Automatic adjusting type exhaust system of motorcycle engine

Abstract

The utility model discloses an automatic adjusting type exhaust system of a motorcycle engine, which comprises an air cylinder and a flywheel, a main exhaust port and a side exhaust port are arranged on the air cylinder, a gear set is arranged on the flywheel, a baffle plate is rotatably connected in the main exhaust port, a baffle block is rotatably connected in the side exhaust port, and a driving mechanism is connected on the gear set. A transmission mechanism is arranged between the driving mechanism and the baffle and between the driving mechanism and the stop block, the driving mechanism comprises a transmission gear and a push plate, the transmission gear is meshed with the gear set, a plurality of guide grooves are formed in the side wall of the transmission gear, balls are arranged in the guide grooves, and the transmission gear pushes the push plate to move under the action of centrifugal force after rotating. The engine has the advantages that the size of the exhaust port can be automatically adjusted according to working condition requirements, when acceleration is needed, the rotating speed of the engine is increased, the opening of the exhaust port becomes large, the exhaust efficiency is high, the engine has better power, and when constant-speed cruise is conducted, the rotating speed of the engine is low, the opening of the exhaust port becomes small, and the engine saves more oil.

Description

Technical Field

[0001] The utility model relates to the technical field of engines, and particularly relates to an automatic adjustment type exhaust system for a motorcycle engine. Background Art

[0002] During the operation of a motorcycle engine, it usually goes through four stages: intake, compression, combustion, and exhaust. In the intake stroke of the engine, the piston moves downward to achieve the intake of air and fuel into the cylinder, creating a vacuum in the cylinder. Then, air enters the cylinder through the air filter, and at the same time, fuel is injected into the cylinder through the fuel injector. In the exhaust stroke of the engine, the piston moves forward, and the exhaust gas generated after combustion is discharged from the cylinder and emitted into the atmosphere through the exhaust pipe.

[0003] For example, an engine crankshaft and its engine with the publication number of CN201820664602 disclosed in the patent, which consists of a journal, a crank, and a crankpin, does not reduce the engine performance, reduces the space occupation, and ensures the structural compactness of the engine itself. In terms of the intake and exhaust structures, it is the same as that of a common engine, and the size of the exhaust port is fixed.

[0004] Problems existing in the existing engines: The size of the exhaust port is fixed and cannot be adjusted according to the working conditions. If the exhaust port is designed too large, it will increase the fuel consumption of the engine and cause unnecessary losses. If the exhaust port is designed too small, the exhaust efficiency of the exhaust gas is low, and the power performance of the engine will be weak. Content of the Utility Model

[0005] Aiming at the problem that the emission cannot be adjusted, the technical problem to be solved by the utility model is to provide an automatic adjustment type exhaust system for a motorcycle engine.

[0006] The technical solution adopted by the present utility model to solve the above technical problems is as follows: an automatic adjustment type exhaust system for a motorcycle engine, including a cylinder and a flywheel disposed in the engine cylinder block. A main exhaust port and a side exhaust port are provided on the cylinder. A gear set is provided on the flywheel and rotates simultaneously with the flywheel. A baffle is rotatably connected in the main exhaust port, and a stopper is rotatably connected in the side exhaust port. A driving mechanism is connected to the gear set, and a transmission mechanism is provided between the driving mechanism and the baffle and the stopper. The driving mechanism can drive the baffle and the stopper to rotate simultaneously through the transmission mechanism to change the opening sizes of the main exhaust port and the side exhaust port. The driving mechanism includes a transmission gear and a push plate. The transmission gear meshes with the gear set. A plurality of guiding grooves are formed on the side wall of the transmission gear around the axis of the transmission gear. The bottom surface of the guiding groove is inclined, and the bottom surface height of the outer end of the guiding groove is lower than the bottom surface height of the inner end of the guiding groove. A ball is provided in each guiding groove. After the transmission gear rotates, under the action of centrifugal force, the ball moves from the inner end of the guiding groove to the outer end of the guiding groove, and at the same time, the ball pushes the push plate to move along the axial direction of the transmission gear.

