Motorcycle

Abstract

A motorcycle (1000) comprises an engine (100), a frame (200), a walking system (300) and a suspension system (400), the engine (100) comprises a crankshaft (21), a balance shaft (22), an output gear (23), a balance gear (24), a main shaft (31), an auxiliary shaft (32), multiple sets of variable-speed driving gears (33) and multiple sets of variable-speed driven gears (34), and the output gear (23) is in meshing transmission with the balance gear (24) so as to drive the balance shaft (22) to rotate; a first plane (101) is determined by the axis of the main shaft (31) and the axis of the crankshaft (21), a second plane (102) is determined by the axis of the main shaft (31) and the axis of the auxiliary shaft (21), and an included angle theta of 0 degree lt is formed between the first plane (101) and the second plane (102); theta < lt >; and 180 degrees.

Description

[0001] Related applications

[0002] This application claims priority to Chinese patent application No. 202211350327.2, filed on October 31, 2022, entitled "Motorcycle", the entire contents of which are incorporated herein by reference. Technical Field

[0003] This application relates to the field of motorcycle technology, and in particular to a motorcycle. Background Technology

[0004] The demand for lightweight motorcycles is increasing. Achieving lightweight motorcycles often results in smaller motorcycle bodies and less space for engine installation. As a result, existing engines are difficult to adapt to new lightweight motorcycles.

[0005] An engine is actually a power output device, which consists of many system components such as a transmission system, fuel supply system, ignition system, cooling system, lubrication system, and starting system. Because there are so many components in an engine, how to arrange these components in a reasonable way has become a key focus of engine research.

[0006] Currently, the components in engines on the market are loosely arranged and numerous, resulting in engines occupying a lot of space and making it difficult to meet the market's demand for compact and lightweight motorcycles. Utility Model Content

[0007] According to various embodiments of this application, a motorcycle is provided.

[0008] This application provides a motorcycle, comprising: a frame; a running gear system; a suspension system connecting the running gear system to the frame; and an engine driving the running gear system. The engine includes a crankshaft, a main shaft, multiple sets of drive gears and multiple sets of driven gears, and a countershaft. The crankshaft is drive-connected to the main shaft. The drive gears mesh with the driven gears. The drive gears are mounted on the main shaft, and the driven gears are mounted on the countershaft. The main shaft and countershaft are drive-connected. The engine further includes a balance shaft, an output gear, and a balance gear. The balance shaft is connected to the crankshaft via a transmission. The output gear is mounted on the crankshaft. The balance gear is mounted on the balance shaft. There is one balance gear. The output gear meshes with the balance gear to drive the balance shaft to rotate. A first plane is defined by the axis of the main shaft and the axis of the crankshaft, and a second plane is defined by the axis of the main shaft and the axis of the auxiliary shaft. An angle θ is formed between the first plane and the second plane, and 0° < θ < 180°. This application also provides a motorcycle, comprising: a frame; a running gear system; a suspension system connecting the running gear system to the frame; an engine driving the running gear system, the engine including a crankshaft, a main shaft, and a countershaft, the crankshaft being drive-connected to the main shaft, and the main shaft being drive-connected to the countershaft; a first plane being defined by the axis of the main shaft and the axis of the crankshaft, and a second plane being defined by the axis of the main shaft and the axis of the countershaft, the first plane and the second plane forming an angle θ, where 0° < θ < 180°.

[0009] Details of one or more embodiments of this application are set forth in the following drawings and description. Other features, objects, and advantages of this application will become apparent from the specification, drawings, and claims. Attached Figure Description

[0010] Figure 1 This is a schematic diagram of the oil return structure provided in one embodiment of this application.

[0011] Figure 2 for Figure 1 AA sectional view (vehicle in normal driving condition).

[0012] Figure 3 for Figure 1 AA sectional view (vehicle driving state when going uphill at 45°).

[0013] Figure 4 for Figure 1 AA sectional view (vehicle driving state when going downhill at 45°).

[0014] Figure 5 for Figure 1BB cross-sectional view (vehicle driving state when right-hand curve of 60°).

[0015] Figure 6 for Figure 1 BB cross-sectional view (vehicle driving state when turning 60° to the left).

[0016] Figure 7 This is a schematic diagram of the engine structure in one embodiment of this application.

[0017] Figure 8 for Figure 7 CC-step sectional view (schematic diagram of oil return).

[0018] Figure 9 This is a schematic diagram of the distribution of shafts inside the engine in one embodiment of this application.

[0019] Figure 10 for Figure 9 DD sectional view.

[0020] Figure 11 This is a schematic diagram of the structure in which the spindle is mounted in the cylinder body according to one embodiment of this application.

[0021] Figure 12 This is a schematic diagram of the structure of the first cylinder block in one embodiment of this application.

[0022] Figure 13 This is a schematic diagram of the assembly of the spindle and bearing housing in one embodiment of this application.

[0023] Figure 14 This is a schematic diagram of the clutch gear being mounted on the cylinder block in one embodiment of this application.

[0024] Figure 15 for Figure 14 The right view.

[0025] Figure 16 for Figure 14 Exploded view.

[0026] Figure 17 This is a schematic diagram of a bushing provided in one embodiment of this application.

[0027] Figure 18 This is a cross-sectional view of the main spindle mounted in the first cylinder body via a bearing housing.

[0028] Figure 19 This is a schematic diagram of a bearing housing provided in one embodiment of this application.

[0029] Figure 20 for Figure 19 A sectional view of the bearing housing.

[0030] Figure 21This is a cross-sectional view of the spindle mounted in the first cylinder body via a bearing housing in another embodiment.

[0031] Figure 22 This is a schematic diagram of a bearing housing provided in another embodiment of this application.

[0032] Figure 23 for Figure 22 A sectional view of the bearing housing.

[0033] Figure 24 This is a schematic diagram of the assembly of the clutch gear and the oil pump drive gear in one embodiment of this application.

[0034] Figure 25 for Figure 24 Exploded view.

[0035] Figure 26 for Figure 24 A cross-sectional view of the assembly of the central clutch large gear and the oil pump drive gear.

[0036] Figure 27 This is a schematic diagram of the engine and air filter provided in this application.

[0037] Figure 28 for Figure 27 A partial cross-sectional diagram of the FF section.

[0038] Figure 29 This is a partial structural schematic diagram of the cylinder cover provided in this application.

[0039] Figure 30 for Figure 29 A magnified view of a section at point B in the middle.

[0040] Figure 31 for Figure 29 A magnified view of a section at point D.

[0041] Figure 32 This is a partial structural schematic diagram of a crankcase provided in an embodiment of this application.

[0042] Figure 33 for Figure 32 A partial structural diagram of the crankcase is provided.

[0043] Figure 34 for Figure 32 A partial structural diagram of the oil pump is provided.

[0044] Figure 35 for Figure 32 A partial structural schematic diagram of the provided transmission gear set.

[0045] Figure 36 This is a schematic diagram of the structure of a motorcycle provided in one embodiment of this application. Detailed Implementation

[0046] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0047] like Figure 36 As shown, one embodiment of this application provides a motorcycle 1000, which includes an engine 100, a frame 200, a running gear 300, and a suspension system 400. The running gear 300 includes a front wheel assembly 300a and a rear wheel assembly 300b, and is connected to the frame 200 via the suspension system 400. The engine 100 drives the running gear 300. In embodiments of this application, the motorcycle 1000 can be a two-wheeled motorcycle, or a three-wheeled or four-wheeled motorcycle.

[0048] One embodiment of this application provides an engine 100 for use in a motorcycle. The engine 100 mainly consists of a body assembly 10, a transmission system, a fuel supply system, an ignition system, a cooling system, a lubrication system 60, a valve train 70, and a starting system.

