Motorcycle engine

Abstract

The utility model relates to a motorcycle engine which comprises an engine body, an air inlet device and an air exhaust device. The engine body comprises a cylinder, a cylinder head and a crankshaft. The cylinder head is provided with an air inlet channel and an air outlet channel. The air inlet device comprises an air inlet pipe, an air inlet box and a variable air inlet system. The variable air inlet system comprises a mounting part, a driver and a lengthening pipe. The exhaust device comprises an exhaust pipe, a silencer, a first oxygen sensor and a second oxygen sensor, the silencer comprises a silencer body and a silencer front cover, a catalytic converter is contained in the silencer, and a waste gas exhaust port is formed in the silencer. Therefore, the variable air inlet system is added to the motorcycle engine provided with the second oxygen sensor and the catalytic converters, so that the power of the motorcycle engine is improved, the combustion performance is improved, and the degradation of the catalytic converters is slowed down.

Description

Technical Field

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

[0002] Because it is necessary to test for the deterioration of the catalytic converter, car manufacturers have added a second oxygen sensor to the exhaust system.

[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, an intake device 93, and an exhaust device 94. The engine body 92 includes a cylinder 921 and a cylinder head 922, the cylinder head 922 having an intake manifold (not shown) and an exhaust manifold (not shown). The intake device 93 includes an intake pipe 931 and an intake box 932, one end of the intake pipe 931 being connected to the intake box 932 and the other end being connected to the intake manifold. The exhaust device 94 includes an exhaust pipe (not shown), a muffler 942, a first oxygen sensor 943, and a second oxygen sensor 944. The muffler 942 includes a muffler body (not shown) and a muffler front cover (not shown). The muffler 942 houses a catalytic converter (not shown) and has an exhaust outlet (not shown). One end of the exhaust pipe is connected to an exhaust duct, and the other end is connected to the muffler 942. The first oxygen sensor 943 is disposed on the exhaust pipe, and the second oxygen sensor 944 is disposed on the muffler front cover.

[0004] However, changes to the exhaust system design can lead to performance degradation, and the lifespan of the catalytic converter also needs further improvement to reduce the cost of replacing the exhaust system for consumers. Driven by this, and with a spirit of proactive innovation, the inventor 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 objective of this invention is to provide a motorcycle engine that adds a variable intake system to a motorcycle engine equipped with a second oxygen sensor and multiple catalytic converters, thereby improving engine power, enhancing combustion performance, and mitigating catalytic degradation.

[0006] To achieve the above objectives, the motorcycle engine of this utility model includes an engine body, an intake device, and an exhaust device. The engine body includes a cylinder, a cylinder head, and a crankshaft. The cylinder head has an intake passage and an exhaust passage. 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 passage. 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. The exhaust system includes an exhaust pipe, a muffler, a first oxygen sensor, and a second oxygen sensor. One end of the exhaust pipe is connected to the exhaust duct, and the other end is connected to the muffler. The muffler includes a muffler body and a muffler front cover. The muffler houses a catalytic converter and has an exhaust outlet. The first oxygen sensor is installed on the exhaust pipe to detect changes in the oxygen content of the motorcycle engine's exhaust. The second oxygen sensor is installed on the muffler front cover to detect changes in the oxygen content of the exhaust after catalytic conversion.

[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] The above-mentioned muffler may contain a catalytic connection pipe, which can connect the exhaust pipe and the muffler body. The catalytic converter may be housed inside the catalytic connection pipe.

[0009] The front cover of the aforementioned muffler may be provided with a locking seat, and the second oxygen sensor may be locked onto the locking seat.

[0010] 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 part of the first oxygen sensor can be located in the front half of the engine, at least part of the second oxygen sensor can be located in the rear half of the engine, and the variable intake system can be located in the rear half of the engine.

[0011] 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 oxygen sensor and the second oxygen sensor can be located in either the upper or lower engine. At least a portion of the variable intake system can be located in the upper engine.

[0012] 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 a portion of the first oxygen sensor and the second oxygen sensor can be located in either the left or right half of the engine. At least a portion of the variable intake system can be located in the left half of the engine.

