Secondary air inlet structure of motorcycle engine

Abstract

The utility model discloses a secondary air inlet structure of a motorcycle engine, which relates to the technical field of air inlet pipes of motorcycle engines and comprises a connecting pipe, a cooling pipe, a first joint and a second joint, the first joint is arranged on the connecting pipe, and the cooling pipe comprises a first pipe body, a second pipe body, a first bent pipe, a second bent pipe and a third bent pipe. The connecting pipe is communicated with the first bent pipe, the first bent pipe is communicated with the first pipe body, the first pipe body is communicated with the second bent pipe, the second bent pipe is communicated with the second pipe body, the second pipe body is communicated with the third bent pipe, and the third bent pipe is communicated with the second connector. By prolonging the length of the pipeline and increasing the number of the bent pipes, the structure obviously reduces the temperature of gas entering the AV valve, and therefore the rubber pipe is protected against high-temperature damage. Due to the fact that the gas temperature is reduced, the thermal aging speed of the rubber pipe is slowed down, the durability of the rubber pipe is enhanced, system faults caused by aging or burst are reduced, and the stability and reliability of the whole secondary gas inlet system are improved.

Description

Technical Field

[0001] This utility model relates to the technical field of motorcycle engine intake pipes, specifically to a secondary intake structure for a motorcycle engine. Background Technology

[0002] In motorcycle engine design, secondary air intake structures are widely used in modern motorcycles as an important environmental protection and performance optimization method. This structure introduces fresh air during the engine's exhaust process, mixes it with the high-temperature exhaust gas, and promotes the re-combustion of harmful gases, thereby reducing the pollutant content in exhaust emissions.

[0003] In current motorcycle engine secondary air intake structures, fresh air is typically introduced into the engine's exhaust system through intake pipes. These intake pipes are often made of materials such as metal and rubber to ensure smooth airflow and system sealing.

[0004] However, motorcycle engines generate a significant amount of heat during operation, which is transferred to the exhaust system, causing a substantial increase in the temperature of the gas in the secondary intake. As the high-temperature gas flows through the rubber hoses, it accelerates the aging process of the rubber material, causing the hoses to harden, become brittle, and even burst. This not only affects the normal operation of the secondary intake structure but may also negatively impact the overall performance of the engine. Utility Model Content

[0005] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a secondary air intake structure for a motorcycle engine, which solves the technical problem that the high gas temperature in the secondary air intake pipe leads to easy aging and bursting of the rubber hose connecting the AV valve.

[0006] To achieve the above objectives, a secondary air intake structure for a motorcycle engine is proposed according to an embodiment of the first aspect of this utility model, comprising a connecting pipe, a cooling pipe, a first connector, and a second connector. The first connector is fixedly disposed at one end of the connecting pipe. The cooling pipe includes a first pipe body, a second pipe body, a first bend, a second bend, and a third bend. The other end of the connecting pipe is connected to one end of the first bend. The other end of the first bend is connected to one end of the first pipe body. The other end of the first pipe body is connected to one end of the second bend. The other end of the second bend is connected to one end of the second pipe body. The other end of the second pipe body is connected to one end of the third bend. The other end of the third bend is connected to the second connector.

[0007] As a further embodiment of this utility model: the first bend, the second bend, and the third bend are all V-shaped structures.

[0008] As a further embodiment of this utility model: the first bend, the second bend, and the third bend are all corrugated pipes.

[0009] As a further embodiment of this utility model, the surfaces of the connecting pipe, cooling pipe, first connector, and second connector are all provided with a corrosion-resistant coating.

[0010] As a further embodiment of this utility model: a first connecting plate is fixedly disposed on the outer side of the connecting pipe. The first connecting plate has a first mounting hole. A fastening bolt is fitted into the first mounting hole.

[0011] As a further embodiment of this invention: a second connecting plate is fixedly disposed on the outer side of the cooling pipe. The second connecting plate has a second mounting hole. A fastening bolt is fitted into the second mounting hole.

[0012] The advantages of this utility model compared to the prior art are:

[0013] 1. By extending the pipe length and increasing the number of bends, this structure significantly reduces the gas temperature entering the AV valve, thereby protecting the rubber hose from high-temperature damage. Due to the lower gas temperature, the thermal aging rate of the rubber hose slows down, significantly extending its service life. The enhanced durability of the rubber hose reduces system failures caused by aging or bursting, improving the stability and reliability of the entire secondary air intake system.

[0014] 2. The degree of bending of the first, second, and third bends can be adjusted according to different vehicle models and operating conditions, greatly enhancing the adaptability and flexibility of the structure and ensuring good cooling effect under different conditions.

[0015] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0016] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0017] Figure 1 This is a three-dimensional structural diagram of a secondary air intake structure for a motorcycle engine.

[0018] Figure 2 This is a three-dimensional structural diagram of the second connecting plate in this utility model.

[0019] Figure 3 This is a three-dimensional structural diagram of the first connecting plate in this utility model.

[0020] Figure 4This is a three-dimensional structural diagram of the cooling pipe in this utility model.

