Motorcycle engine

Abstract

The utility model relates to a motorcycle engine which comprises an engine body and an air inlet device. The engine body comprises a cylinder, a cylinder head and a crankshaft. The cylinder head is provided with an air inlet, a first ignition unit and a second ignition unit. The air inlet device comprises an air inlet pipe, an air inlet box and a variable air inlet system, one end of the air inlet pipe is connected with the air inlet box, the other end of the air inlet pipe is connected with the air inlet, and the variable air inlet system comprises a mounting part, a driver and a lengthening pipe. Therefore, the variable air inlet system is additionally arranged for the motorcycle engine provided with the double ignition units, then the air inlet amount of the motorcycle engine at different rotating speeds is selectively increased or changed, different oil injection amounts are matched, knocking and noise can be reduced, meanwhile, the combustion performance is improved, and oil consumption and pollution are further reduced.

Description

Technical Field

[0001] This utility model relates to a motorcycle engine, and more particularly to a gasoline-powered motorcycle engine. Background Technology

[0002] Due to increasingly stringent pollution regulations and energy conservation requirements, automakers are actively developing low-pollution, low-fuel-consumption, and high-efficiency motorcycle engines. The applicant has made progress on this issue through internal combustion engine technology with dual ignition units.

[0003] Please see Figure 1 This is a top view of a conventional motorcycle engine. The figure shows a conventional motorcycle engine 91, including an engine body 92 and an intake device 93. The engine body 92 includes a cylinder 921 and a cylinder head 922. The cylinder head 922 has an air intake port (not shown) and is equipped with a first ignition unit 941 and a second ignition unit 942. The intake device 93 includes an intake pipe 931 and an intake box 932. One end of the intake pipe 931 is connected to the intake box 932, and the other end is connected to the air intake port. The first ignition unit 941 and the second ignition unit 942 are located on opposite sides of the cylinder head 922, which improves the combustion efficiency of the motorcycle engine 91 during the combustion stroke and reduces fuel consumption and pollution.

[0004] However, it was discovered that the rapid and efficient combustion brought about by the dual ignition unit technology was limited by the fixed flow rate of the current intake device 93, preventing it from fully realizing its high combustion efficiency advantage. Consequently, the maximum efficiency of the motorcycle engine 91 could not be achieved, and a compromise had to be made between fuel consumption and performance in the face of knocking or noise caused by rapid combustion. Driven by this, and with a spirit of active innovation, the inventors sought a motorcycle engine that could solve the aforementioned problems in order to achieve better performance and fuel economy. After numerous research and experiments, this invention was finally completed. Utility Model Content

[0005] The main purpose of this invention is to provide a motorcycle engine that adds a variable intake system to a motorcycle engine equipped with a dual ignition unit. This allows for the selection of increasing or changing the intake volume at different engine speeds, and combined with different fuel injection volumes, it can reduce knocking and noise, improve combustion performance, and further reduce fuel consumption and pollution.

[0006] To achieve the above objectives, the motorcycle engine of this utility model includes an engine body and an intake device. The engine body includes a cylinder, a cylinder head, and a crankshaft. The cylinder head has an intake port and is equipped with a first ignition unit and a second ignition unit. The intake device includes an intake pipe, an intake box, and a variable intake system housed within the intake box. One end of the intake pipe is connected to the intake box, and the other end is connected to the intake port. The variable intake system includes a mounting part, a driver, and an extension tube. The mounting part is disposed within the intake box, and the driver is disposed on the mounting part. The extension tube is actuated by the driving force of the driver, allowing the extension tube to selectively engage or disengage from the intake pipe.

[0007] The aforementioned variable intake system may further include a slide rail, which may be mounted on the mounting portion via a slide rail bracket. The actuator may include a driving member and a push rod connected to the driving member, the driving member causing the push rod to produce linear displacement. The extender tube may have a connecting portion, which is slidably mounted on the slide rail and connected to the push rod, wherein the push rod may be actuated by the driving force of the driving member, allowing the connecting portion to slide on the slide rail, thereby enabling the extender tube to selectively engage or disengage from the intake pipe.

[0008] In the motorcycle engine described above, the first ignition unit and the second ignition unit can be located on opposite sides of the air intake.

[0009] The motorcycle engine, viewed from the side, can be divided into a front half and a rear half by a vertical line passing through the center of the crankshaft and along the height of the vehicle. At least a portion of the first ignition unit and the second ignition unit can be located in the front half of the engine, and the variable intake system can be located in the rear half of the engine.

