Motorcycle engine

Abstract

The utility model 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 utility model belongs to the technical field of motorcycles and relates to a motorcycle engine. Background Technique

[0002] A motorcycle is a two-wheeled or three-wheeled vehicle driven by a gasoline engine and steered by a handlebar to control the front wheel. It is light, flexible, and travels quickly, and is widely used for patrol, passenger and cargo transportation, etc. As the power source of a motorcycle, a motorcycle engine is a machine that converts the heat energy generated by igniting and burning the fuel mixture entering the cylinder into mechanical energy, and the power is transmitted from the crankshaft to the rear wheel of the motorcycle through a transmission mechanism to become the driving power of the vehicle.

[0003] Among them, the motorcycle engine includes a box body, and a clutch is arranged in the box body. The clutch is controlled to engage and disengage by moving a clutch pull rod. The traditional motorcycle clutch mainly adopts a manual clutch method, and the clutch operating handle located on the handlebar is manually controlled to pull and release the clutch wire, so as to control the movement of the clutch pull rod, thereby completing the engagement and disengagement actions of the clutch. However, in this way, the wire length is relatively long, and the wire needs to be bent multiple times along the position and space adapted to the motorcycle during layout. The wire is prone to wear and breakage during operation, resulting in insufficient separation and engagement of the clutch, and even causing problems such as clutch damage.

[0004] In response to this, in the prior art, those skilled in the art often drive the clutch pull rod to move through a clutch electric actuator for the clutch action. The clutch electric actuator includes a motor and a transmission mechanism. The motor shaft of the motor is connected to the pull rod of the clutch through the transmission mechanism to automatically pull the clutch for engagement and disengagement. However, due to the limited overall installation space of the motorcycle engine, in order to ensure the overall compactness of the engine, after adding the above-mentioned clutch electric actuator, the motor of the above-mentioned clutch electric actuator is crowded with surrounding components, which easily leads to poor heat dissipation of the motor and affects the service life of the clutch electric actuator. For this reason, those skilled in the art often easily think of setting a cooling fan inside the clutch electric actuator or setting heat dissipation fins on the housing and other heat dissipation structures for heat dissipation, so as to solve the problem that the poor heat dissipation of the motor affects the service life of the clutch electric actuator. Summary of the Utility Model

[0005] The purpose of the utility model is to propose a motorcycle engine in view of the above problems existing in the prior art. The technical problem to be solved by the utility model is how to improve the service life of the clutch electric actuator.

[0006] The object of the present utility model can be achieved by the following technical solutions: A motorcycle engine includes a chassis, a cylinder block fixed on the chassis, an air filter fixedly arranged above the chassis and on one side of the cylinder block, and a clutch electric actuator fixed on the chassis. The clutch electric actuator includes a motor and a transmission case. It is characterized in that the motor is arranged in the front-rear direction, the end where the motor shaft is located is arranged towards the rear and this end is the rear end, the end where the coil of the motor is located is arranged towards the front and this end is the front end. A heat dissipation air duct penetrating in the front-rear direction is provided between the lower side surface of the air filter and the top surface of the chassis. The heat dissipation air duct is located on the front side of the motor and the front end of the motor is directly opposite to the outlet of the heat dissipation air duct. The transmission case is located on the rear side of the motor and is connected to the rear end of the motor.

[0007] Different from the existing heat dissipation structure provided on the clutch electric actuator itself. The present utility model combines the use environment of the motorcycle and transforms the surrounding components of the clutch electric actuator into a heat dissipation structure, thereby improving the heat dissipation performance of the motor and achieving the utility model object of improving the service life of the clutch electric actuator. Specifically, by arranging the motor of the clutch electric actuator in the front-rear direction, and arranging the end where the relatively non-heat-generating motor shaft is located towards the rear, and arranging the end where the heat-generating coil is located towards the front. On this basis, a heat dissipation air duct penetrating in the front-rear direction is designed between the lower side surface of the air filter and the top surface of the chassis. At the same time, the heat dissipation air 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 directly opposite to the outlet of the heat dissipation air duct. When the motorcycle moves forward, the heat dissipation air duct can gather and direct the wind to the position where the motor is located, and start heat dissipation from the front part that is prone to heat, thereby efficiently improving the heat dissipation efficiency of the motor, and further improving the service life of the clutch electric actuator.

