 151. Along the height direction of the powertrain 100, the starting motor 151 is located above the oil-gas separator 175. The starting motor 151 is arranged close to the oil-gas separator 175. The starting motor 151 and the oil-gas separator 175 are both located in the storage space 103. Through the above arrangement, the structures of the cylinder head 112, the cylinder block 113, the crankcase 114, the gearbox 1161, the continuously variable transmission 1162, the air filter 173, the starting mechanism 15 and the oil-gas separator 175 can be made more compact, which is beneficial to improving the structural compactness of the powertrain 100.

[0042] As Figure 5As shown, as an implementation, the ratio of the maximum width W1 of the crankcase 114 along the width direction of the powertrain 100 to the maximum width W2 of the powertrain 100 along its width direction is in a range of 0.4 to 0.8. Further, the ratio of the maximum width W1 of the crankcase 114 along the width direction of the powertrain 100 to the maximum width W2 of the powertrain 100 along its width direction is in a range of 0.5 to 0.7. Furthermore, the ratio of the maximum width W1 of the crankcase 114 along the width direction of the powertrain 100 to the maximum width W2 of the powertrain 100 along its width direction is 0.6. Through the above-mentioned arrangement, it is possible to avoid the width of the crankcase 114 being too large due to the ratio of the maximum width W1 of the crankcase 114 along the width direction of the powertrain 100 to the maximum width W2 of the powertrain 100 along its width direction being too large, so as to prevent the crankcase 114 from occupying a large space, thereby helping to improve the space utilization rate of the powertrain 100; it is also possible to avoid the internal space of the crankcase 114 being too small due to the ratio of the maximum width W1 of the crankcase 114 along the width direction of the powertrain 100 to the maximum width W2 of the powertrain 100 along its width direction being too small, thereby preventing the crankshaft 121 and the connecting rod assembly 122 from being unable to be arranged in the crankcase 114, thereby helping to improve the rationality of the layout of the powertrain 100.

[0043] like Figure 3 As shown, as an implementation method, the speed change mechanism 13 also includes an electronic shifter 131 and a transfer mechanism 132. Along the length direction of the power assembly 100, the electronic shifter 131 and the transfer mechanism 132 are both located at the front side of the gear box 1161 and connected to the gear box 1161. The electronic shifter 131 and the transfer mechanism 132 are arranged in close contact with each other. Specifically, the electronic shifter 131 and the transfer mechanism 132 are both connected to the speed change mechanism 13 in a transmission manner, wherein the electronic shifter 131 forms parameters by real-time monitoring of the rotation speed of the crankshaft 121 and other parts, and determines when to shift and which gear to select based on these parameters, so that the shifting speed of the power assembly 100 is faster and more accurate. The transfer mechanism 132 is used to process the power transmitted by the speed change mechanism 13 to reasonably distribute the output power of the power assembly 100. Through the above configuration, the electronic shifter 131 and the transfer mechanism 132 are arranged together, which can avoid the electronic shifter 131 and the transfer mechanism 132 occupying a larger space of the power assembly 100, thereby facilitating improving the space utilization of the power assembly 100.

[0044] like Figure 2As shown, as an implementation manner, the speed change mechanism 13 further includes a power output shaft 133 located on the lower side of the housing 11. The output shaft extends along the length direction of the power assembly 100. The power distribution mechanism 132 is connected to one end of the power output shaft 133. A positioning and mounting structure 1141 is provided on the crankcase 114. At least a part of the end of the power output shaft 133 away from the power distribution mechanism 132 penetrates through the positioning and mounting structure 1141 and is rotatably connected to the positioning and mounting structure 1141. Specifically, along the height direction of the power assembly 100, the power output shaft 133 is basically located at the bottommost of the power assembly 100. The power output shaft 133 is used to transmit the power of the power assembly 100. Therefore, the power output shaft 133 has a large torque and a large length. Therefore, in this application, the power output shaft 133 is rotatably connected to the crankcase 114 to make the structure of the power output shaft 133 more stable, thereby facilitating the improvement of the working stability of the power assembly 100. At the same time, the structures of the power output shaft 133, the crankcase 114 and the gearbox 1161 are more compact, and further facilitate the improvement of the structural compactness of the power assembly 100.