[0049] like Figure 7 and Figure 9 As shown, the engine block assembly 10 includes a cylinder head cover 11, a cylinder block 12 (i.e., crankcase), a cylinder cooling water jacket 13, an oil pan 14, and a cylinder head 15. The cylinder head 15 covers the cylinder block 12, and the cylinder head cover 11 covers the cylinder head 15. The oil pan 14 is located at the bottom of the cylinder block 12 and is used to collect the oil flowing back into the engine 100 and to store the oil used by the engine 100. The cylinder cooling water jacket 13 is used to cool the engine 100 and reduce its temperature.

[0050] like Figure 1 and Figure 2 As shown, the cylinder head cover 11 is provided with an oil-gas separation chamber 318, and the engine block assembly 10 also includes an oil return structure 137. The oil return structure 137 is connected to the lowest point of the oil-gas separation chamber 318 to prevent the separated engine oil from flowing back into the oil-gas separation chamber 318 and to prevent oil and gas from leaking.

[0051] In one implementation, such as Figure 2As shown, the oil return structure 137 includes an oil reservoir 1371 and an oil return channel 1372. The oil reservoir 1371 is integrated inside the cylinder head 15 and communicates with the cylinder block 12 and the oil pan 14. Part of the oil return channel 1372 is opened inside the cylinder head 15, and the other part is opened inside the cylinder head cover 11. One end of the oil return channel 1372 is connected to the oil-gas separation chamber 318, and the other end is connected to the oil reservoir 1371 and sealed to form a siphon-type oil return structure 137. The opening of the oil return channel 1372 communicating with the oil reservoir 1371 is set as an oil return hole 1373. Thus, the oil separated by the oil-gas separation structure collects and flows into the oil reservoir 1371 through the oil return channel 1372. Based on the siphon principle, when the collected oil gradually increases to the point that the oil reservoir 1371 and the oil return hole 1373 at the oil return channel 1372 are filled, the oil return channel 1372 can be self-sealed, ensuring that the oil level S1 in the oil reservoir 1371 is greater than or equal to the height of the oil return hole 1373 when the vehicle is in motion, along the height direction of the cylinder head cover 11. This prevents oil and oil vapor from flowing into the oil-gas separation structure.

[0052] like Figure 2 As shown, the oil return channel 1372 and the oil storage tank 1371 are integrally formed, which simplifies the processing and helps reduce processing difficulty and cost. Of course, in other embodiments, the oil return channel 1372 and the oil storage tank 1371 can also be formed separately and sealed together by welding or other methods.

[0053] In one embodiment, the oil reservoir 1371 is cast into the cylinder head 15, and the oil return channel 1372 is machined into the cylinder head cover 11 and the cylinder head 15 and communicates with the oil return channel to form an integral structure. Of course, other machining methods can also be used to machine the oil return structure 137.

[0054] like Figure 2 As shown, the oil reservoir 1371 and the oil return channel 1372 are connected to form a U-shaped structure. This arrangement allows the engine oil to collect in the oil reservoir 1371, causing impurities in the oil to settle within it and preventing them from flowing back into the cylinder block 12. Specifically, the oil reservoir 1371 is cast into an L-shaped groove structure, which connects to the oil return channel 1372, forming a U-shaped structure. Of course, in other embodiments, the specific shape of the oil return structure 137 is not limited.

[0055] In one implementation, such as Figure 2 As shown, the diameter d1 of the return oil hole 1373 is greater than... Where D is the diameter of the oil return channel 1372. It is understandable that if the diameter of the oil return hole 1373 is too large, the volume of the oil storage tank 1371 will be too large, thus occupying too much space. If the diameter of the oil return hole 1373 is too small, it will lead to poor oil drainage. Therefore, it is necessary to reasonably set the diameter d1 of the oil return hole 1373 to achieve a balance between the occupied space and the smooth oil drainage.

[0056] In extreme positions of a motorcycle, oil and gas backflow can easily occur, leading to oil leakage into the oil-gas separator. Therefore, in this embodiment, the height difference between the oil reservoir 1371 and the oil return hole 1373 along the vertical height of the motorcycle 1000 body is H. The ratio of H to the diameter d1 of the oil return hole 1373 is greater than 1.2 and less than 3.3. This ensures that under any driving state and extreme position, the oil level in the oil reservoir 1371 is always higher than or equal to the height of the oil return hole 1373, thereby achieving self-sealing of the oil return hole 1373 and preventing oil and gas backflow. For example, as... Figures 2 to 6 As shown, where, Figure 2 This is a schematic diagram of the oil return structure 137 under normal vehicle driving conditions. Figure 3 A schematic diagram of the oil return structure 137 when the vehicle is going uphill at 45°. Figure 4 This is a schematic diagram of the oil return structure 137 when the vehicle is descending a 45° slope; Figure 5 A schematic diagram of the oil return structure 137 when the vehicle bends 60° to the right; Figure 6 A schematic diagram of the throttle return structure 137 when the vehicle is leaning 60° to the left; Figure 3 and Figure 6 Under the various extreme driving conditions shown, while ensuring that the relationship between the height of the oil return hole 1373 and the height of the oil reservoir 1371 is met, the oil level in the oil reservoir 1371 is always higher than the height of the oil return hole 1373. This ensures that the oil return channel 1372 is always in a self-sealing state, effectively preventing oil and oil vapor from backflowing. At the same time, it also takes into account reducing the space occupied by the oil return structure 137 and achieving the requirement of lightweight design.

[0057] It should be noted that ensuring the H / d1 ratio is within the range of 1.2 to 3.3 under extreme conditions of the motorcycle 1000 means that when determining the diameter of the oil return hole 1373 and the depth of the oil reservoir 1371 during the design phase, the extreme conditions of the motorcycle 1000 are simulated to determine the diameter of the oil return hole 1373 and the depth of the oil reservoir 1371. The oil return structure is then manufactured based on the data of the diameter and depth to ensure that, in actual application, oil and gas backflow can be effectively prevented under extreme conditions.

[0058] In one embodiment, the height difference H between the oil return hole 1373 and the oil storage tank 1371 is set to a range of 5-10mm, which ensures that no oil or gas backflow will occur at any extreme position.

[0059] In one embodiment, such as Figure 2 As shown, along the vertical height direction of the engine 100, the distance L from the oil return channel 1372 and the oil-gas separation chamber 318 to the oil return hole 1373 is greater than 4.3mm, so as to ensure that the oil return channel 1372 has sufficient height and further increase the difficulty of oil return.

[0060] In one embodiment, along the vertical height direction of the engine 100, the distance L between the oil return channel 1372 and the communication port 1381 of the oil-gas separation chamber 318 and the oil return hole 1373 is set in the range of 60mm to 90mm. For example, the length L of the oil return channel 1372 can be set to 60mm, 70mm, 85mm, or 90mm, etc., which can take into account both the size of the engine 100 and the oil return height, making the engine 100 occupy a smaller volume and increasing the difficulty of oil return.

[0061] like Figure 7 and Figure 8 As shown, the oil return structure 137 also includes an oil return chamber 1374, which is integrated into the cylinder head 15. The oil return chamber 1374 is connected to the oil reservoir 1371 and the cylinder block 12. Oil collected in the oil reservoir 1371 overflows into the oil return chamber 1374 and flows into the cylinder block 12, returning to the oil pan 14. In this embodiment, oil return is achieved by reusing the existing cavity in the cylinder block 12. Figure 8 As shown in the diagram, the engine oil flows through the oil return chamber 1374 to the timing system in the cylinder block 12, and then returns to the oil pan 14 through the cavity in the cylinder block 12. Compared to the oil return method through an external pipeline, the oil return structure 137 in this embodiment is safer and more stable, and can make full use of the existing cavity to achieve oil return without the need to add a special oil return channel 1372, reducing design costs and processing and modification costs. It can be used with the existing engine 100, greatly improving the applicability of the cylinder head cover 11.