[0007] A further preferred solution of the present utility model is: the transmission mechanism includes a connecting member, a transmission rod, a connecting block and a transmission block. The connecting member is rotatably connected in the engine cylinder block. The first end of the connecting member abuts against the push plate, and the second end of the connecting member is rotatably connected to the transmission rod. The first end of the connecting block is rotatably connected to the transmission rod, and the second end of the connecting block is rotatably connected to the cylinder. The first end of the transmission block is fixedly connected to the baffle, and the second end of the transmission block is connected to the stopper. After the connecting member drives the connecting block to rotate through the transmission rod, the connecting block drives the baffle and the stopper to rotate simultaneously through the transmission block.

[0008] A further preferred solution of the present utility model is: a different gear is provided on the stopper, and a tooth portion meshing with the different gear is provided on the transmission block.

[0009] A further preferred solution of the present utility model is: a positioning column is provided at the middle part of the transmission block, a connection hole adapted to the positioning column is formed at the middle part of the connecting block, the positioning column is inserted into the connection hole, and the connecting block drives the transmission block to move by pushing the positioning column through the inner wall of the connection hole.

[0010] A further preferred solution of the present utility model is: a return spring for returning the connecting member is provided on the connecting member, and the two ends of the return spring respectively abut against the connecting member and the inner wall of the engine.

[0011] A further preferred solution of the present utility model is: a U-shaped groove is formed on the stopper. When the side exhaust port is in a blocked state, the side wall of the stopper blocks the side exhaust port. When the side exhaust port is in an exhaust state, the stopper rotates to communicate the U-shaped groove with the side exhaust port.

[0012] A further preferred solution of the present utility model is as follows: A main shaft is arranged inside the engine cylinder block, a transmission gear is sleeved on the main shaft and rotatably connected thereto, and a limiting ring for restricting the displacement distance of the push plate is arranged on the main shaft.

[0013] A further preferred solution of the present utility model is as follows: The distance between the limiting ring and the end of the push plate is less than the diameter of the ball.

[0014] A further preferred solution of the present utility model is as follows: An arc surface is arranged on the baffle plate, and the arc surface matches the opening radian of the main exhaust port.

[0015] A further preferred solution of the present utility model is as follows: The number of the guiding grooves is five.

[0016] Compared with the prior art, the present utility model has the following advantages: The size of the exhaust port can be adjusted automatically according to the working conditions. When acceleration is required, the engine speed increases, the opening of the exhaust port becomes larger, the exhaust efficiency is high, and the engine has better power. When cruising at a constant speed, the engine speed is slow, the opening of the exhaust port becomes smaller, and the engine is more fuel-efficient. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The present utility model will be further described in detail below with reference to the drawings and preferred embodiments. However, those skilled in the art will understand that these drawings are only drawn for the purpose of explaining the preferred embodiments and should not be regarded as limiting the scope of the present utility model. In addition, unless otherwise specified, the drawings only schematically show the composition or structure of the described object and may include exaggerated displays, and the drawings are not necessarily drawn to scale.

[0018] Figure 1 It is a schematic diagram of the overall structure of a motorcycle engine;

[0019] Figure 2 It is an exploded view of the driving mechanism;

[0020] Figure 3 It is a schematic diagram of the overall structure of the cylinder;

[0021] Figure 4 It is a side view of the motorcycle engine;

[0022] Figure 5 It is an exploded view of the transmission mechanism;

[0023] Figure 6 It is a schematic diagram of the overall structure of the connecting piece;

[0024] Figure 7 It is a schematic diagram of the overall structure of the baffle plate;

[0025] Figure 8 It is a schematic diagram of the overall structure of the stop block;

[0026] Figure 9 It is a schematic diagram of the overall structure of the transmission block;

[0027] Figure 10 It is a schematic diagram of the overall structure of the connecting block;

[0028] Figure 11 It is a schematic diagram of the baffle blocking part of the main exhaust port;

[0029] Figure 12 It is a schematic diagram of the baffle not blocking the main exhaust port;

[0030] Figure 13 It is a schematic diagram of the stop block blocking the side exhaust port;

[0031] Figure 14 It is a schematic diagram of the U-shaped groove communicating with the side exhaust port.