[0045] As Figure 6 shown, as an implementation manner, the power assembly 100 further includes a magneto 18. The magneto 18 is at least partially fixedly connected to the crankshaft 121. The starting mechanism 15 includes a starting large gear 152 and a one-way clutch 153 connected to the starting large gear 152. The starting large gear 152 and the one-way clutch 153 are both located in the crankcase 114 and are arranged around the crankshaft 121. The starting large gear 152 is drivingly connected to the magneto 18 through the one-way clutch 153. Specifically, during the rotation of the starting mechanism 15, the starting large gear 152 drives the one-way clutch 153 to rotate, and the one-way clutch 153 drives the magneto 18 to rotate, so that the magneto 18 drives the crankshaft 121 to rotate, thereby realizing the starting of the power assembly 100. Since the one-way clutch 153 is a mechanical device that can realize the one-way transmission of power between two axes, when the rotation speed of the crankshaft 121 is higher than the rotation speed of the starting mechanism 15, the one-way crankshaft 121 drives the magneto 18 and the one-way clutch 153 to rotate, and the starting large gear 152 does not rotate with the one-way clutch 153 and gradually stops rotating. Through the above setting, the one-way clutch 153 and the magneto 18 are integrally arranged, which can prevent the starting large gear 152 and the one-way clutch 153 from occupying a large space, and thus is beneficial to improving the space utilization rate of the power assembly 100.

[0046] As Figure 7As shown, in this embodiment, the magneto 18 includes a rotor 181 connected to the crankshaft 121. The rotor 181 at least partially extends along the width direction of the power assembly 100 and is formed with a clutch mounting seat 1811. The one-way clutch 153 is snap-fitted into the clutch mounting seat 1811, and the starting large gear 152 is drivingly connected to the clutch mounting seat 1811 through the one-way clutch 153. Specifically, the clutch mounting seat 1811 and the rotor 181 are integrally arranged, which can avoid setting too many connection points on the rotor 181 and the clutch mounting seat 1811, so as to reduce the thickness after the connection of the rotor 181 and the clutch mounting seat 1811, which is beneficial to reducing the overall width of the power assembly 100, thereby improving the structural compactness of the power assembly 100, and at the same time is also beneficial to improving the space utilization rate of the power assembly 100.

[0047] As Figure 8 shown, exemplarily, a longitudinal plane 102 perpendicular to the width direction of the power assembly 100 is defined. The projection of the rotor 181 on the longitudinal plane 102 along the width direction of the power assembly 100 is the rotor projection, and the projection of the clutch mounting seat 1811 on the longitudinal plane 102 along the width direction of the power assembly 100 is the mounting seat projection. The ratio range of the maximum length L1 of the rotor projection to the maximum length L2 of the mounting seat projection is 1.5 to 2.3. Specifically, the ratio range of the maximum length L1 of the rotor projection to the maximum length L2 of the mounting seat projection is 1.7 to 2.1. More specifically, the ratio range of the maximum length L1 of the rotor projection to the maximum length L2 of the mounting seat projection is 1.9. Through the above settings, it can be avoided that the size of the clutch mounting seat 1811 is too large due to the too large ratio of the maximum length L1 of the rotor projection to the maximum length L2 of the mounting seat projection, so as to prevent the volume of the clutch mounting seat 1811 from being too large, which is beneficial to improving the space utilization rate of the power assembly 100; and it can also be avoided that the layout space of the one-way clutch 153 is limited due to the too small ratio of the maximum length L1 of the rotor projection to the maximum length L2 of the mounting seat projection, so as to prevent the one-way clutch 153 from not being able to be snap-fitted into the clutch mounting seat 1811, which is beneficial to improving the layout rationality of the power assembly 100.

[0048] It should be noted that the maximum length L2 of the mounting seat projection is 6 cm to 10 cm.