[0021] The reference numerals in the figures include:

[0022] 1. Connecting pipe; 2. Cooling pipe; 3. First connector; 4. Second connector; 5. First pipe body; 6. Second pipe body; 7. First bend; 8. Second bend; 9. Third bend; 10. First connecting plate; 11. First mounting hole; 12. Second connecting plate; 13. Second mounting hole. Detailed Implementation

[0023] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of the present utility model.

[0024] like Figures 1 to 4 As shown, a secondary air intake structure for a motorcycle engine includes a connecting pipe 1, a cooling pipe 2, a first connector 3, and a second connector 4. The first connector 3 is fixedly disposed at one end of the connecting pipe 1. The cooling pipe 2 includes a first pipe body 5, a second pipe body 6, a first bend 7, a second bend 8, and a third bend 9. The other end of the connecting pipe 1 is connected to one end of the first bend 7. The other end of the first bend 7 is connected to one end of the first pipe body 5. The other end of the first pipe body 5 is connected to one end of the second bend 8. The other end of the second bend 8 is connected to one end of the second pipe body 6. The other end of the second pipe body 6 is connected to one end of the third bend 9. The other end of the third bend 9 is connected to the second connector 4.

[0025] Specifically, by extending the length of the pipe between the first connector 3 and the second connector 4, the flow path of the gas within the pipe is increased. Secondly, multiple bends are incorporated into the cooling pipe 2, such as the first bend 7, the second bend 8, and the third bend 9. These bends not only further extend the gas flow path but also increase the resistance to gas flow. When the high-temperature exhaust gas passes through this extended and tortuous pipe, the increased surface area and flow resistance lead to more thorough heat exchange between the exhaust gas and the pipe wall, effectively reducing the gas temperature. The cooled gas then enters the AV valve and the rubber hose, significantly mitigating the risk of the rubber hose aging and bursting due to high temperatures.

[0026] By extending the pipe length and increasing the number of bends, this structure significantly reduces the gas temperature entering the AV valve, thereby protecting the rubber hose from high-temperature damage. Due to the lower gas temperature, the thermal aging rate of the rubber hose slows down, significantly extending its service life. The enhanced durability of the rubber hose reduces system failures caused by aging or bursting, improving the stability and reliability of the entire secondary air intake system.

[0027] refer to Figure 3 As shown, in some specific embodiments, the first bend 7, the second bend 8, and the third bend 9 are all V-shaped structures. Specifically, within the cooling pipe 2, the exhaust gas is forced to flow along the tortuous path of the V-shaped bend. The V-shaped structure not only extends the flow path of the exhaust gas but also enhances the heat exchange between the exhaust gas and the pipe wall by increasing the flow resistance and changing its flow direction. Through continuous contact and collision with the pipe wall, the exhaust gas transfers heat to the pipe wall, while its own temperature gradually decreases. After sufficient cooling by the V-shaped bend system, the temperature of the exhaust gas is significantly reduced, and it is then introduced into the intake manifold through the second connector 4, mixed with fresh air, and participates in the engine's re-combustion process.

[0028] refer to Figure 4 As shown, in some specific embodiments, the first bend 7, the second bend 8, and the third bend 9 are all corrugated pipes. By adjusting the degree of curvature of the corrugated pipes, the flow path and resistance of the exhaust gas can be flexibly changed, thereby achieving effective control of the exhaust gas temperature. When the exhaust gas flows inside the corrugated pipe, it will have sufficient heat exchange with the pipe wall, transferring heat to the pipe wall while its own temperature gradually decreases.

[0029] The corrugated pipe structure not only extends the flow path of the exhaust gas, but also allows for flexible control of the exhaust gas flow resistance and heat exchange efficiency through its adjustable degree of curvature, thereby achieving the purpose of efficient cooling.

[0030] The degree of bending of the first bend 7, the second bend 8, and the third bend 9 can be adjusted according to different vehicle models and operating conditions, greatly enhancing the adaptability and flexibility of the structure and ensuring good cooling effect under different conditions.

[0031] In some specific embodiments, the surfaces of the connecting pipe 1, cooling pipe 2, first connector 3, and second connector 4 are all coated with a corrosion-resistant coating. The corrosion-resistant coating can be prepared using various materials and techniques, such as epoxy resin, polyurethane, galvanized steel, and stainless steel. The specific choice depends on the corrosion resistance, cost-effectiveness, and processing feasibility of the coating material. The main function of the corrosion-resistant coating is to protect the pipes and connectors from external environmental erosion, such as moisture, salt, and oxidation, thereby extending their service life.

[0032] Even after the addition of a corrosion-resistant coating, the working principle of the secondary air intake structure of the motorcycle engine remains unchanged. Exhaust gas still enters the connecting pipe 1 through the first connector 3, then flows through a tortuous path in the cooling pipe 2, undergoes sufficient heat exchange with the pipe wall to reduce its temperature, and finally enters the intake manifold through the second connector 4.

[0033] The corrosion-resistant coating provides additional protection during this process, effectively preventing corrosive substances from the external environment from eroding pipes and joints, thereby ensuring the integrity of the structure and the stability of its functions.