[0032] In the figure: 1. Cylinder; 2. Flywheel; 3. Gear set; 4. Snap ring; 5. Transmission ring; 6. Gasket; 7. Groove; 8. Push plate; 9. Limit ring; 10. Main shaft; 11. Ball; 12. Transmission gear; 13. Guide groove; 14. Bearing; 15. Side exhaust port; 16. Main exhaust port; 17. Piston; 18. Piston rod; 19. Return spring; 20. Connecting piece; 21. Transmission rod; 22. Fixed block; 23. Connecting wire; 24. Connecting block; 25. Transmission block; 26. Baffle; 27. Stop block; 28. Mounting block; 29. Step; 30. Idler gear; 31. U-shaped groove; 32. Tooth ring; 33. Positioning column; 34. Second through hole; 35. Connecting part; 36. Positioning hole; 37. First through hole; 38. Tooth part; 39. First end of the connecting piece; 40. Second end of the connecting piece; 41. Third end of the connecting piece. Detailed implementation manners

[0033] The following will refer to the drawings to describe in detail the preferred embodiments of the present invention. Those skilled in the art will understand that these descriptions are only descriptive and exemplary and should not be construed as limiting the protection scope of the present invention.

[0034] It should be noted that: Similar reference numerals represent similar items in the following drawings. Therefore, once an item is defined in one drawing, it may not be further defined and explained in subsequent drawings.

[0035] This embodiment mainly elaborates on the title of the automatic adjustment type exhaust system of the motorcycle engine, specifically as follows:

[0036] Such as Figure 1As shown, an automatic adjustment type exhaust system for a motorcycle engine includes a cylinder 1 and a flywheel 2. A piston 17 is provided in the cylinder 1. A piston rod 18 is provided on the piston 17, and the bottom of the piston rod 18 is connected to the flywheel 2.

[0037] As Figure 3 shown, a main exhaust port 16 and side exhaust ports 15 are provided on the cylinder 1. The main exhaust port 16 is communicated with the cylinder 1. The number of side exhaust ports 15 is two, and the two side exhaust ports 15 are respectively located on both sides of the cylinder 1. The side exhaust ports 15 communicate the cylinder 1 with the main exhaust port 16 to improve the efficiency of exhausting waste gas.

[0038] A gear set 3 is provided on the rotating shaft of the flywheel 2, and the gear set 3 rotates simultaneously with the rotation of the flywheel 2.

[0039] As Figure 1 shown, a baffle 26 is rotatably connected in the main exhaust port 16, and a stop block 27 is rotatably connected in the side exhaust port 15. A driving mechanism is provided on the gear set 3, and a transmission mechanism is arranged between the driving mechanism and the baffle 26 and the stop block 27. The driving mechanism can drive the baffle 26 and the stop block 27 to rotate simultaneously through the transmission mechanism to change the opening sizes of the main exhaust port 16 and the side exhaust ports 15.

[0040] The driving mechanism includes a transmission gear 12 and a push plate 8. A main shaft 10 is arranged in the engine cylinder block. The transmission gear 12 is sleeved on the main shaft 10 and is rotatably connected thereto.

[0041] The transmission gear 12 and the gear set 3 are connected and fixed by a meshing connection method, and the operation of the gear set 3 drives the transmission gear 12 to operate synchronously.

[0042] A bearing 14 is provided on one side of the installation position of the transmission gear 12. The bearing 14 is connected to the inside of the engine to reduce the friction and heat generation of the main shaft 10. A push plate 8 is provided on the other side of the transmission gear 12, and the push plate 8 abuts against the transmission gear 12.

[0043] The inside of the transmission gear 12 is recessed toward the side where the bearing 14 is installed. A plurality of guiding grooves 13 are formed in the recessed portion of the transmission gear 12 and are evenly distributed around the axis of the transmission gear 12. Specifically, the number of guiding grooves 13 is five.