[0062] like Figure 9 and Figure 10 As shown, the transmission system includes a transmission mechanism 20, which includes a crankshaft 21 and a balance shaft 22. The crankshaft 21 and the balance shaft 22 are connected in a transmission manner. The crankshaft 21 converts the force of the combustion gas acting on it into the torque of the crankshaft 21 to output power.

[0063] Please continue reading. Figure 9 and Figure 10 The transmission mechanism 20 also includes an output gear 23 and a balance gear 24. The output gear 23 is mounted on the crankshaft 21, and the balance gear 24 is mounted on the balance shaft 22. The output gear 23 and the balance gear 24 are meshed together, and the crankshaft 21 and the balance shaft 22 are driven by gear meshing.

[0064] Please continue reading. Figure 9 and Figure 10 The transmission system also includes a speed change mechanism 30 and a clutch 40. The clutch 40 includes a clutch gear 41. The speed change mechanism 30 includes a main shaft 31, a countershaft 32, and multiple sets of speed change driving gears 33 and multiple sets of speed change driven gears 34. The crankshaft 21 is located between the main shaft 31 and the balance shaft 22. The countershaft 32 is located on the side of the main shaft 31 away from the crankshaft 21. The clutch gear 41 is located at the end of the main shaft 31 and can mesh with the output gear 23, thereby transmitting the power of the crankshaft 21 to the main shaft 31. Multiple sets of speed change driving gears 33 are located on the main shaft 31, and multiple sets of speed change driven gears 34 are located on the countershaft 32. When the speed change driving gears 33 mesh with different speed change driven gears 34 to transmit power, the speed ratio between the main shaft 31 and the countershaft 32 can be changed, thereby realizing speed change.

[0065] like Figure 9 and Figure 10 The first plane 101 is defined by the axis of the main shaft 31 and the axis of the crankshaft 21, and the second plane 102 is defined by the axis of the main shaft 31 and the axis of the secondary shaft 32. An angle θ is formed between the first plane 101 and the second plane 102, and 0° < θ < 180°. In this way, the main shaft is staggered with the crankshaft and the secondary shaft respectively, thereby reducing the space along the width direction of the cylinder block 12, making the layout of each shaft more compact, and thus making the size of the engine 100 along the width direction of the cylinder block 12 smaller, occupying less space, thereby providing more freedom for the installation of various components on the motorcycle.

[0066] In one embodiment, the included angle θ between the first plane 101 and the second plane 102 is set in the range of 114° to 124°. If the included angle θ is too small, it may cause motion interference between the main shaft 31 and the crankshaft 21. If the included angle θ is too large, it will result in excessive space occupied by the various shaft systems, leading to an excessively large cylinder block 12, which violates the requirement of lightweight design. Therefore, the included angle θ is controlled within the range of 114° to 124° to ensure the normal movement of the crankshaft 21 while also taking into account the requirement of lightweight design.

[0067] More preferably, the included angle θ between the first plane 101 and the second plane 102 is set to 119°. Of course, in other embodiments, the included angle θ can also be 114°, 115°, 118°, 122°, 123°, 124°, etc.

[0068] like Figure 9As shown, the third plane 103 is determined by the axis of the secondary shaft 32 and the axis of the crankshaft 21. The angle between the third plane 103 and the first plane 101 is α, and 19° < α < 23°. This balances the distance between the main shaft 31 and the crankshaft 21 in the height direction, as well as the distance between the crankshaft 21 and the secondary shaft 32 in the horizontal direction, thereby taking into account the dimensions of the engine in its width and length directions, and meeting the requirements of lightweighting while realizing the engine function.

[0069] Preferably, in this embodiment, the number of balancing gears 24 is one, and the output gear 23 directly meshes with the balancing gear 24 to drive the balancing gear 24 to move, thereby driving the balancing shaft 22 to rotate. This embodiment does not require specially set up driving and driven wheels for driving the balancing shaft 22. Therefore, the arrangement of this embodiment reduces the space occupied, and effectively reduces the weight of the engine 100, achieving the requirement of lightweighting and reducing carbon emissions.

[0070] like Figure 9 As shown, in this embodiment, the output gear 23 simultaneously drives the balance gear 24 and the clutch gear 41. The sliding force between the output gear 23 and the balance gear 24 is F1, and the sliding force between the output gear 23 and the clutch gear 41 is F2. Since F1 and F2 are different, it is necessary to balance F1 and F2 during the setting. Therefore, in this embodiment, the center distance L between the output gear 23 and the clutch gear 41 is in the range of 115mm to 120mm to ensure that the sliding forces F1 and F2 meet the requirements, so that the output gear 23 can simultaneously drive the balance gear 24 and the clutch gear 41.

[0071] like Figure 9 As shown, in one embodiment, the crankshaft 21, balance shaft 22, and countershaft 32 are relatively flush, and the main shaft 31 is located above the positioning plane. In other words, along the height direction of the motorcycle, the height of the main shaft 31 is higher than that of the crankshaft 21, balance shaft 22, and countershaft 32. The crankshaft 21, balance shaft 22, and countershaft 32 are set at approximately the same height to facilitate the adjustment of the structure of the cylinder block 12 and the layout of other internal components, and to minimize the need for changes to the structure of the cylinder block 12.

[0072] like Figure 11 and Figure 12 As shown, the cylinder body 12 is provided with a first mounting hole 123 and a plurality of second mounting holes 124. The first mounting hole 123 is used to support and position the main shaft 31, and the plurality of second mounting holes 124 are respectively used to support and position the sub-shaft 32, the balance shaft 22, and the crankshaft 21. During installation, the main shaft 31 is inserted into the cylinder body 12 through the first mounting hole 123, and the end of the main shaft 31 is confined within the first mounting hole 123.

[0073] like Figure 11 and Figure 12 As shown, in a scheme where the installation heights of the crankshaft 21, countershaft 32, and balance shaft 22 are approximately the same, the cylinder block 12 includes a first cylinder block 121 and a second cylinder block 122. The first cylinder block 121 has a first splicing surface 1211, and the second cylinder block 122 has a second splicing surface 1221. The first splicing surface 1211 and the second splicing surface 1221 are aligned and spliced ​​together so that the first cylinder block 121 and the second cylinder block 122 are spliced ​​together to form the cylinder block 12. The first splicing surface 1211 has a first mounting groove 1241, and the second splicing surface 1221 has a second mounting groove 1242. During splicing, the first mounting groove 1241 and the second mounting groove 1242 are joined to form a second mounting hole 124. This facilitates the placement of the countershaft 32, crankshaft 21, and balance shaft 22 within the cylinder block 12, and their positioning and limiting through the corresponding second mounting holes 124. Installation is simple, and the arrangement of the crankshaft 21, balance shaft 22, and countershaft 32 requires less structural modification to the cylinder block 12. Dividing the cylinder block 12 into a first cylinder block 121 and a second cylinder block 122 also allows for the separate manufacturing of the first cylinder block 121 and the second cylinder block 122, improving processing speed. Specifically, for example... Figure 11 and Figure 12 As shown, when installing the crankshaft 21, both ends of the crankshaft 21 are respectively placed in the corresponding first mounting grooves 1241 on the first cylinder block 121, and then the second cylinder block 122 is placed on the first cylinder block 121, so that the second mounting groove 1242 supporting the crankshaft 21 corresponds to the corresponding first mounting groove 1241. In this way, the crankshaft 21 is positioned and limited by the first mounting groove 1241 and the second mounting groove 1242.

[0074] like Figure 11 and Figure 12 as well as Figure 16 As shown, the first cylinder body 121 is provided with a receiving groove 125, the first mounting hole 123 is connected to the receiving groove 125, and the clutch gear 41 is installed in the receiving groove 125 and located at the end of the main shaft 31.