[0008] In the above motorcycle engine, the air filter includes an air filter side cover. The lower front part of the air filter side cover has a wind guiding flanging part extending and folding in the left-right direction. The wind guiding flanging part is located on the front side of the motor. The top surface of the front part of the chassis has a wind guiding part with a downward inclination at the front end. The heat dissipation air duct is formed between the wind guiding flanging part and the wind guiding part. Through the above design, only by improving the components that the engine originally has, a heat dissipation structure can be obtained. At the same time, the design of the wind guiding flanging part extending and folding inwards and the inclined design of the front end of the wind guiding part cooperate with each other to improve the wind gathering effect, so that the motor can obtain efficient heat dissipation, and further improve the service life of the clutch electric actuator.

[0009] In the above motorcycle engine, the front and rear ends of the air guiding part respectively have upturned parts that upturn upward, and the upturned parts and the air guiding part are transitioned through a concave arc surface. Through the above design, a structure with upturned ends is formed at the air guiding part, and through this structure, the air blown towards the air guiding part can generate eddy currents, thereby further improving the heat dissipation efficiency of the motor, and further improving the service life of the clutch electric actuator.

[0010] In the above motorcycle engine, the front side of the air filter side cover has a front side edge part, and the front side edge part and the air guiding flanging part are transitioned through a convex arc surface. Through the above design, the air blown towards the air filter side cover can be better guided to the heat dissipation channel, thereby being beneficial to improving the heat dissipation efficiency of the motor, and further being beneficial to improving the service life of the clutch electric actuator.

[0011] In the above motorcycle engine, the heat dissipation air duct is trumpet-shaped and has a large mouth facing forward. Through the heat dissipation air duct designed with the above shape, the wind during the motorcycle's operation can be better gathered and guided to the motor, thereby further improving the heat dissipation efficiency of the motor, and further improving the service life of the clutch electric actuator.

[0012] In the above motorcycle engine, on the top surface of the chassis, there is a columnar connecting seat one arranged vertically, and the transmission box is fixed on the connecting seat one. Through the design of the above connecting seat one, the connection position between the transmission box and the chassis is raised. On the one hand, it is convenient for the installation and connection of the transmission box; on the other hand, after raising, more heat dissipation space can be vacated between the top surface of the chassis and the clutch electric actuator, which is beneficial to improving the heat dissipation performance of the clutch electric actuator, thereby improving its service life.

[0013] In the above motorcycle engine, on the top surface of the chassis, there is a columnar connecting seat two arranged vertically, and on the transmission box, there is a connecting column extending downward in the vertical direction, and the connecting column is fixedly connected to the connecting seat two. Through the design of the above connecting seat one, the connection position between the transmission box and the chassis is raised. On the one hand, it is convenient for the installation and connection of the transmission box; on the other hand, after raising, more heat dissipation space can be vacated between the top surface of the chassis and the clutch electric actuator, which is beneficial to improving the heat dissipation performance of the clutch electric actuator, thereby improving its service life.

[0014] In the above motorcycle engine, there are two connecting seat ones arranged at intervals in the front-rear direction, and on the transmission box, there is a plate-shaped connecting part arranged horizontally, and the connecting part is fixedly connected to the connecting seat one. The design of the above two connecting seat ones and the connecting part makes the connection of the transmission box more reliable. At the same time, the design of the two connecting seat ones arranged front and rear will not affect the conduction of the wind blowing from the motor to the rear, thereby avoiding the influence on the heat dissipation of the motor.

[0015] In the above motorcycle engine, a lead screw shaft arranged in the front-rear direction and a drive shaft with an axis perpendicular to the axis of the lead screw shaft are respectively rotatably connected in the transmission case. The lead screw shaft is fixedly connected to the motor shaft of the motor. The upper end of the drive shaft has a toothed disc, and the toothed disc is meshed and connected with the lead screw shaft. The lower end of the drive shaft extends out of the transmission case and has a drive gear. The engine further includes a clutch pull rod, and a plurality of tooth grooves are provided on the clutch pull rod. The drive gear is meshed and connected with the tooth grooves. The self-driving transmission principle is as follows: The motor drives the lead screw shaft to rotate, the lead screw shaft drives the drive shaft to rotate through the transmission of the toothed disc, and then the drive shaft drives the clutch pull rod to move through the cooperation of the gear and the tooth grooves, so as to realize the clutch engagement and disengagement control. At the same time, the lead screw shaft and the drive shaft are arranged vertically in this way, which is beneficial to improving the installation compactness of the clutch electric actuator.