[0049] As Figure 6As shown, as an implementation, along the width direction of the power assembly 100, the rotor 181 at least partially extends away from the clutch mounting seat 1811 and is formed with a bushing 1812. One end of the crankshaft 121 passes through the clutch mounting seat 1811 and is fixedly connected to the bushing 1812. Specifically, a tapered hole 1812a penetrating through itself along the width direction of the power assembly 100 is formed in the bushing 1812. One end of the crankshaft 121 is provided with a cone 1211 that fits with the tapered hole 1812a, and the cone 1211 is fixedly connected to the tapered hole 1812a. More specifically, a threaded hole 1211a extending along the width direction of the power assembly 100 is formed in the cone 1211. When the surface of the cone 1211 fits with the tapered hole 1812a, the threaded hole 1211a and the tapered hole 1812a are substantially coaxially arranged, and are connected by a fixing bolt. The nut of the fixing bolt abuts against the edge of the tapered hole 1812a, thereby fixedly connecting the cone 1211 to the bushing 1812. Through the above settings, the connection strength between the cone 1211 and the bushing 1812 is relatively high, which is beneficial to improving the structural stability of the power assembly 100. At the same time, the bushing 1812 has a relatively high structural strength, and the bushing 1812 is integrated on the rotor 181, which is further beneficial to improving the structural strength of the rotor 181.

[0050] As Figure 8 shown, it should be noted that when observing along the width direction of the power assembly 100, the clutch mounting seat 1811 is arranged around the bushing 1812, and the axis of the clutch mounting seat 1811 coincides with the axis of the bushing 1812. Specifically, both the clutch mounting seat 1811 and the bushing 1812 are annular structures. The ratio range of the maximum inner diameter R1 of the clutch mounting seat 1811 to the maximum inner diameter R2 of the bushing 1812 is 1.5 to 3. Further, the ratio range of the maximum inner diameter R1 of the clutch mounting seat 1811 to the maximum inner diameter R2 of the bushing 1812 is 1.7 to 2.5. Still further, the ratio of the maximum inner diameter R1 of the clutch mounting seat 1811 to the maximum inner diameter R2 of the bushing 1812 is 2. Through the above settings, it is possible to avoid the situation that the size of the clutch mounting seat 1811 is too large due to the ratio of the maximum inner diameter R1 of the clutch mounting seat 1811 to the maximum inner diameter R2 of the bushing 1812 being too large, so as to prevent the volume of the clutch mounting seat 1811 from being too large, which is beneficial to improving the space utilization rate of the power assembly 100; and it is also possible to avoid the situation that the volume of the bushing 1812 is too small due to the ratio of the maximum inner diameter R1 of the clutch mounting seat 1811 to the maximum inner diameter R2 of the bushing 1812 being too small, so as to prevent the connection strength between the bushing 1812 and the crankshaft 121 from being reduced, and further improve the connection strength of the power assembly 100.

[0051] As Figure 6 and Figure 8As shown, as an implementation method, along the width direction of the power assembly 100, a plurality of heat dissipation holes 1813 are opened on the rotor 181, which penetrates the rotor 181, and the heat dissipation holes 1813 are arranged around the clutch mounting seat 1811. The magnetic motor 18 also includes a stator 182, which surrounds the shaft sleeve 1812 and is located in the rotor 181, and the stator 182 is arranged near the heat dissipation holes 1813. Specifically, the stator 182 is connected to the rotor 181 in rotation, the stator 182 is fixed with the crankcase 114, and the rotor 181 rotates synchronously with the crankshaft 121, so that the rotor 181 rotates around the stator 182. Through the above arrangement, when the rotor 181 rotates, the heat dissipation holes 1813 can transfer the heat generated by the rotor 181 or the stator 182 to other positions in the crankcase 114, which is conducive to improving the heat dissipation performance of the magnetic motor 18.