[0075] Please continue reading. Figure 11 and Figure 16 A connecting portion 126 is provided between the receiving groove 125 and the first mounting groove 1241, and an assembly hole 127 is provided at the connecting portion 126. The cylinder body 12 also includes a connecting member 128, which is inserted into the assembly hole 127 to connect the first cylinder body 121 and the second cylinder body 122. Specifically, the connecting member 128 is a fastening structure such as a bolt or screw. During installation, the first cylinder body 121 and the second cylinder body 122 are aligned, and the connecting member 128 is inserted into the assembly hole 127 to connect and fasten the first cylinder body 121 and the second cylinder body 122.

[0076] See Figures 13 to 16The transmission system also includes a clutch bushing 50. The clutch 40 is sleeved on the main shaft 31. The clutch bushing 50 is located between the main shaft 31 and the clutch 40. The clutch bushing 50 is used to accommodate and connect the main shaft 31, so that the main shaft 31 rotates stably and transmits the axial force of the main shaft 31 to the clutch 40.

[0077] Please continue reading. Figures 14 to 16 Since the output gear 23 of this application drives both the balance gear 24 and the clutch gear 41, in order to ensure that the sliding force between the output gear 23 and the clutch gear 41 meets the requirements, the diameter of the clutch gear 41 is increased in this embodiment. The clutch gear 41 can be installed in the receiving groove 125. Due to the limitation of the cylinder body 12 structure, there is no room for movement between the clutch gear 41 and the receiving groove 125, and there is interference between the clutch gear 41 and the connecting part 126 of the cylinder body 12. Therefore, it is not possible to assemble the clutch gear 41 and the clutch bushing 50 into a whole before installing it in the receiving groove 125. In this embodiment, there is an installation gap 35 between the clutch gear 41 and the main shaft 31. The installation gap 35 is used to install the clutch bushing 50. During installation, the clutch gear 41 is first sleeved on the main shaft 31, and then the clutch gear 41 is swung and adjusted to move radially so that the clutch gear 41 avoids the connecting part 126 and is smoothly installed in the receiving groove 125. Then the clutch bushing 50 is installed between the main shaft 31 and the clutch gear 41. The installation gap 35 provides space for the radial movement of the clutch gear 41.

[0078] The absence of a clamping part 52 on the bushing 50 prevents the purpose of installing the clutch gear 41 before installing the clutch bushing 50 from being achieved, and also makes it impossible to disassemble the clutch bushing 50 and the clutch gear 41 separately during disassembly. Therefore, if... Figure 17As shown, this embodiment provides a bushing 50 structure, which includes a body 51 and a clamping part 52. When installing or removing the bushing 50 structure, clamps such as pliers are used in conjunction with the clamping part 52 to install the bushing 50 structure between the assembled rotor and shaft. Alternatively, during disassembly, the bushing 50 structure can be disassembled before the rotor using the clamps. In this embodiment, the clutch bushing 50 is configured as described above. During assembly, the clutch gear 41 is first installed into the receiving groove 125, and then the clutch bushing 50 is installed between the clutch gear 41 and the main shaft 31 using the clamps and clamping part 52. Similarly, during disassembly, to avoid the connecting part 126, the clutch bushing 50 is first disassembled using the clamps and clamping part 52, creating an installation gap 35. Then, the clutch gear 41 is disassembled to allow the clutch gear 41 to adjust its position through the installation gap 35. By setting a clamping part 52 on the clutch bushing 50, the problem of installation interference of the clutch gear 41 is solved. There is no need to change the enlarged cylinder body 12 to adapt to the change in the volume of the clutch gear 41, thereby reducing the improvement cost, avoiding the increase in the volume of the cylinder body 12, and meeting the requirements of lightweighting.

[0079] like Figure 17 As shown, the clamping part 52 is a protrusion, which is provided on the body 51 and extends axially along the clutch bushing 50. When installing or removing the clutch bushing 50, the clutch bushing 50 can be installed or removed by clamping the protrusion with pliers, saving time and effort. Of course, in other embodiments, the specific structure of the clamping part 52 is not limited to what is described above or shown in the figure. For example, a groove can be provided on the periphery of the protrusion so that the pliers can cooperate with the groove when clamping the protrusion. That is, at least a part of the pliers abuts against the groove to limit the pliers and prevent insufficient friction when clamping the protrusion, which may lead to unstable clamping or the protrusion slipping out of the pliers.

[0080] Please continue reading. Figure 17 An avoidance groove 53 is provided on the clutch bushing 50, and the clamping part 52 is provided in the avoidance groove 53. This can prevent the clamping part 52 from extending out of the clutch bushing 50 and interfering with other structures, thus affecting the installation of other structures. In addition, the avoidance groove 53 can also reduce the weight of the clutch bushing 50 without affecting the rotation of the clutch gear 41, thus achieving the requirement of lightweighting.

[0081] like Figure 17 As shown, two clamping parts 52 are provided, symmetrically arranged about the axis of the clutch bushing 50. This allows for simultaneous clamping of the clamping parts 52 by two clamps during installation or removal of the clutch bushing 50, preventing the clutch bushing 50 from tilting. This enables quick and smooth installation and removal of the clutch bushing 50. Of course, in other embodiments, the number of clamping parts 52 is not limited to the above description; for example, one, three, four, etc., can be provided.

[0082] like Figures 18 to 23 As shown, the transmission mechanism 20 also includes a bearing housing 36 and a bearing 37. The bearing 37 is disposed within the bearing housing 36, which is located within the first mounting hole 123. The end of the main shaft 31 is mounted within the bearing 37. The bearing housing 36 fills the gap between the first mounting hole 123 and the bearing 37 to ensure stable installation of the main shaft 31 and prevent noise generation. During installation, the bearing 37 is assembled with the bearing housing 36 before being installed into the first mounting hole 123.

[0083] like Figures 18 to 23 As shown, the bearing housing 36 includes a housing body 361 and a limiting member 362. Along the axial direction of the housing body 361, the housing body 361 has a through hole 3611, and one end of the housing body 361 has a limiting part 3613 extending inside the housing body 361, which is used to stop and limit the bearing 37 installed in the through hole 3611. The other end of the housing body 361 is equipped with the limiting member 362, which is used to stop and limit the bearing 37 to prevent the bearing 37 from falling off the housing body 361. Through the combined action of the limiting part 3613 and the limiting member 362, the bearing 37 is limited inside the housing body 361, preventing the bearing 37 from shifting and affecting the operation of the spindle 31.

[0084] like Figure 18 or Figure 23 As shown, in one embodiment, the limiting part 3613 is a stepped structure, which is located on the sidewall inside the through hole 3611. The stepped structure has a stepped surface 3614. During installation, the bearing 37 abuts against the stepped surface 3614, and the stepped surface 3614 stops the bearing 37, thereby limiting its position. Of course, in other embodiments, the specific structure of the limiting part 3613 is not limited; for example, the limiting part 3613 can be a protruding structure.

[0085] Specifically, such as Figure 19 or Figure 22 As shown, the stepped structure is formed by stamping. Through holes 3611 of different diameters are stamped on the base 361, forming a stepped structure between adjacent through holes 3611. The processing method is simple and solves the processing cost problem. Of course, in other embodiments, a protrusion extending along the axis of the through hole 3611 can also be welded to the end of the through hole 3611, and the protrusion stops the bearing 37.

[0086] like Figure 19 and Figure 20 As shown, in one embodiment, the limiting member 362 is a limiting plate 3622, which covers the end of the seat 361 away from the limiting part 3613 to prevent the bearing 37 inside the seat 361 from dislodging from the seat 361. In other embodiments, the specific structure and installation method of the limiting member 362 are not limited to those described above or shown in the figures.