[0034] refer to Figure 3 As shown, in some specific embodiments, a first connecting plate 10 is fixedly disposed on the outer side of the connecting pipe 1. The first connecting plate 10 has a first mounting hole 11. A fastening bolt is fitted into the first mounting hole 11. The connecting pipe 1 and its subsequent pipe assemblies can be securely mounted on the motorcycle engine by means of the fastening bolt.

[0035] refer to Figure 2 As shown, in some specific embodiments, a second connecting plate 12 is fixedly installed on the outer side of the cooling pipe 2. The second connecting plate 12 has a second mounting hole 13. A fastening bolt is fitted into the second mounting hole 13. The cooling pipe 2 and its subsequent piping components can be securely installed on the motorcycle engine by the fastening bolt.

[0036] To facilitate understanding of the embodiments of this solution by those skilled in the art, the working principle of the embodiments of this solution will now be explained in conjunction with specific application scenarios:

[0037] In actual use, the high-temperature exhaust gas generated during engine operation first enters the connecting pipe 1 through the first connector 3. The exhaust gas continues to flow within the connecting pipe 1 and then enters the cooling pipe 2. The cooling pipe 2 consists of a first pipe body 5, a second pipe body 6, and connecting pipes 7, 8, and 9. These bends not only extend the flow path of the exhaust gas but also enhance heat exchange between the exhaust gas and the pipe wall by increasing flow resistance and changing the flow direction. Through continuous contact and collision with the pipe wall, the exhaust gas transfers heat to the pipe wall, gradually reducing its own temperature.

[0038] In some implementations, the first bend 7, the second bend 8, and the third bend 9 adopt a V-shaped structure. This structure further enhances the heat exchange efficiency between the exhaust gas and the pipe wall, allowing the exhaust gas to continuously cool down during its flow.

[0039] In other implementations, the bend adopts a corrugated pipe structure. By adjusting the degree of bending of the corrugated pipe, the flow path and resistance of the exhaust gas can be flexibly changed, thereby achieving effective control of the exhaust gas temperature.

[0040] After being fully cooled, the exhaust gas enters the engine through the second connector 4, mixes with fresh air, and participates in the engine's re-combustion process.

[0041] The surfaces of the connecting pipe 1, cooling pipe 2, first connector 3 and second connector 4 are all coated with a corrosion-resistant coating to protect these components from external environmental erosion.

[0042] A first connecting plate 10 is fixedly installed on the outside of the connecting pipe 1, and a second connecting plate 12 is fixedly installed on the outside of the cooling pipe 2. These connecting plates have mounting holes, and the pipe assembly can be securely installed on the motorcycle engine by tightening bolts.

[0043] It will be apparent to those skilled in the art that this invention is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or essential characteristics of this invention. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this invention is defined by the appended claims rather than the foregoing description. Thus, it is intended that all variations falling within the meaning and scope of equivalents of the claims be included within this invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A secondary air intake structure for a motorcycle engine, characterized in that, The device includes a connecting pipe (1), a cooling pipe (2), a first connector (3), and a second connector (4). The first connector (3) is fixedly installed at one end of the connecting pipe (1). The cooling pipe (2) includes a first pipe body (5), a second pipe body (6), a first bend (7), a second bend (8), and a third bend (9). The other end of the connecting pipe (1) is connected to one end of the first bend (7). The other end of the first bend (7) is connected to one end of the first pipe body (5). The other end of the first pipe body (5) is connected to one end of the second bend (8). The other end of the second bend (8) is connected to one end of the second pipe body (6). The other end of the second pipe body (6) is connected to one end of the third bend (9). The other end of the third bend (9) is connected to the second connector (4).

2. The secondary air intake structure for a motorcycle engine according to claim 1, characterized in that, The first bend (7), the second bend (8) and the third bend (9) are all V-shaped structures.

3. The secondary air intake structure for a motorcycle engine according to claim 1, characterized in that, The first bend (7), the second bend (8) and the third bend (9) are all corrugated pipes.

4. The secondary air intake structure for a motorcycle engine according to claim 1, characterized in that, The surfaces of the connecting pipe (1), cooling pipe (2), first connector (3), and second connector (4) are all coated with a corrosion-resistant coating.

5. A secondary air intake structure for a motorcycle engine according to claim 1, characterized in that, A first connecting plate (10) is fixedly installed on the outside of the connecting pipe (1).

6. A secondary air intake structure for a motorcycle engine according to claim 5, characterized in that, The first connecting plate (10) has a first mounting hole (11).

7. A secondary air intake structure for a motorcycle engine according to claim 6, characterized in that, A fastening bolt is fitted inside the first mounting hole (11).

8. The secondary air intake structure for a motorcycle engine according to claim 1, characterized in that, A second connecting plate (12) is fixedly installed on the outside of the cooling pipe (2).

9. A secondary air intake structure for a motorcycle engine according to claim 8, characterized in that, The second connecting plate (12) has a second mounting hole (13).

10. A secondary air intake structure for a motorcycle engine according to claim 9, characterized in that, A fastening bolt is fitted inside the second mounting hole (13).

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