[0052] In this embodiment, the projection of the heat dissipation hole 1813 on the longitudinal plane 102 along the width direction of the power assembly 100 is the heat dissipation projection, and the projection of the stator 182 on the longitudinal plane 102 along the width direction of the power assembly 100 is the stator projection. The ratio of the area of ​​the heat dissipation projection to the area of ​​the stator projection ranges from 0.1 to 0.3. Specifically, the ratio of the area of ​​the heat dissipation projection to the area of ​​the stator projection ranges from 0.15 to 0.25. More specifically, the ratio of the area of ​​the heat dissipation projection to the area of ​​the stator projection is 0.2. Through the above-mentioned setting, it is possible to avoid the volume of the rotor 181 being too small due to the excessive ratio of the area of ​​the heat dissipation projection to the area of ​​the stator projection, so as to prevent the structure of the rotor 181 from being slightly reduced, thereby facilitating the improvement of the structural strength of the rotor 181; it is also possible to avoid the heat dissipation port being too small due to the excessive ratio of the area of ​​the heat dissipation projection to the area of ​​the stator projection, so as to prevent the heat dissipation efficiency of the stator 182 from being reduced, thereby facilitating the improvement of the heat dissipation efficiency of the stator 182.

[0053] like Figure 6 As shown, as an implementation method, along the width direction of the power assembly 100, the starting gear 152 at least partially extends in the direction close to the stator 182 and is formed with a starting connection seat 1521, the starting connection seat 1521 is sleeved on the crankshaft 121, the starting connection seat 1521 is at least partially located in the clutch mounting seat 1811, and the one-way clutch 153 is located between the clutch mounting seat 1811 and the starting connection seat 1521. Specifically, the starting connection seat 1521 is transmission-connected with the one-way clutch 153, and the one-way clutch 153 is transmission-connected with the clutch mounting seat 1811. Through the above arrangement, the starting connection seat 1521 is connected to the clutch mounting seat 1811 through the one-way clutch 153, so that the structure of the starting connection seat 1521, the one-way clutch 153 and the clutch mounting seat 1811 is more compact, which is conducive to improving the structural compactness of the power assembly 100.

[0054] As an implementation, a plurality of weight reduction holes 1522 penetrating through the large starting gear 152 are provided thereon. The plurality of weight reduction holes 1522 all extend along the width direction of the power assembly 100, and at least part of the weight reduction holes 1522 overlaps with the heat dissipation holes 1813. Specifically, the weight reduction holes 1522 are arranged around the starting connection seat 1521. The weight reduction holes 1522 are used to reduce the mass of the large starting gear 152 so as to realize the light weight of the large starting gear 152. At the same time, the air flow in the heat dissipation holes 1813 can pass through the weight reduction holes 1522, which is also beneficial to improving the heat dissipation efficiency of the starting mechanism 15.

[0055] In this embodiment, the projection of the weight reduction holes 1522 on the longitudinal plane 102 along the width direction of the power assembly 100 is the weight reduction projection, and the projection of the large starting gear 152 on the longitudinal plane 102 along the width direction of the power assembly 100 is the gear projection. The ratio range of the area of the weight reduction projection to the area of the gear projection is 0.2 to 0.6. Specifically, the ratio range of the area of the weight reduction projection to the area of the gear projection is 0.3 to 0.5. More specifically, the ratio of the area of the weight reduction projection to the area of the gear projection is 0.4. Through the above settings, it can be avoided that the volume of the large starting gear 152 is too small due to the too large ratio of the area of the weight reduction projection to the area of the gear projection, so as to prevent the structural strength of the large starting gear 152 from decreasing, which is beneficial to improving the structural strength of the large starting gear 152; and it can also be avoided that the weight reduction holes 1522 are too small due to the too small ratio of the area of the heat dissipation projection to the area of the stator projection, so as to prevent the mass of the large starting gear 152 from being too high, which is beneficial to realizing the light weight of the large starting gear 152.