[0087] For example, in another embodiment, such as Figure 22 and Figure 23 As shown, the limiting member 362 is a ring structure 3621. The circumference of the ring structure 3621 is provided with a first threaded portion 36211, and the side wall of the through hole 3611 of the seat body 361 is provided with a second threaded portion 3612. The ring structure 3621 is installed in the through hole 3611 and is located at one end of the seat body 361 away from the limiting portion 3613. The first threaded portion 36211 and the second threaded portion 3612 are threadedly connected to realize the positioning of the ring structure 3621. At this time, the ring structure 3621 stops the bearing 37 located in the seat body 361, preventing the bearing 37 from dislodging from the seat body 361. The axial limiting of the bearing 37 is realized by the cooperation of the limiting portion 3613 and the ring structure 3621.

[0088] Specifically, the ring structure 3621 is designed as a hollow bolt. Hollow bolts are simple to manufacture and can be purchased directly, eliminating the need for self-made molds, thus saving resources and reducing costs.

[0089] Please continue reading. Figure 19 and Figure 20 The bearing housing 36 also includes a fastener 363, which secures the limiting plate 3622 to the housing 361. In one embodiment, the fastener 363 is a bolt, but it can also be a screw or other fastening structure.

[0090] Furthermore, such as Figure 20 As shown, the limiting plate 3622 includes an annular plate body 36221 and at least two connecting ears 36222. The inner diameter of the annular plate body 36221 is smaller than the inner diameter of the through hole 3611, which is used to stop and limit the bearing 37 and prevent the bearing 37 from dislodging from the through hole 3611. The connecting ears 36222 are arranged circumferentially along the annular plate body 36221 and are used to connect with the seat body 361. During installation, the fastener 363 fixes the annular plate body 36221 by connecting the connecting ears 36222 to the seat body 361.

[0091] like Figure 19 As shown, the outer diameter of the annular plate 36221 is smaller than the outer diameter of the seat 361, which prevents the annular plate 36221 from protruding from the outer side wall of the seat 361 and affecting the installation of the bearing seat 36, and also reduces weight.

[0092] In one embodiment, such as Figure 9 and Figures 24 to 26As shown, the lubrication system 60 also includes an oil pump (not shown), an oil pump drive gear 61, and a positioning element 62. The oil pump drive gear 61 is mounted on the main shaft 31. The oil pump drive gear 61 has a first positioning hole 611 extending axially, and the clutch gear 41 has a second positioning hole 411 extending axially. During installation, the oil pump drive gear 61 is adjusted so that the first positioning hole 611 and the second positioning hole 411 correspond. The positioning element 62 is simultaneously inserted into both the first and second positioning holes 611, achieving the positioning and installation of the oil pump drive gear 61 while preventing circumferential rotation of the oil pump drive gear 61 relative to the clutch gear 41. This ensures synchronous movement of the oil pump drive gear 61 and the clutch gear 41. The oil pump drive gear 61 and the clutch gear 41 are positioned and limited by a positioning element 62 with the first positioning hole 611 and the second positioning hole 411. Compared with the interference fit positioning installation method in the prior art, the oil pump drive gear 61 is more stably installed in this embodiment, effectively preventing the oil pump drive gear 61 from rotating and shifting, thereby making the meshing of the oil pump drive gear 61 and the oil pump gear 63 smooth. Compared with the spline fit installation method of the oil pump drive gear 61 and the clutch gear 41 in the prior art, the installation and positioning method in this embodiment is simpler. It only requires opening the first positioning hole 611 and the second positioning hole 411 on the oil pump drive gear 61 and the clutch gear 41 respectively, without machining multiple spline teeth, thus saving costs and improving processing efficiency.

[0093] like Figure 25 As shown, the positioning element 62 is a pin. The pin has a simple structure and low cost. Of course, in other embodiments, the specific structure of the positioning element 62 is not limited to the above description. For example, the positioning element 62 can also be a bolt, screw or other fastening structure.

[0094] like Figure 25 As shown, two positioning elements 62 are provided, symmetrically arranged about the axis of the oil pump drive gear 61. Correspondingly, two first positioning holes 611 and two second positioning holes 411 are provided, with the two first positioning holes 611 symmetrically arranged about the axis of the oil pump drive gear 61 and the two second positioning holes 411 symmetrically arranged about the axis of the clutch gear 41. This achieves two-point positioning of the oil pump drive gear 61, improving the stability of the positioning limit. In other embodiments, the number of positioning elements 62 is not limited; for example, three or four may be provided.

[0095] like Figure 8 As shown, the lubrication system 60 also includes an oil pump gear 63, which meshes with an oil pump drive gear 61. The oil pump drive gear 61 transmits power to the oil pump gear 63, thereby driving the oil pump gear 63 to rotate and realize the delivery of oil.

[0096] Please see Figure 27 In one embodiment, this application provides an engine including an engine oil-gas separator 810. Normally, the engine's crankcase 870 is connected to an air filter 880, which filters the gas discharged from the crankcase 870. However, the engine's crankcase 870 contains a highly concentrated oil-gas mixture; therefore, an engine oil-gas separator 810 is provided. The function of the engine oil-gas separator 810 is to separate the oil-gas mixture in the engine's crankcase 870, allowing the separated gas to enter the air filter 880, thus minimizing the risk of oil mist entering the air filter 880 and causing oil contamination.

[0097] Please see Figure 28 The engine oil-gas separator 810 includes a camshaft unit 860 and an extraction unit 862. The camshaft unit 860 has a flow hole 861, and the extraction unit 862 is mounted on one end of the camshaft unit 860. The camshaft unit 860 drives the extraction unit 862 to rotate, enabling the extraction unit 862 to draw in the oil-gas mixture. During extraction, most of the oil in the mixture adheres to the surface of the extraction unit 862. The rotation of the extraction unit 862 generates centrifugal force, which quickly flits at least some of the oil adhering to its surface, allowing the gas to enter the flow hole 861 of the camshaft unit 860, thus achieving the first stage of oil-gas separation.

[0098] Please see Figure 28 and Figure 29 The engine oil-gas separator 810 also includes a cylinder head cover 820 and a baffle unit 830. A channel 825 is formed within the cylinder head cover 820, and the baffle unit 830 is disposed within the channel 825. The baffle unit 830 is used to change the state and flow direction of the oil-gas mixture. The baffle unit 830 and the inner wall of the channel 825 form a labyrinth flow path 850 for the oil-gas mixture to flow through, wherein the width of the path through which the oil-gas mixture passes within the labyrinth flow path 850 is set to be greater than or equal to 2 mm and less than or equal to 6 mm.

[0099] By rationally setting the width range of the oil-gas mixture's passageway within the labyrinth flow path 850, more oil-gas mixture particles can collide with the baffle unit 830, intercepting more oil mist particles and achieving more thorough oil-gas separation. This secondary oil-gas separation improves separation efficiency, maximizes purification, and enhances overall machine performance. If the passageway width is less than 2 mm, the oil-gas mixture tends to accumulate, resulting in slow flow and low separation efficiency. Conversely, if the passageway width is greater than 6 mm, the frequency of collisions between the oil-gas mixture and the particles is too low, further reducing separation efficiency.

[0100] In this embodiment, the width of the passage path of the labyrinth flow path 850 is different at each point along the flow direction of the oil-gas mixture. That is, the width of the passage path at each point in the labyrinth flow path 850 is not always a single equal value. As one implementation, the maximum width of the passage path of the labyrinth flow path 850 is set to be less than or equal to 6 mm, and the minimum width of the passage path is set to be greater than or equal to 2 mm. In other embodiments, the width of the passage path of the oil-gas mixture within the labyrinth flow path 850 can be equal at all points along the flow direction.