[0010] The motorcycle engine, viewed from the side, can be divided into an upper engine and a lower engine by a horizontal line passing through the center of the crankshaft and along the length of the vehicle. At least a portion of the first ignition unit and the second ignition unit can be located in the upper engine, and at least a portion of the variable intake system can be located in the upper engine.

[0011] The motorcycle engine described above, viewed from above, can be divided into a left half and a right half by the center line of the cylinder. At least part of the first ignition unit can be located in the right half of the engine, at least part of the second ignition unit can be located in the left half of the engine, and at least part of the variable intake system can be located in the left half of the engine.

[0012] The motorcycle engine, viewed from the side, can be divided into four quadrants by a vertical line passing through the center of the crankshaft and along the height of the vehicle, and a horizontal line passing through the center of the crankshaft and along the length of the vehicle. The first ignition unit, the second ignition unit, and the variable intake system can each be located in at least two different quadrants.

[0013] The motorcycle engine described above can be divided into four quadrants by the centerline of the cylinder and a horizontal line passing through the center of the crankshaft and along the width of the vehicle. The first ignition unit, the second ignition unit, and the variable intake system can each be located in at least two different quadrants.

[0014] Through the above design, a variable intake system is added to the air intake box, and sensors (such as oxygen sensors, intake air temperature sensors, or knock sensors) are used to detect the combustion status of the motorcycle engine. By changing the intake efficiency through thinner or thicker intake pipes, the motorcycle engine is supplied with the most appropriate intake volume by matching different intake air speeds and flow rates, thereby reducing knock or noise, improving combustion performance across the board, and reducing fuel consumption and pollution of the motorcycle engine.

[0015] The above overview and the following detailed description are illustrative in nature and are intended to further illustrate the scope of the present invention. Other objects and advantages of the present invention will be described in the subsequent detailed embodiments and accompanying drawings. Attached Figure Description

[0016] Figure 1 A top view of an existing motorcycle engine.

[0017] Figure 2 This is a top view of a motorcycle engine according to a preferred embodiment of the present invention.

[0018] Figure 3 This is a side view of a motorcycle engine's variable intake system in a preferred embodiment of the present invention, showing the growth pipe and intake pipe in a separated state.

[0019] Figure 4 This is a schematic diagram of the first ignition unit and the second ignition unit of a motorcycle engine according to a preferred embodiment of the present invention.

[0020] Figure 5 This is a side view of a first configuration of a motorcycle engine according to a preferred embodiment of the present invention.

[0021] Figure 6 This is a side view of a second configuration of a motorcycle engine according to a preferred embodiment of the present invention.

[0022] Figure 7 This is a top view of a third configuration of a motorcycle engine according to a preferred embodiment of the present invention.

[0023] Figure 8 This is a side view of a fourth configuration of a motorcycle engine according to a preferred embodiment of the present invention.

[0024] Figure 9 This is a top view of a fifth configuration of a motorcycle engine according to a preferred embodiment of the present invention.

[0025] Explanation of key component symbols:

[0026] 1 Motorcycle engine

[0027] 2 Engine Body

[0028] 21 cylinders

[0029] 22 cylinder head

[0030] 221 air intake

[0031] 23 crankshaft center

[0032] 3. Air intake device

[0033] 31 intake pipe

[0034] 32 intake box

[0035] 33 Variable Intake System

[0036] 331 Installation Department

[0037] 3310 lock accessories

[0038] 332 drive

[0039] 3321 driver

[0040] 3322 putter

[0041] 3323 First Elastic Component

[0042] 3324 line group

[0043] 3325 sealing cap

[0044] 3326 connector

[0045] 333 growth tube

[0046] 3331 Connecting Part

[0047] 334 slide rail

[0048] 3341 Slide Rail Bracket

[0049] 335 Second Elastic Component

[0050] 41 First Ignition Unit

[0051] 42 Second Ignition Unit

[0052] 91 motorcycle engine

[0053] 92 engine body

[0054] 921 cylinder

[0055] 922 cylinder head

[0056] 93 intake device

[0057] 931 intake pipe

[0058] 932 intake box

[0059] 941 First Ignition Unit

[0060] 942 Second Ignition Unit

[0061] Lower half of D engine

[0062] The front half of the F engine

[0063] L1 vertical line

[0064] L2 horizontal line

[0065] L3 centerline

[0066] L4 horizontal line

[0067] Quadrants Q1~Q8

[0068] The rear half of the R engine

[0069] Left half of the S1 engine

[0070] Right half of the S2 engine

[0071] Upper half of the U engine Detailed Implementation

[0072] Please see Figures 2 to 4 The figures show a top view of a motorcycle engine according to a preferred embodiment of the present invention, a side view of the variable intake system with the growth pipe and intake pipe in a separated state, and a schematic diagram of the first ignition unit and the second ignition unit. The figures show a motorcycle engine 1, which mainly includes an engine body 2 and an intake device 3. The engine body 2 includes an actuated cylinder 21, a cylinder head 22, and a crankshaft (not shown). The cylinder head 22 has an intake port 221 and is provided with a first ignition unit 41 and a second ignition unit 42. From the top view of the motorcycle engine 1, the first ignition unit 41 and the second ignition unit 42 are located on opposite sides of the intake port 221.