[0056] As Figure 9 shown, as an implementation, the power assembly 100 further includes a sealing mechanism 19. The sealing mechanism 19 is at least partially located between the cylinder head 112 and the cylinder head cover 111 to seal the gap between the cylinder head 112 and the cylinder head cover 111. At the same time, the sealing mechanism 19 can also be arranged between the cylinder head 112 and the cylinder block 113 to seal the gap between the cylinder head 112 and the cylinder block 113. Through the above settings, the sealing mechanism 19 can be arranged at all positions on the power assembly 100 that need to be sealed, which is beneficial to improving the sealing performance of the power assembly 100.

[0057] As an implementation, the cylinder head cover 111 includes a cover body 1111 and a plurality of cover connecting parts 1112. When observing along the height direction of the powertrain 100, the plurality of cover connecting parts 1112 surround the cover body 1111 and are fixedly connected to the cover body 1111. The cylinder head 112 includes a plurality of cylinder head connecting parts 1121 corresponding to the cover connecting parts 1112. The cover connecting parts 1112 and the cylinder head connecting parts 1121 are detachably connected. The above arrangement can improve the connection strength between the cylinder head cover 111 and the cylinder head 112, and further improve the structural stability of the powertrain 100.

[0058] As Figure 10 shown, in this embodiment, along the height direction of the powertrain 100, at least a part of the cover connecting part 1112 extends downward to form a limiting block 1113. The limiting block 1113 surrounds the sealing mechanism 19 and abuts against the cylinder head connecting part 1121. Specifically, the lower surface of the limiting block 1113 abuts against the upper surface of the cylinder head connecting part 1121, so that there is a certain gap between the cover body 1111 and the cylinder head 112. When the cylinder head 112 is connected to the cylinder head cover 111, the distance between the cover body 1111 and the cylinder head 112 is basically equal to the thickness of the limiting block 1113 along the height direction of the powertrain 100, that is, the thickness of the gap is basically equal to the thickness of the limiting block 1113. The sealing mechanism 19 is arranged between the cover body 1111 and the cylinder head 112 and is used to seal the gap. Through the above arrangement, the limiting block 1113 can keep the distance between the cover body 1111 and the cylinder head 112 within a reasonable range, so that the compression amount of each part of the sealing mechanism 19 remains constant, thereby avoiding the reduction of the sealing performance between the cover body 1111 and the cylinder head 112 due to too large or too small compression amount of the sealing mechanism 19, and further being beneficial to improving the sealing performance of the powertrain 100.

[0059] As Figure 11 shown, exemplarily, along the height direction of the powertrain 100, the thickness range of the limiting block 1113 is 2 mm to 3 mm. Further, the thickness range of the limiting block 1113 is 2.3 mm to 2.8 mm. More specifically, the thickness of the limiting block 1113 is 2.5 mm. Through the above arrangement, it is possible to avoid the too small compression amount of the sealing mechanism 19 caused by too large thickness range of the limiting block 1113, so as to prevent the reduction of the sealing effect of the sealing mechanism 19, thereby being beneficial to improving the sealing performance of the sealing mechanism 19; and it is also possible to avoid the too large compression amount of the sealing mechanism 19 caused by too small thickness range of the limiting block 1113, so as to prevent the damage of the sealing mechanism 19 due to too large compression amount, and further being beneficial to improving the service life of the sealing mechanism 19.

[0060] As Figure 9 and Figure 10As shown in the figure, as an implementation manner, the sealing mechanism 19 includes a cylinder block sealing ring 191. The limiting block 1113 includes a limiting surface 1113a, and the limiting surface 1113a abuts against the cylinder block sealing ring 191. Specifically, the limiting surface 1113a can limit the movement of the cylinder block sealing ring 191, so that the cylinder block sealing ring 191 is stably sealed between the cylinder cover body 1111 and the cylinder head 112, thereby improving the sealing effect of the cylinder block sealing ring 191.