[0101] Please continue reading. Figure 28 The baffle unit 830 includes multiple bent baffles 841, which are spaced apart within the channel 825 along the flow direction of the oil-gas mixture and connected to the inner wall of the channel 825. The multiple bent baffles 841 can significantly increase the flow path of the oil-gas mixture within a limited space, causing more impacts and minimizing velocity loss after these impacts. This results in more thorough oil-gas separation, intercepting more oil mist particles and improving oil-gas separation efficiency.

[0102] Please see Figure 30In one embodiment, the bending baffle 841 includes a first straight segment 8411, an arc-shaped segment 8412, and a second straight segment 8413. One end of the first straight segment 8411 is connected to the side wall of the channel 825, and the other end of the first straight segment 8411 is connected to the arc-shaped segment 8412. One end of the arc-shaped segment 8412 is connected to the first straight segment 8411, and the other end of the arc-shaped segment 8412 is connected to the second straight segment 8413. One end of the second straight segment 8413 is connected to the arc-shaped segment 8412, and the other end of the second straight segment 8413 is spaced apart from the inner wall of the channel 825. The first straight segment 8411, the arc-shaped segment 8412, and the second straight segment 8413 are integrally formed, which facilitates processing. The overall structure after integral forming has high structural strength and can increase service life.

[0103] Of course, in other embodiments, the bending baffle 841 can be processed according to actual needs, and is not limited to including two straight segments and one arc segment. It can also include three straight segments and two arc segments, or four straight segments and three arc segments, etc., as long as the same function can be achieved.

[0104] Please continue reading. Figure 30 The angle between the first straight segment 8411 and the second straight segment 8413 is A, which is greater than or equal to 90° and less than 180°. This combination of the first straight segment 8411 and the second straight segment 8413 allows for better control of the direction of the oil-gas mixture and ensures that the mixture impacts the entire side of the bent baffle 841, increasing the contact area between the mixture and the baffle 841, thus generating more impacts and improving the efficiency of oil-gas separation. If the angle A between the first straight segment 8411 and the second straight segment 8413 is acute, the oil-gas mixture will only impact a portion of the bent baffle 841, thereby reducing the efficiency of oil-gas separation.

[0105] Preferably, the included angle A between the first straight line segment 8411 and the second straight line segment 8413 is 120°. Of course, in other embodiments, the included angle A between the first straight line segment 8411 and the second straight line segment 8413 can also be 130°, 150° or 160°.

[0106] Please see Figure 31The angle M between the first straight segment 8411 and the sidewall of the channel 825 is greater than or equal to 45° and less than or equal to 135°. This increases the contact area between the oil-gas mixture and the first straight segment 8411, resulting in more impacts and improving the efficiency of oil-gas separation. Furthermore, it allows for better control of the direction of the oil-gas mixture. If the angle M between the first straight segment 8411 and the sidewall of the channel 825 is less than 45°, the oil-gas mixture is prone to backflow after impact, making its direction difficult to control and reducing the efficiency of oil-gas separation. If the angle M between the first straight segment 8411 and the sidewall of the channel 825 is greater than 135°, the oil-gas mixture may only partially impact part of the first straight segment 8411, with the rest flowing away directly, thus reducing the efficiency of oil-gas separation.

[0107] Preferably, the included angle M between the first straight segment 8411 and the side wall of the channel 825 is 90°. Of course, in other embodiments, the included angle M between the first straight segment 8411 and the side wall of the channel 825 can also be 60°, 75°, 120° or 130°.

[0108] Please see Figure 29 The baffle unit 830 also includes multiple straight baffles 831, which are spaced apart within the channel 825 along the flow direction of the oil-gas mixture and connected to the inner wall of the channel 825. Furthermore, at least some of the straight baffles 831 and the bent baffles 841 are staggered. In one embodiment, some of the straight baffles 831 are located on one side of the channel 825, and some of the bent baffles 841 are located on the side of the channel 825 opposite to the straight baffles 831. After the oil-gas mixture impacts the straight baffles 831, it changes its flow direction and continues flowing, then impacts the bent baffles 841, changes its flow direction again, and continues flowing, repeating this process. By rationally arranging the positions of the straight baffle 831 and the bent baffle 841, the direction of the oil-gas mixture can be better controlled, allowing more oil mist in the oil-gas mixture to collide with the straight baffle 831 and the bent baffle 841 at appropriate positions. This causes the oil mist droplets to flow down with the straight baffle 831 and the bent baffle 841, allowing the gas to continue flowing away, thereby achieving a second oil-gas separation, making the oil-gas separation more thorough, and thus improving the overall efficiency of the machine.

[0109] Of course, in other embodiments, the positions of the straight baffle 831 and the bent baffle 841 can be adjusted according to actual needs, as long as the same or similar effects can be achieved.

[0110] The heights of the bent baffle 841 and the straight baffle 831 are greater than or equal to 7 mm and less than or equal to 25 mm. This allows most of the oil-gas mixture to collide with the bent baffle 841 and the straight baffle 831, resulting in more thorough oil-gas separation, interception of more oil mist particles, and improved oil-gas separation efficiency.

[0111] Please continue reading. Figure 28 The engine oil-gas separator 810 also includes a partition 821 located inside the cylinder head cover 820, and the partition 821 is at least partially connected to the cylinder head cover 820 to form a channel 825 inside the cylinder head cover 820. In this embodiment, the channel 825 is generally U-shaped.

[0112] The cylinder cover 820 has an air inlet 822 and an air outlet 823. The air inlet 822 is located at one end of the channel 825, and the air outlet 823 is located at the end of the channel 825 away from the air inlet 822. The oil-gas mixture after the first oil-gas separation can enter the air inlet 822 through the flow hole 861, enter the labyrinth flow path 850 through the air inlet 822, and impact the baffle unit 830 to achieve a second oil-gas separation. The separated gas flows out from the air outlet 823.

[0113] Please see Figures 32 to 33 One embodiment of this application provides a motorcycle including an engine assembly. The engine assembly includes an oil pump 930, which can pressurize engine oil to a certain pressure and force it to the moving surfaces of various parts of the engine assembly. When the engine assembly is working, the oil pump 930 works continuously, thereby ensuring that the engine oil continuously circulates in the lubrication circuit, and that the oil pump 930 can ensure the supply of sufficient lubricating oil under various operating conditions of the engine assembly.

[0114] Currently, during engine maintenance and oil changes, the oil passages contain air and a small amount of oil before adding oil. After adding oil to the oil pan, the oil pump needs to purge the air from the oil passages before pumping oil. However, due to some oil obstruction from the oil cooler or filter, the oil pump takes a relatively long time to bleed the air, and this process is performed when the entire oil passage is low on oil. Because the bleeding time is too long, oil pressure cannot be quickly built up, which can easily lead to engine bearing failure. In other words, insufficient oil cannot provide adequate lubrication, thus causing damage to internal engine components.

[0115] Please see Figures 32 to 33To address the aforementioned problems, this application provides an engine assembly including a crankcase and an oil pump 930. The crankcase forms a receiving space 921, and the oil pump 930 is at least partially disposed within the receiving space 921, including an inner cavity 931. The oil pump 930 also includes an oil pump cover 932, on which a vent 9322 is provided. One end of the vent 9322 communicates with the inner cavity 931, and the end of the vent 9322 away from the inner cavity 931 communicates with the receiving space 921. The oil pump 930 is able to discharge air into the receiving space 921 through the vent 9322.

[0116] By creating a vent 9322 on the oil pump cover 932, the vent 9322 helps the oil pump 930 to quickly bleed air during oil changes and maintenance of the engine assembly. This shortens the bleed time and allows for rapid oil pressure build-up, enabling the oil to be delivered to all lubricated parts of the engine assembly. This effectively prevents bearing failure caused by poor bleed air from the oil pump 930 during oil changes and maintenance, thereby extending the service life of the engine assembly.