[0013] 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 oxygen sensor, the second oxygen sensor, and the variable intake system can each be located in at least three different quadrants.

[0014] The motorcycle engine, viewed from 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 oxygen sensor, the second oxygen sensor, and the variable intake system can each be located in at least three different quadrants.

[0015] By adding a variable intake system to the air intake box, the motorcycle engine can maintain its original boundary conditions and increase intake efficiency at low speeds through a thinner intake pipe, or increase intake efficiency at high speeds through a thicker and shorter intake pipe. In addition to improving the power performance of the motorcycle engine, this also improves combustion performance, reduces the generation of exhaust pollutants, and extends the service life of the catalyst.

[0016] 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

[0017] Figure 1 A top view of an existing motorcycle engine.

[0018] Figure 2 This is a top view of a motorcycle engine according to a preferred embodiment of the present invention.

[0019] 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.

[0020] Figure 4 This is a schematic diagram of the exhaust device of a motorcycle engine according to a preferred embodiment of the present invention.

[0021] Figure 5 This is a side view of a first configuration of a motorcycle engine according to a preferred embodiment of the present invention.

[0022] Figure 6 This is a side view of a second configuration of a motorcycle engine according to a preferred embodiment of the present invention.

[0023] Figure 7 This is a top view of a third configuration of a motorcycle engine according to a preferred embodiment of the present invention.

[0024] Figure 8 This is a side view of a fourth configuration of a motorcycle engine according to a preferred embodiment of the present invention.

[0025] Figure 9 This is a top view of a fifth configuration of a motorcycle engine according to a preferred embodiment of the present invention.

[0026] Explanation of key component symbols:

[0027] 1 Motorcycle engine

[0028] 2 Engine Body

[0029] 21 cylinders

[0030] 22 cylinder head

[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] 4. Exhaust device

[0051] 41 Exhaust Pipe

[0052] 42 silencer

[0053] 421 silencer body

[0054] 422 muffler front cover

[0055] 4221 Locking Base

[0056] 423 Catalyst Converter

[0057] 424 exhaust gas outlet

[0058] 425 Catalyst Connecting Pipe

[0059] 43 First oxygen sensor

[0060] 44 Second oxygen sensor

[0061] 91 motorcycle engine

[0062] 92 engine body

[0063] 921 cylinder

[0064] 922 cylinder head

[0065] 93 intake device

[0066] 931 intake pipe

[0067] 932 intake box

[0068] 94 exhaust device

[0069] 942 silencer

[0070] 943 First Oxygen Sensor

[0071] 944 Second Oxygen Sensor

[0072] Lower half of D engine

[0073] The front half of the F engine

[0074] L1 vertical line

[0075] L2 horizontal line

[0076] L3 centerline

[0077] L4 horizontal line

[0078] Quadrants Q1~Q8

[0079] The rear half of the R engine

[0080] Left half of the S1 engine

[0081] Right half of the S2 engine

[0082] Upper half of the U engine Detailed Implementation

[0083] 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 separated, and a structural schematic diagram of the exhaust device. The figures show a motorcycle engine 1, which mainly includes an engine body 2, an intake device 3, and an exhaust device 4. 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 passage (not shown) and an exhaust passage (not shown).

[0084] 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.

[0085] like Figure 4As shown, the exhaust device 4 mainly includes an exhaust pipe 41, a muffler 42, a first oxygen sensor 43, and a second oxygen sensor 44. One end of the exhaust pipe 41 is connected to the exhaust duct, and the other end is connected to the muffler 42. The muffler 42 contains a catalyst connecting pipe 425 and includes a muffler body 421 and a muffler front cover 422. The catalyst connecting pipe 425 connects the exhaust pipe 41 and the muffler body 421, and the muffler front cover 422 is provided with a locking seat 4221. In this embodiment, the first oxygen sensor 43 is disposed on the exhaust pipe 41 to detect changes in the oxygen content of the exhaust gas of the motorcycle engine 1, and the second oxygen sensor 44 is locked to the locking seat 4221 of the muffler front cover 422 to detect changes in the oxygen content of the exhaust gas after catalytic conversion. The catalytic connecting pipe 425 contains two catalytic converters 423, and the muffler 42 has an exhaust outlet 424.