[0061] As an implementation manner, along the height direction of the powertrain 100, at least a part of the upper end of the cylinder block sealing ring 191 extends upward to form a sealing clamping portion 1911, and at least a part of the lower end surface of the cylinder cover body 1111 is recessed upward to form a cylinder cover limiting groove 1111a. The sealing clamping portion 1911 is clamped in the cylinder cover limiting groove 1111a. The above settings can improve the connection stability of the cylinder block sealing ring 191 and the cylinder cover body 1111, so as to prevent the cylinder block sealing ring 191 from separating from between the cylinder cover body 1111 and the cylinder head 112, and thus is beneficial to the connection stability of the cylinder block sealing ring 191, the cylinder cover body 1111 and the cylinder head 112.

[0062] As an implementation manner, a cylinder cover fire hole 1114 is provided on the cylinder head cover 111, and a cylinder head fire hole 1122 is provided on the cylinder head 112. The cylinder cover fire hole 1114 communicates with the cylinder head fire hole 1122. The sealing mechanism 19 includes a fire hole sealing ring 192. The fire hole sealing ring 192 surrounds the cylinder cover fire hole 1114 and the cylinder head fire hole 1122 and is sealed between the cylinder head 112 and the cylinder head cover 111. Specifically, the cylinder cover fire hole 1114 and the cylinder head fire hole 1122 form a fire hole channel, and the fire hole channel communicates with the combustion chamber 1120. When the cylinder cover fire hole 1114 is connected to the cylinder head fire hole 1122, there is a gap between the cylinder cover fire hole 1114 and the cylinder head fire hole 1122. Therefore, in this application, the fire hole sealing ring 192 is used to seal the gap, thereby improving the sealing performance between the cylinder head cover 111 and the cylinder head 112.

[0063] In this embodiment, along the height direction of the powertrain 100, at least a part of the edge of the cylinder cover fire hole 1114 extends downward to form a cylinder cover boss 1115, and at least a part of the edge of the cylinder head fire hole 1122 extends upward to form a cylinder head boss 1123. The fire hole sealing ring 192 is sealed between the cylinder head boss 1123 and the cylinder cover boss 1115. Specifically, when the cylinder head 112 is connected to the cylinder head cover 111, the distance between the cylinder head boss 1123 and the cylinder cover boss 1115 is basically equal to the thickness of the limiting block 1113 along the height direction of the powertrain 100. Therefore, the distance between the cylinder head boss 1123 and the cylinder cover boss 1115 can be basically kept consistent, which is beneficial to making the deformation amounts of the fire hole sealing ring 192 basically the same, and further is beneficial to improving the sealing performance between the cylinder head cover 111 and the cylinder head 112.

[0064] It should be noted that since the cylinder head 112 and the cylinder head cover 111 are not regular shapes, in the present application, the cylinder cover connecting portion 1112 can be basically arranged at the corner of the cylinder cover body 1111, so that the connection between the cylinder head 112 and the cylinder head cover 111 is more stable. At the same time, at least one cylinder cover connecting portion 1112 and at least one cylinder head connecting portion 1121 are arranged close to the wheel shaft controller 143, so that the wheel shaft controller 143 can be stably connected to the cylinder head 112, thereby improving the structural stability of the power assembly 100. It should be noted that when observing along the height direction of the power assembly 100, the corner of the cylinder cover body 1111 refers to the bent portion of the outer contour of the cylinder cover body 1111.

[0065] As Figure 12 shown, the present application also provides a motorcycle 200, and the above-mentioned power assembly 100 can be applied to this motorcycle 200. Specifically, the motorcycle 200 includes a frame 21, a body covering 22, a running assembly 23 and a suspension assembly 24. The frame 21 constitutes the basic framework of the motorcycle 200 and is used to support the body covering 22, the running assembly 23 and the suspension assembly 24. The body covering 22 is at least partially connected to the frame 21, and the body covering 22 is used to protect the internal components of the motorcycle 200. The running assembly 23 is used for the movement of the motorcycle 200. The running assembly 23 is installed on the frame 21 through the suspension assembly 24. It should be noted that a cylinder 1131 is provided in the cylinder block 113 and is arranged towards the rear side of the motorcycle 200.