[0044] The bottom surface of the guiding groove 13 is inclined, and the depth of the guiding groove 13 gradually becomes shallower from the axis of the transmission gear 12 outward. The bottom surface height of the outer end of the guiding groove 13 is lower than the bottom surface height of the inner end of the guiding groove 13.

[0045] A ball 11 is provided in each guide groove 13. Under the action of the push plate 8, the rolling range of the ball 11 is limited within the guide groove 13. After the transmission gear 12 rotates, under the action of centrifugal force, the ball 11 rolls from the inner end of the guide groove 13 to the outer end of the guide groove 13. At the same time, the ball 11 pushes the push plate 8 to move axially along the transmission gear 12.

[0046] A limit ring 9 for restricting the displacement distance of the push plate 8 is provided on the main shaft 10. The distance between the limit ring 9 and the end of the push plate 8 is less than the diameter of the ball 11, which limits the maximum displacement distance of the push plate 8 on the main shaft 10 and prevents the ball 11 from falling from between the push plate 8 and the transmission gear 12.

[0047] As Figures 4 - 6 shown, the transmission mechanism includes a connecting member 20, a transmission rod 21, a connecting block 24 and a transmission block 25.

[0048] The connecting member 20 is installed in the engine cylinder block. An installation block 28 is sleeved on the connecting member 20 to fix the position of the connecting member 20 in the engine cylinder block.

[0049] The connecting member 20 is provided with a three-end protruding portion. The first end 39 of the connecting member abuts against the push plate 8. Specifically, a transmission ring 5 and a gasket 6 are provided between the first end 39 of the connecting member and the push plate 8. The gasket 6 is sandwiched between the transmission ring 5 and the push plate 8. An annular groove 7 is provided on the push plate 8, and a snap ring 4 is provided in the groove 7. The transmission ring 5 and the gasket 6 are fixedly connected to the push plate 8 by the fixing ring 4. The first end 39 of the connecting member abuts against the transmission ring 5 on the push plate 8. When the transmission gear 12 rotates and the push plate 8 moves axially along the transmission gear 12, the wear between the connecting member 20 and the push plate 8 is reduced, the service life of the parts is increased, and the transmission ring 5 and the gasket 6 are convenient to replace.

[0050] The second end 40 of the connecting member is rotatably connected to one end of the transmission rod 21. Preferably, the second end 40 of the connecting member is connected and fixed to the transmission rod 21 by a universal hinge, which is convenient for the transmission rod 21 and the connecting member 20 to operate synchronously.

[0051] A return spring 19 is provided on the third end 41 of the connecting member. The two ends of the return spring 19 respectively abut against the connecting member 20 and the inner wall of the engine. When the rotational speed of the transmission gear 12 changes from a fast speed to a slow speed, the return spring 19 restores the connecting member 20 to its initial position.

[0052] The other end of the transmission rod 21 is connected to the connecting block 24. Specifically, as Figure 10 shown, the connecting block 24 is provided with a connecting portion 35, a positioning hole 36 and a first through hole 37. Among them, the connecting portion 35 is connected to the transmission rod 21. Specifically, the connecting portion 35 is connected and fixed to the transmission rod 21 by a universal hinge. The connecting block 24 is connected and fixed to the transmission block 25 through the positioning hole 36.

[0053] As shown Figure 9 in FIG., a gear ring 32, a positioning post 33 and a second through hole 34 are provided on the transmission block 25. The positioning post 33 is located at the middle part of the transmission block 25 and is adapted to the positioning hole 36 on the connecting block 24. The positioning post 33 is inserted into the positioning hole 36. The connecting block 24 pushes the positioning post 33 through the inner wall of the positioning hole 36 to drive the transmission block 25 to move. The second through hole 34 on the transmission block 25 is fixedly connected to the baffle 26, and the transmission block 25 drives the stopper 27 to rotate.