[0073] like Figure 3As shown, the air intake device 3 mainly includes an air intake pipe 31, an air intake box 32, and a variable air intake system 33. One end of the air intake pipe 31 is connected to the air intake box 32, and the other end is connected to the air intake duct. The variable air intake system 33 is housed within the air intake box 32 and includes a mounting part 331, a driver 332, an extension tube 333, and a slide rail 334. The mounting part 331 is fixed within the air intake box 32 by multiple locking accessories 3310, but this is not a limitation; the mounting part 331 and the air intake box 32 can also be an integral structure. The driver 332 is mounted on the mounting part 331 and includes a driving member 3321, a push rod 3322, a magnetic member (not shown), a first elastic member 3323, a wire assembly 3324, and a sealing cover 3325. In this embodiment, the driving component 3321 is an electrically driven solenoid valve that causes the push rod 3322 to produce linear displacement. Viewed from the side, the push rod 3322 is located between the driving component 3321 and the intake pipe 31. The magnetic component is a permanent magnet used to provide magnetic attraction. The first elastic component 3323 is a compression spring connecting the driving component 3321 and the push rod 3322, providing elastic restoring force. One end of the wiring harness 3324 is connected to the driving component 3321, and the other end has a connector 3326, which extends out of the intake box 32 to connect to the vehicle's power supply and signal source. The sealing cover 3325 has the wiring harness 3324 passing through it and is assembled on the intake box 32, ensuring the intake box 32 maintains its airtightness even with the wiring harness 3324 passing through. In this embodiment, the slide rail 334 is mounted on the mounting part 331 using two slide rail brackets 3341. The growth tube 333 has a connecting portion 3331, which slides on a slide rail 334 and is connected to a push rod 3322 by a second elastic member 335. The second elastic member 335 is a compression spring, which provides elastic buffering force between the connecting portion 3331 and the push rod 3322 and eliminates the gap between them. The push rod 3322 is driven by the driving force of the driving member 3321, allowing the connecting portion 3331 to slide on the slide rail 334, thereby enabling the growth tube 333 to selectively engage or disengage from the intake pipe 31.

[0074] Please see Figure 5 This is a side view of a first configuration of a motorcycle engine according to a preferred embodiment of the present invention. Figure 5 As shown, from the side view of the motorcycle engine 1, a vertical line L1 passing through the crankshaft center 23 and along the vehicle height divides the motorcycle engine 1 into a front half F and a rear half R. At least a portion of the first ignition unit 41 and the second ignition unit 42 are located in the front half F, and the variable intake system 33 is located in the rear half R.

[0075] Please see Figure 6 This is a side view of a second configuration of a motorcycle engine according to a preferred embodiment of the present invention. Figure 6As shown, from the side view of the motorcycle engine 1, a horizontal line L2 passing through the crankshaft center 23 and along the length of the vehicle divides the motorcycle engine 1 into an upper engine part U and a lower engine part D. At least a portion of the first ignition unit 41 and the second ignition unit 42 are located in the upper engine part U, and at least a portion of the variable intake system 33 is located in the upper engine part U.

[0076] Please see Figure 7 This is a top view of a third configuration of a motorcycle engine according to a preferred embodiment of the present invention. Figure 7 As shown, from a top view of the motorcycle engine 1, the center line L3 of the cylinder 21 divides the motorcycle engine 1 into a left half S1 and a right half S2. At least part of the first ignition unit 41 is located in the right half S2, at least part of the second ignition unit 42 is located in the left half S1, and at least part of the variable intake system 33 is located in the left half S1.

[0077] Please see Figure 8 This is a side view of a fourth configuration of a motorcycle engine according to a preferred embodiment of the present invention. Figure 8 As shown, from a side view of the motorcycle engine 1, a vertical line L1 passing through the crankshaft center 23 and along the vehicle height direction, and a horizontal line L2 passing through the crankshaft center 23 and along the vehicle length direction, divide the motorcycle engine 1 into four quadrants Q1 to Q4. At least a portion of the first ignition unit 41, the second ignition unit 42, and the variable intake system 33 are located in different quadrants. Specifically, the first ignition unit 41 is located in the first quadrant Q1, the second ignition unit 42 is located in the first quadrant Q1, and the variable intake system 33 is located in the second quadrant Q2.