[0066] It should be understood that for those of ordinary skill in the art, improvements or transformations can be made according to the above description, and all such improvements and transformations should fall within the protection scope of the appended claims of the present application.

Claims

1. A motorcycle, comprising: a frame; a body covering, at least part of which is disposed on the frame; a running assembly, at least part of which is disposed below the frame; a power assembly for driving the running assembly and including a housing and a crank connecting rod mechanism, the housing including a cylinder block and a crankcase connected to the cylinder block; the crank connecting rod mechanism includes a crankshaft located in the crankcase and rotatably connected to the crankcase; a starting mechanism including a starting large gear and a one-way clutch connected to the starting large gear, both the starting large gear and the one-way clutch being located in the crankcase and disposed around the crankshaft; a magneto, at least part of which is fixedly connected to the crankshaft, the starting large gear being drivingly connected to the magneto through the one-way clutch; wherein, the magneto includes a rotor connected to the crankshaft, at least part of the rotor extending along the width direction of the power assembly and forming a clutch mounting seat, the one-way clutch being snap-fitted into the clutch mounting seat, and the starting large gear being drivingly connected to the clutch mounting seat through the one-way clutch.

2. The motorcycle according to claim 1, wherein, defining a longitudinal plane perpendicular to the width direction of the power assembly, the projection of the rotor along the width direction of the power assembly on the longitudinal plane is the rotor projection, the projection of the clutch mounting seat along the width direction of the power assembly on the longitudinal plane is the mounting seat projection, and the ratio range of the maximum length of the rotor projection to the maximum length of the mounting seat projection is 1.5 to 2.

3.

3. The motorcycle according to claim 2, wherein, the ratio range of the maximum length of the rotor projection to the maximum length of the mounting seat projection is 1.7 to 2.

1.

4. The motorcycle according to claim 2, wherein, along the width direction of the power assembly, at least part of the rotor extends away from the clutch mounting seat and forms a bushing, one end of the crankshaft passing through the clutch mounting seat is fixedly connected to the bushing; a tapered hole penetrating through the bushing along the width direction of the power assembly is provided on the bushing, and a cone fitting the tapered hole is provided at one end of the crankshaft, the cone being fixedly connected to the tapered hole.

5. The motorcycle according to claim 4, wherein, viewed along the width direction of the power assembly, the clutch mounting seat is disposed around the bushing, and the axis of the clutch mounting seat coincides with the axis of the bushing.

6. The motorcycle according to claim 4, wherein, along the width direction of the power assembly, a plurality of heat dissipation holes penetrating through the rotor are provided on the rotor, the heat dissipation holes are disposed around the clutch mounting seat, the magneto further includes a stator disposed around the bushing and inside the rotor, and the stator is disposed close to the heat dissipation holes.

7. The motorcycle according to claim 6, wherein, The projection of the heat dissipation holes on the longitudinal plane along the width direction of the powertrain is a heat dissipation projection, the projection of the stator on the longitudinal plane along the width direction of the powertrain is a stator projection, and the ratio range of the area of the heat dissipation projection to the area of the stator projection is from 0.1 to 0.

3.

8. The motorcycle according to claim 6, wherein Along the width direction of the powertrain, at least part of the starting large gear extends towards the stator and forms a starting connection seat, the starting connection seat is sleeved on the crankshaft, at least part of the starting connection seat is located within the clutch mounting seat, and the one-way clutch is located between the clutch mounting seat and the starting connection seat.

9. The motorcycle according to claim 8, wherein A plurality of weight reduction holes penetrating through the starting large gear itself are provided, and the plurality of weight reduction holes all extend along the width direction of the powertrain, and at least part of the weight reduction holes overlap with the heat dissipation holes.

10. The motorcycle according to claim 9, wherein The projection of the weight reduction holes on the longitudinal plane along the width direction of the powertrain is a weight reduction projection, the projection of the starting large gear on the longitudinal plane along the width direction of the powertrain is a gear projection, and the ratio range of the area of the weight reduction projection to the area of the gear projection is from 0.2 to 0.6.

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