[0054] As shown Figure 7 in FIG., the baffle 26 is rotatably installed in the main exhaust port 16. Steps 29 are provided at both ends of the baffle 26. The steps 29 are snap-fitted and fixed with the second through hole 34 on the transmission block 25, so that the transmission block 25 can drive the baffle 26 to rotate. An arc surface is provided in the middle of the baffle 26, and the arc surface matches the opening radian of the main exhaust port 16.

[0055] As shown Figure 8 in FIG., the stopper 27 is rotatably installed in the side exhaust port 15. A U-shaped groove 31 is formed on the part of the stopper 27 inserted into the cylinder 1. When the engine speed is slow, the side wall of the stopper 27 blocks the side exhaust port 15, and the side exhaust port 15 is in a blocked state. When the engine speed is fast, the U-shaped groove 31 on the stopper 27 communicates with the side exhaust port 15, improving the exhaust efficiency.

[0056] A differential gear 30 is provided on the part of the stopper 27 exposed outside the cylinder 1. A tooth part 38 meshing with the differential gear 30 is provided on the gear ring 32 of the transmission block 25, and the two are connected in cooperation.

[0057] After the transmission block 25 and the connecting block 24 are fixedly installed, the fixing block 22 fixes the connecting block 24 on the transmission block 25 through the first through hole 37.

[0058] In summary, for the automatic adjustment type exhaust system of the motorcycle engine, when the input speed of the engine changes from slow to fast, the gear set 3 drives the transmission gear 12 to rotate. Under the action of the centrifugal force generated at high speed, the ball 11 in the transmission gear 12 moves from the inner end of the guide groove 13 to the outer end of the guide groove 13. At the same time, the ball 11 pushes the push plate 8 to move axially along the transmission gear 12, pushing the connecting piece 20 to rotate. The connecting piece 20 drives the connecting block 24 to push the transmission block 25 to make the baffle 26 and the stopper 27 rotate. For example, when the engine speed is 2000 revolutions per minute, the centrifugal force generated by the ball 11 in the transmission gear 12 is less than the elastic force of the return spring 19 and is not sufficient to push the push plate 8 to displace on the main shaft 10. At this time, the baffle 26 does not rotate, the main exhaust port 16 has a small opening, and the stopper 27 closes the side exhaust port 15. When the engine speed is 6000 revolutions per minute, the centrifugal force generated by the ball 11 in the transmission gear 12 is slightly greater than the elastic force of the return spring 19, pushing the push plate 8 to displace on the main shaft 10. At this time, the baffle 26 is partially opened, and the stopper 27 is partially opened. When the engine speed is 8000 revolutions per minute, the centrifugal force generated by the ball 11 in the transmission gear 12 is greater than the elastic force of the return spring 19, pushing the push plate 8 to displace on the main shaft 10 to the limit ring 9. At this time, the baffle 26 is fully opened, and the U-shaped groove 31 on the stopper 27 communicates with the side exhaust port 15, improving the exhaust efficiency at high speed.

[0059] When the input speed of the engine changes from fast to slow, the centrifugal force of the ball 11 in the transmission gear 12 gradually decreases. The ball 11 rolls along the guide groove 13 from the outer end of the guide groove 13 towards the main shaft 10. Under the action of the return spring 19 connected to the connecting piece 20, the push plate 8 gradually approaches the transmission gear 12 and finally returns to the initial position, abutting against the transmission gear 12. The side wall of the stopper 27 blocks the side exhaust port 15, and the opening of the main exhaust port 16 decreases.

[0060] In the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "upper", "lower", "front", "rear", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship in which the product of the present invention is usually placed during use. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present invention.

[0061] The above has introduced in detail the automatic adjustment type exhaust system of the motorcycle engine provided by the present utility model. Specific examples are used in this article to elaborate on the principle and implementation manner of the present utility model. The description of the above embodiments is only used to help understand the present utility model and its core idea. It should be pointed out that for those of ordinary skill in the art of this technology, without departing from the principle of the present utility model, several improvements and modifications can still be made to the present utility model, and these improvements and modifications also fall within the protection scope of the claims of the present utility model.