[0016] In the above 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, and 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 both ends of the middle shaft sleeve and are respectively circumferentially positioned with both ends of the middle shaft sleeve through splines. 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 segmented design of the drive shaft and the method of using 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 telescopically adjusted, so as to facilitate the installation and cooperation of the drive gear and the pull rod tooth grooves, and further improve the installation convenience of the self-driving device of this clutch; moreover, after the above adjustment, it is also beneficial to ensure the accuracy of the connection and cooperation between the drive shaft and the clutch pull rod.

[0017] Compared with the prior art, the motorcycle engine has the following advantages: By transforming the peripheral components of the clutch electric actuator into a heat dissipation structure and cooperating with the position layout design of the clutch electric actuator, the overall structure is simple. Under the condition of reasonably controlling the manufacturing cost, 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 improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 is a schematic diagram of a partial structure of the motorcycle engine Figure 1 .

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

[0020] Figure 3 is a schematic diagram of a partial structure of the motorcycle engine Figure 2 .

[0021] Figure 4It is a schematic diagram of the explosion structure of some components after the side cover of the engine case and the transmission case of this motorcycle engine are hidden.

[0022] Figure 5 It is a schematic diagram of the structure after the side cover of the engine case and the transmission case of this motorcycle engine are hidden.

[0023] In the figure, 1 is the engine case; 1a is the air guiding part; 1b is the tilted part; 11 is the first connecting seat; 12 is the second connecting seat; 2 is the cylinder block; 3 is the air filter; 31 is the side cover of the air filter; 311 is the air guiding flanging part; 312 is the front side part; 4 is the clutch electric actuator; 41 is the motor; 42 is the transmission case; 421 is the connecting column; 422 is the connecting part; 43 is the lead screw shaft; 44 is the drive shaft; 441 is the upper half shaft; 442 is the middle shaft sleeve; 443 is the lower half shaft; 45 is the gear disc; 46 is the drive gear; 5 is the heat dissipation air duct; 6 is the clutch pull rod; 61 is the tooth groove; 7 is the spline; 8 is the gap. Specific embodiments

[0024] The following are specific embodiments of the present invention and in combination with the accompanying drawings, the technical solutions of the present invention will be further described, but the present invention is not limited to these embodiments.

[0025] Specifically, as Figure 1 shown, this motorcycle engine includes an engine case 1, a cylinder block 2 fixed on the engine case 1, an air filter 3 fixed above the engine case 1 and on one side of the cylinder block 2, and a clutch electric actuator 4 fixed on the engine case 1. There is an installation space formed between the air filter 3 and the top surface of the engine case 1. The clutch electric actuator is located in the installation space. The clutch electric actuator 4 includes a motor 41 and a transmission case 42. The motor 41 is arranged in the front-rear direction. The end where the motor shaft of the motor 41 is located faces backward and this end is the rear end. The end where the coil of the motor 41 is located faces forward and this end is the front end. There is a heat dissipation air duct 5 penetrating in the front-rear direction between the lower side surface of the air filter 3 and the top surface of the engine case 1. The heat dissipation air duct 5 is in a horn shape with the large mouth facing forward and is communicated with the installation space. The heat dissipation air duct 5 is located in front of the motor 41 and the front end of the motor 41 is directly opposite to the outlet of the heat dissipation air duct 5. The transmission case 42 is located behind the motor 41 and is connected to the rear end of the motor 41.

[0026] More specifically, again as Figure 1 and Figure 2As shown, the air filter 3 includes an air filter side cover 31. The lower part of the front side of the air filter side cover 31 has a wind guiding flanging part 311 that extends and folds along the left-right direction. The wind guiding flanging part 311 is located on the front side of the motor 41. On the top surface of the front part of the chassis 1, there is a wind guiding part 1a with a downward slope at the front end. A heat dissipation air duct 5 is formed between the wind guiding flanging part 311 and the wind guiding part 1a. The front and rear ends of the wind guiding part 1a respectively have upturned parts 1b, and the upturned parts 1b and the wind guiding part 1a are transitioned through an inward concave arc surface. The front side of the air filter side cover 31 has a front side edge part 312, and the front side edge part 312 and the wind guiding flanging part 311 are transitioned through an outward convex arc surface.

[0027] Again, Figure 1 and Figure 3 As shown, on the top surface of the chassis 1, there are two columnar connecting seats one 11 arranged vertically and spaced along the front-rear direction. The transmission case 42 has a plate-shaped connecting part 422 arranged horizontally, and the connecting part 422 is fixedly connected to the connecting seat one 11. On the top surface of the chassis 1, there is a columnar connecting seat two 12 arranged vertically. The transmission case 42 has a connecting column 421 extending downward along the vertical direction, and the connecting column 421 is fixedly connected to the connecting seat two 12.