[0117] The engine assembly also includes a transmission gear set 960, which is mounted within a housing space 921 and is at least partially located above the oil pump 930. One end of a vent 9322 communicates with the inner cavity 931, and the end of the vent 9322 away from the inner cavity 931 is positioned towards the transmission gear set 960, allowing the oil pump 930 to spray oil onto the transmission gear set 960 through the vent 9322.

[0118] By properly positioning the vent 9322, the oil in the oil pump 930 can be sprayed from the vent 9322 onto the transmission gear set 960 to lubricate and cool it. At high speeds, the oil sprayed from the vent 9322 onto the transmission gear set 960 lubricates the gear surfaces and cools it, improving the lifespan of the transmission gear set 960, reducing meshing noise, and thus enhancing its durability. This, in turn, extends the lifespan of all components and prevents oil waste.

[0119] Please see Figure 32 The engine assembly also includes an oil pan, which is connected to and located below the crankcase. The oil pan stores engine oil and seals the crankcase. An oil pump cover 932 is positioned close to the oil pan, allowing oil from the oil pan to enter the oil pump 930, which then delivers the oil. This proximity of the oil pump 930 to the oil pan facilitates the entry of oil from the oil pan into the oil pump 930, which then delivers it to the various components requiring lubrication.

[0120] The engine assembly also includes a clutch (not shown) and a crankshaft unit (not shown). The crankshaft unit is mounted in the crankcase, and both the clutch and the crankshaft unit are connected to the transmission gear set 960.

[0121] Please see Figure 33 and Figure 35 The transmission gear set 960 includes a drive output gear 961 and a driven output gear 962. The drive output gear 961 is connected to the crankshaft unit, and the driven output gear 962 is connected to the clutch. The vent 9322, with its end away from the inner cavity 931, is positioned towards the meshing point of the drive output gear 961 and the driven output gear 962. This allows the oil in the oil pump 930 to be precisely sprayed from the vent 9322 to the meshing point of the drive output gear 961 and the driven output gear 962, thereby lubricating and cooling the transmission gear set 960.

[0122] Please see Figure 32 and Figure 34 The vent 9322 is angled. This allows for rapid venting of the oil pump 930 while minimizing the amount of oil discharged from the vent 9322, and also facilitates the establishment of oil pressure balance.

[0123] In this embodiment, the meshing position of the driving output gear 961 and the driven output gear 962 is obliquely above the oil pump 930. Therefore, the axis of the vent 9322 is set at an angle to the oil level in the oil pan, approximately 45 degrees in this embodiment. This facilitates the precise spraying of oil from the inner cavity 931 through the vent 9322 to the meshing point of the driving output gear 961 and the driven output gear 962, improving the lubrication effect of the transmission gear set 960.

[0124] Of course, in other embodiments, depending on the different positions of the transmission gear set 960 and the arrangement of each component, the inclination angle between the axis of the vent 9322 and the oil level in the oil pan can also be other degrees, as long as the same effect can be achieved, such as 30 degrees, 60 degrees or 75 degrees.

[0125] Please see Figure 32The end of the oil pump cover 932 furthest from the oil pan forms a corner 9321 with the side wall of the oil pump cover 932 near the drive output gear 961. A vent 9322 is located at this corner 9321. Due to structural limitations of the oil pump 930, the higher part of the oil pump 930 cannot vent during pumping, and air pockets are prone to form at the corner 9321, affecting the working efficiency of the oil pump 930. Therefore, in this embodiment, the vent 9322 is located at the corner 9321 at the higher part of the oil pump 930, thereby helping the oil pump 930 vent, solving the air pocket problem, and improving the working efficiency of the oil pump 930. Furthermore, this corner 9321 is closest to the transmission gear set 960, making it easier to machine, thus reducing machining costs and difficulty.

[0126] Please see Figures 32 to 34 The oil pump 930 also includes a rotor unit 934. The inner cavity 931 includes a low-pressure oil chamber 9311, a high-pressure oil chamber 9312, and a flow chamber 9313. Oil can enter the low-pressure oil chamber 9311 from the oil pan, and the oil in the low-pressure oil chamber 9311 enters the high-pressure oil chamber 9312 through the rotor unit 934. The flow chamber 9313 is located on the side of the high-pressure oil chamber 9312 away from the oil pan, and the flow chamber 9313 is connected to both the high-pressure oil chamber 9312 and the low-pressure oil chamber 9311. One end of the vent 9322 is connected to the end of the flow chamber 9313 near the drive output gear 961, and the other end of the vent 9322 is connected to the receiving space 921. Oil in the high-pressure oil chamber 9312 can be sprayed from the flow chamber 9313 through the vent 9322 to the transmission gear set 960. In this way, on the one hand, it can help the oil pump 930 to vent air, solve the problem of trapped air, and improve the working efficiency of the oil pump 930. On the other hand, it facilitates the oil in the high-pressure oil chamber 9312 to be sprayed from the flow chamber 9313 through the vent hole 9322 to the transmission gear set 960, so as to lubricate and cool the transmission gear set 960.

[0127] In this embodiment, the diameter of the vent hole 9322 is greater than or equal to 0.5 mm and less than or equal to 2 mm. This ensures the oil pressure balance of the oil pump 930 and improves the efficiency of oil pressure establishment. If the diameter of the vent hole 9322 is less than 0.5 mm, it will not be conducive to helping the oil pump 930 vent, and the oil sprayed from the vent hole 9322 will easily atomize and fail to form an oil jet, resulting in poor lubrication of the transmission gear set 960. If the diameter of the vent hole 9322 is greater than 2 mm, it will easily lead to excessive oil leakage from the vent hole 9322, which is not conducive to oil pressure balance. Specifically, the diameter of the vent hole 9322 can be 0.8 mm, 1 mm, 1.2 mm, 1.5 mm, or 1.8 mm. Of course, in other embodiments, the diameter of the vent hole 9322 can also be other sizes, as long as the same or similar effects are achieved.

[0128] Please see Figures 32 to 34 The oil pump 930 also includes a pressure relief unit 933, which is installed in the flow chamber 9313. The pressure relief unit 933 can connect or disconnect the high-pressure oil chamber 9312 from the low-pressure oil chamber 9311.

[0129] The pressure relief unit 933 includes a plunger 9331 and an elastic unit 9332. The plunger 9331 is movably installed in the flow chamber 9313, and the plunger 9331 can connect or disconnect the high-pressure oil chamber 9312 from the low-pressure oil chamber 9311. The elastic unit 9332 is installed in the flow chamber 9313, and one end of the elastic unit 9332 is connected to the side wall of the oil pump cover 932 away from the vent 9322, and the other end of the elastic unit 9332 is connected to the plunger 9331.

[0130] In this process, the oil pressure in the high-pressure oil chamber 9312 compresses the elastic unit 9332, causing the plunger 9331 to move away from the vent 9322, thus connecting the high-pressure oil chamber 9312 and the low-pressure oil chamber 9311. When the elastic unit 9332 returns to its original position, the plunger 9331 moves towards the vent 9322, thus isolating the high-pressure oil chamber 9312 from the low-pressure oil chamber 9311. In this way, the plunger 9331 and the elastic unit 9332 can relieve pressure, thereby ensuring the normal operation of the oil pump 930.

[0131] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0132] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the scope of protection of this application. Therefore, the patent protection scope of this application should be determined by the appended claims.