[0078] Please see Figure 9 This is a top view of a fifth configuration of a motorcycle engine according to a preferred embodiment of the present invention. Figure 9 As shown, from a top view of the motorcycle engine 1, the centerline L3 of the cylinder 21 and a horizontal line L4 passing through the crankshaft center 23 and along the vehicle width divide the motorcycle engine 1 into four quadrants Q5 to Q8. The first ignition unit 41, the second ignition unit 42, and the variable intake system 33 each have at least a portion located in different quadrants. Specifically, the first ignition unit 41 is located in the fourth quadrant Q8, the second ignition unit 42 is located in the first quadrant Q5, and the variable intake system 33 is located in the second quadrant Q6.

[0079] Through the above design, this utility model adds a variable intake system 33 to the motorcycle engine 1 equipped with dual ignition units 41~42, thereby selecting to increase or change the intake volume of the motorcycle engine 1 at different speeds. Combined with different fuel injection volumes, it can reduce knocking and noise generation, improve combustion performance, and further reduce fuel consumption and pollution.

[0080] The above embodiments are merely illustrative examples for ease of explanation. The scope of the rights claimed by this utility model should be determined by the scope of protection claimed in the patent application documents, and not limited to the above embodiments.

Claims

1. A motorcycle engine, characterized in that, Including: An engine block, comprising a cylinder, a cylinder head, and a crankshaft, wherein the cylinder head has an intake port and is provided with a first ignition unit and a second ignition unit; and An air intake device includes an air intake pipe, an air intake box, and a variable air intake system housed within the air intake box. One end of the air intake pipe is connected to the air intake box, and the other end is connected to the air intake port. The variable air intake system includes a mounting part, a driver, and an extension tube. The mounting part is disposed within the air intake box, and the driver is disposed on the mounting part. The extension tube is actuated by the driving force of the driver, allowing the extension tube to selectively engage or disengage from the air intake pipe.

2. The motorcycle engine as described in claim 1, characterized in that, The variable intake system also includes a slide rail, which is mounted on the mounting portion by a slide rail bracket; the driver includes a driving member and a push rod connected to the driving member, the driving member causing the push rod to produce linear displacement; the growth tube has a connecting portion, which is slidably mounted on the slide rail and connected to the push rod; wherein the push rod is actuated by the driving force of the driving member, causing the connecting portion to slide on the slide rail, thereby allowing the growth tube to selectively engage or disengage from the intake pipe.

3. The motorcycle engine as described in claim 1, characterized in that, Viewed from above by the motorcycle engine, the first ignition unit and the second ignition unit are located on opposite sides of the air intake.

4. The motorcycle engine as described in claim 1, characterized in that, Viewed from the side, the motorcycle engine is divided into a front half and a rear half by a vertical line passing through the center of the crankshaft and along the height of the vehicle. At least a portion of the first ignition unit and the second ignition unit are located in the front half of the engine, and the variable intake system is located in the rear half of the engine.

5. The motorcycle engine as described in claim 1, characterized in that, Viewed from the side, the motorcycle engine is divided into an upper part and a lower part by a horizontal line passing through the center of the crankshaft and along the length of the vehicle. At least a portion of the first ignition unit and the second ignition unit are located in the upper part of the engine, and at least a portion of the variable intake system is located in the upper part of the engine.

6. The motorcycle engine as claimed in claim 1, characterized in that, Viewed from above, the center line of the cylinder divides the motorcycle engine into a left half and a right half. At least part of the first ignition unit is located in the right half of the engine, at least part of the second ignition unit is located in the left half of the engine, and at least part of the variable intake system is located in the left half of the engine.

7. The motorcycle engine as claimed in claim 1, characterized in that, Viewed from the side, the motorcycle engine is divided into four quadrants by a vertical line passing through the center of the crankshaft and along the vehicle height direction and a horizontal line passing through the center of the crankshaft and along the vehicle length direction. The first ignition unit, the second ignition unit, and the variable intake system are each located in at least two different quadrants.

8. The motorcycle engine as claimed in claim 1, characterized in that, From a top view of the motorcycle engine, the centerline of the cylinder and a horizontal line passing through the center of the crankshaft and along the width of the vehicle divide the motorcycle engine into four quadrants. The first ignition unit, the second ignition unit, and the variable intake system are each located in at least two different quadrants.

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