Claims

1. An automatic adjustment type exhaust system for a motorcycle engine, comprising a cylinder and a flywheel disposed in the engine cylinder block. A main exhaust port and a side exhaust port are provided on the cylinder. A gear set is provided on the flywheel and rotates simultaneously with the flywheel. It is characterized in that, A baffle is rotatably connected inside the main exhaust port, and a stopper is rotatably connected inside the side exhaust port. A driving mechanism is connected to the gear set. A transmission mechanism is arranged between the driving mechanism and the baffle and the stopper. The driving mechanism can drive the baffle and the stopper to rotate simultaneously through the transmission mechanism to change the opening sizes of the main exhaust port and the side exhaust port. The driving mechanism includes a transmission gear and a push plate. The transmission gear meshes with the gear set. A plurality of guide grooves are formed on the side wall of the transmission gear around the axis of the transmission gear. The bottom surface of the guide groove is inclined, and the bottom surface height of the outer end of the guide groove is lower than the bottom surface height of the inner end of the guide groove. A ball is arranged in each guide groove. After the transmission gear rotates, under the action of centrifugal force, the ball moves from the inner end of the guide groove to the outer end of the guide groove, and at the same time, the ball pushes the push plate to move along the axial direction of the transmission gear.

2. The automatically adjustable exhaust system for a motorcycle engine according to claim 1, characterized in that, The transmission mechanism includes a connecting piece, a transmission rod, a connecting block and a transmission block. The connecting piece is rotatably connected inside the engine cylinder block. The first end of the connecting piece abuts against the push plate. The second end of the connecting piece is rotatably connected to the transmission rod. The first end of the connecting block is rotatably connected to the transmission rod. The second end of the connecting block is rotatably connected to the cylinder. The first end of the transmission block is fixedly connected to the baffle. The second end of the transmission block is connected to the stopper. After the connecting piece drives the connecting block to rotate through the transmission rod, the connecting block drives the baffle and the stopper to rotate simultaneously through the transmission block.

3. The automatically adjustable exhaust system for a motorcycle engine according to claim 2, wherein, An eccentric gear is arranged on the stopper, and a tooth portion meshing with the eccentric gear is arranged on the transmission block.

4. The automatic adjustment type exhaust system of a motorcycle engine according to claim 2, characterized in that, A positioning column is arranged at the middle part of the transmission block. A connection hole adapted to the positioning column is formed at the middle part of the connecting block. The positioning column is arranged in the connection hole. The connecting block drives the transmission block to move by pushing the positioning column through the inner wall of the connection hole.

5. The automatically adjustable exhaust system for a motorcycle engine according to claim 2, characterized in that, A return spring for returning the connecting piece is arranged on the connecting piece. The two ends of the return spring respectively abut against the connecting piece and the inner wall of the engine.

6. The automatic adjustment type exhaust system of a motorcycle engine according to claim 1, characterized in that, A U-shaped groove is formed on the stopper. When the side exhaust port is in a blocked state, the side wall of the stopper blocks the side exhaust port. When the side exhaust port is in an exhaust state, the stopper rotates to communicate the U-shaped groove with the side exhaust port.

7. The automatically adjustable exhaust system for a motorcycle engine according to claim 1, characterized in that, A main shaft is arranged inside the engine cylinder block. The transmission gear is sleeved on the main shaft and rotatably connected thereto. A limiting ring for limiting the displacement distance of the push plate is arranged on the main shaft.

8. The automatic adjustment type exhaust system of a motorcycle engine according to claim 7, characterized in that, The distance between the limiting ring and the end of the push plate is less than the diameter of the ball.

9. The automatically adjustable exhaust system of a motorcycle engine according to claim 1, characterized in that, An arc surface is arranged on the baffle, and the arc surface matches the opening radian of the main exhaust port.

10. The automatically adjustable exhaust system for a motorcycle engine according to claim 1, characterized in that, The number of the guide grooves is five.

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