[0028] Again, Figure 4 and Figure 5 As shown, in this embodiment, a lead screw shaft 43 arranged along the front-rear direction and a drive shaft 44 with an axis perpendicular to the axis of the lead screw shaft 43 are respectively rotatably connected inside the transmission case 42. The lead 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 disk 45, and the gear disk 45 is meshed and connected with the lead screw shaft 43. The lower end of the drive shaft 44 extends out of the transmission case 42 and has a drive gear 46. The engine further includes a clutch pull rod 6, and a plurality of tooth grooves 61 are provided on the clutch pull rod 6. The drive gear 46 is meshed and connected 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 disk 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 both ends of the middle shaft sleeve 442 and are circumferentially positioned with both 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 utility model. Those skilled in the technical field to which the present utility model belongs can make various modifications or supplements to the described specific embodiments or use similar methods for substitution, but will not deviate from the spirit of the present utility model or exceed the scope defined by the appended claims.

[0030] Although terms such as chassis 1, air guiding part 1a, tilting part 1b, first connecting seat 11, second connecting seat 12, cylinder block 2, air filter 3, air filter side cover 31, air guiding flanging part 311, front side part 312, clutch electric actuator 4, motor 41, transmission case 42, connecting column 421, connecting part 422, lead screw shaft 43, drive shaft 44, upper half shaft 441, middle shaft sleeve 442, lower half shaft 443, tooth disc 45, drive gear 46, heat dissipation air duct 5, clutch pull rod 6, tooth groove 61, spline 7, gap 8 and so on are used more frequently in this text, the possibility of using other terms is not excluded. The use of these terms is only for more convenient description and explanation of the essence of the present utility model; interpreting them as any additional limitation is contrary to the spirit of the present utility model.

Claims

1. A motorcycle engine, comprising a chassis (1), a cylinder block (2) fixed on the chassis (1), an air filter (3) fixed above the chassis (1) and on one side of the cylinder block (2), and a clutch electric actuator (4) fixed on the chassis (1), wherein the clutch electric actuator (4) comprises a motor (41) and a transmission case (42), characterized in that, The motor (41) is arranged in the front-rear direction. One end where the motor shaft of the motor (41) is located faces backward and this end is the rear end. One end where the coil of the motor (41) is located faces forward and this end is the front end. A heat dissipation air duct (5) penetrating in the front-rear direction is provided between the lower side surface of the air filter (3) and the top surface of the chassis (1). The heat dissipation air duct (5) is located on the front side of the motor (41) and the front end of the motor (41) faces the outlet of the heat dissipation air duct (5). The transmission case (42) is located on 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) includes an air filter side cover (31). The lower part of the front side of the air filter side cover (31) has a wind guiding flanging part (311) extending and folding in the left-right direction. The wind guiding flanging part (311) is located on the front side of the motor (41). The top surface of the front part of the chassis (1) has a wind guiding part (1a) with a downward slope at the front end. The heat dissipation air duct (5) is formed between the wind guiding flanging part (311) and the wind guiding part (1a).

3. The motorcycle engine according to claim 2, characterized in that, Both the front and rear ends of the wind guiding part (1a) have upwardly warped parts (1b). The warped parts (1b) and the wind guiding part (1a) are transitioned through 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 part (312). The front side edge part (312) and the wind guiding flanging part (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 in a horn shape with the large mouth 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) has a columnar connecting seat one (11) arranged vertically. The transmission case (42) is fixed on the connecting seat one (11).

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

8. The motorcycle engine according to claim 6, characterized in that, There are two connecting seats one (11) arranged at intervals in the front-rear direction. The transmission case (42) has a plate-shaped connecting part (422) arranged horizontally. The connecting part (422) is fixedly connected to the connecting seat one (11).

9. The motorcycle engine according to any one of claims 1 to 5, characterized in that, A worm (43) arranged in the front-rear direction and a drive shaft (44) whose axis is perpendicular to the axis of the worm (43) are respectively rotatably connected in the transmission case (42). The worm (43) is in transmission connection with the motor shaft of the motor (41). The upper end of the drive shaft (44) has a worm gear (45). The worm gear (45) is in meshing connection with the worm (43). The lower end of the drive shaft (44) extends out of the transmission case (42) and has a drive gear (46). The engine further includes a clutch pull rod (6). A plurality of tooth grooves (61) are provided on the clutch pull rod (6). The drive gear (46) is in meshing connection 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 wheel (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 both ends of the middle shaft sleeve (442) and are circumferentially positioned with both 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).

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