[0086] 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 part of the first oxygen sensor 43 is located in the front half F, at least part of the second oxygen sensor 44 is located in the rear half R, and the variable intake system 33 is located in the rear half R.

[0087] 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 6 As 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 oxygen sensor 43 and the second oxygen sensor 44 are located in the upper engine part U or the lower engine part D. At least a portion of the variable intake system 33 is located in the upper engine part U.

[0088] 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 a portion of the first oxygen sensor 43 and the second oxygen sensor 44 are located in the left half S1 or the right half S2 of the engine. At least a portion of the variable intake system 33 is located in the left half S1 of the engine.

[0089] Please see Figure 8This 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. The first oxygen sensor 43, the second oxygen sensor 44, and the variable intake system 33 each have at least a portion located in different quadrants. Specifically, the first oxygen sensor 43 is located in the fourth quadrant Q4, the second oxygen sensor 44 is located in the third quadrant Q3, and the variable intake system 33 is located in the second quadrant Q2.

[0090] 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 oxygen sensor 43, the second oxygen sensor 44, and the variable intake system 33 each have at least a portion located in different quadrants. Specifically, the first oxygen sensor 43 is located in the fourth quadrant Q8, the second oxygen sensor 44 is located in the third quadrant Q7, and the variable intake system 33 is located in the second quadrant Q6.

[0091] Through the above design, this utility model addresses a motorcycle engine 1 equipped with a second oxygen sensor 44 and multiple catalytic converters 423 by adding a variable intake system 33 within the intake box 32. This allows the motorcycle engine 1 to maintain its original boundary conditions by increasing intake efficiency at low speeds through a thinner intake pipe 31, or by increasing intake efficiency at high speeds through a thicker and shorter intake pipe 31. In addition to improving the power performance of the motorcycle engine 1, this also improves combustion performance, reduces the generation of exhaust pollutants, and extends the service life of the catalytic converter.

[0092] 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 body includes a cylinder, a cylinder head and a crankshaft, the cylinder head having an intake port and an exhaust port; 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 passage. The variable air intake system includes a mounting portion, a driver, and an extension tube. The mounting portion is disposed within the air intake box, and the driver is disposed on the mounting portion. 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. An exhaust device includes an exhaust pipe, a muffler, a first oxygen sensor, and a second oxygen sensor. One end of the exhaust pipe is connected to the exhaust passage, and the other end is connected to the muffler. The muffler includes a muffler body and a muffler front cover. The muffler houses a catalytic converter and has an exhaust outlet. The first oxygen sensor is disposed on the exhaust pipe, and the second oxygen sensor is disposed on the muffler front cover.

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, The muffler contains a catalytic converter connecting the exhaust pipe and the muffler body, and the catalytic converter is housed within the catalytic converter connecting the exhaust pipe.

4. The motorcycle engine as described in claim 1, characterized in that, The front cover of the muffler is provided with a locking seat, on which the second oxygen sensor is locked.

5. 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. The first oxygen sensor is located in the front half of the engine, the second oxygen sensor is located in the rear half of the engine, and the variable intake system is located in the rear half of the engine.

6. The motorcycle engine as claimed 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 oxygen sensor and the second oxygen sensor are located in the upper part or the lower part of the engine. At least a portion of the variable intake system is located in the upper part of the engine.

7. The motorcycle engine as claimed in claim 1, characterized in that, From a top view of the motorcycle engine, the centerline of the cylinder divides the motorcycle engine into a left half and a right half. At least a portion of the first oxygen sensor and the second oxygen sensor are located in either the left half or the right half of the engine. At least a portion of the variable intake system is located in the left half of the engine.

8. The motorcycle engine as claimed in claim 1, characterized in that, From the side view of the motorcycle engine, 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 divide the motorcycle engine into four quadrants. The first oxygen sensor, the second oxygen sensor and the variable intake system are each located in at least three different quadrants.

9. 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 oxygen sensor, the second oxygen sensor, and the variable intake system are each located in at least three different quadrants.

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