Claims

1. A motorcycle, comprising: Frame; Walking system; A suspension system that connects the running gear to the vehicle frame; An engine drives the walking system. The engine includes a crankshaft, a main shaft, multiple sets of variable speed drive gears and multiple sets of variable speed driven gears and a countershaft. The crankshaft is driven by the main shaft, and the main shaft is driven by the countershaft. The variable speed drive gears can mesh with the variable speed driven gears. The multiple sets of variable speed drive gears are disposed on the main shaft, and the multiple sets of variable speed driven gears are disposed on the countershaft. The engine is characterized in that it further includes a balance shaft, an output gear, and a balance gear; the balance shaft is connected to the crankshaft for transmission; the output gear is disposed on the crankshaft; the balance gear is disposed on the balance shaft; the number of balance gears is one; the output gear meshes with the balance gear for transmission, thereby driving the balance shaft to rotate. A first plane is defined by the axis of the main shaft and the axis of the crankshaft, and a second plane is defined by the axis of the main shaft and the axis of the secondary shaft. An angle θ is formed between the first plane and the second plane, and 0° < θ < 180°.

2. The motorcycle according to claim 1, wherein, The included angle θ is set in the range of 114° to 124°.

3. The motorcycle according to claim 2, wherein, A third plane is defined by the axis of the sub-shaft and the axis of the crankshaft, and the angle between the third plane and the first plane is α, where 19° < α < 23°.

4. The motorcycle according to claim 1, wherein, The engine also includes a clutch, which includes a clutch gear and is mounted on the main shaft; The output gear meshes with the balance gear and the clutch gear, respectively, to drive the balance gear and the clutch gear simultaneously.

5. The motorcycle according to claim 4, wherein, The center distance between the output gear and the clutch gear ranges from 115mm to 120mm.

6. The motorcycle according to any one of claims 4 or 5, wherein, The engine also includes a cylinder block, on which a first mounting hole and a plurality of second mounting holes are provided. The main shaft is inserted and installed in the cylinder block so that the end of the main shaft is supported and confined within the first mounting hole. The countershaft, the balance shaft and the crankshaft are respectively installed and confined within their respective second mounting holes.

7. The motorcycle according to claim 6, wherein, The cylinder block includes a first cylinder block and a second cylinder block. The first cylinder block is provided with a first mounting hole, and the second cylinder block is provided with a second mounting hole. The first cylinder block has a first splicing surface, and the second cylinder block has a first splicing surface. The first splicing surface has a first mounting groove and a second mounting groove, which are aligned and spliced ​​together to form the second mounting hole.

8. The motorcycle according to claim 7, wherein, The first cylinder block is provided with a second mounting groove, and the clutch gear is mounted in the second mounting groove; the first mounting hole communicates with the second mounting groove, and a connecting part is provided between the second mounting groove and the first mounting groove, and an assembly hole is provided at the connecting part; The cylinder block also includes a connector, which is inserted into the mounting hole to connect the first cylinder block and the second cylinder block.

9. The motorcycle according to claim 8, wherein, The engine also includes a clutch bushing, and there is an installation clearance between the clutch and the main shaft. The installation clearance is used to allow the clutch gear to move radially to avoid the connecting part when it is installed in the second mounting groove, and to install the clutch bushing.

10. The motorcycle according to claim 1, wherein, The motorcycle also includes an engine oil-gas separator, comprising: Cylinder cover, wherein a channel is formed inside the cylinder cover; A baffle unit is disposed in the channel and is used to change the state and flow direction of the oil-gas mixture. The baffle unit and the inner wall of the channel form a labyrinth flow path for the oil-gas mixture to circulate, wherein the width of the path through which the oil-gas mixture passes within the labyrinth flow path is set to be greater than or equal to 2 mm and less than or equal to 6 mm.

11. The motorcycle according to claim 10, wherein, The baffle unit includes: Multiple bent baffles are distributed at intervals within the channel along the flow direction of the oil-gas mixture and are connected to the inner wall of the channel.

12. The motorcycle according to claim 11, wherein, The bending baffle includes: The first straight segment, one end of which is connected to the side wall of the channel; An arc-shaped segment, one end of which is connected to the end of the first straight segment away from the sidewall of the channel; The second straight segment has one end connected to the end of the arc segment away from the first straight segment, and the end of the second straight segment away from the arc segment is spaced apart from the inner wall of the channel.

13. The motorcycle according to claim 12, wherein, The angle between the first line segment and the second line segment is A, and the angle A is greater than or equal to 90° and less than 180°.

14. The motorcycle according to claim 12, wherein, The angle between the first straight segment and the sidewall of the channel is M, and the angle M is greater than or equal to 45° and less than or equal to 135°.

15. The motorcycle according to claim 11, wherein, The baffle unit further includes: Multiple straight baffles are distributed at intervals in the channel along the flow direction of the oil-gas mixture and connected to the inner wall of the channel, and at least some of the straight baffles are staggered with the bent baffles.

16. The motorcycle according to claim 15, wherein, The height of the bent baffle and the straight baffle is greater than or equal to 7 mm and less than or equal to 25 mm.

17. The motorcycle according to claim 10, wherein, The engine oil-gas separator also includes: A partition, the partition being located inside the cylinder head cover and at least partially connected to the cylinder head cover, thereby forming the channel inside the cylinder head cover.

18. The motorcycle according to claim 17, wherein, The cylinder head is provided with an air inlet, which is located at one end of the channel; the engine oil-gas separator further includes: A camshaft unit, wherein the camshaft unit has a flow hole that communicates with the air inlet; An air extraction unit is installed at one end of the camshaft unit; The oil-gas mixture can enter the flow hole through the pumping unit and then enter the air inlet from the flow hole.

19. A motorcycle, comprising: Frame; Walking system; A suspension system that connects the running gear to the vehicle frame; An engine drives the walking system. The engine includes a crankshaft, a main shaft, and a countershaft. The crankshaft is driven by the main shaft, and the main shaft is driven by the countershaft. The first plane is defined by the axis of the main shaft and the axis of the crankshaft, and the second plane is defined by the axis of the main shaft and the axis of the secondary shaft. An angle θ is formed between the first plane and the second plane, and 0° < θ < 180°.

20. The motorcycle according to claim 19, wherein, The included angle θ is set in the range of 114° to 124°.

21. The motorcycle according to claim 20, wherein, A third plane is defined by the axis of the sub-shaft and the axis of the crankshaft, and the angle between the third plane and the first plane is α, where 19° < α < 23°.

22. The motorcycle according to claim 19, wherein, The engine includes a cylinder head cover, which contains an oil-gas separation chamber and an oil return structure. The oil return structure includes an oil reservoir integrated into the cylinder head cover and an oil return channel located within the cylinder head cover. One end of the oil return channel is connected to the oil-gas separation chamber, and the other end is connected to the oil reservoir and sealed to form a siphon-type oil return structure. The opening connecting the oil return channel to the oil reservoir is designated as an oil return hole. The oil separated in the oil-gas separation chamber flows through the oil return channel and the oil return hole into the oil reservoir.

23. The motorcycle according to claim 22, wherein, Along the vertical height direction of the engine, the diameter of the oil return hole is d1, and the height difference between the oil return hole and the oil reservoir is H.

24. The motorcycle according to claim 23, wherein, The height difference H between the oil return hole and the oil storage tank is set within the range of 5-10mm.

25. The motorcycle according to claim 22, wherein, The oil return channel is integrally formed with the oil storage tank.

26. The motorcycle according to claim 22, wherein, The oil storage tank and the oil return channel are connected to form a U-shaped structure, which is used to settle impurities in the oil.

27. The motorcycle according to claim 22, wherein, The diameter of the return oil hole is d1 greater than Wherein, D is the diameter of the oil return channel.

28. The motorcycle according to claim 22, wherein, Along the vertical height direction of the engine, the distance L from the oil return channel and the oil-gas separation chamber to the oil return hole is greater than 4.3 mm.

29. The motorcycle according to claim 28, wherein, Along the vertical height direction of the engine, the distance L between the oil return channel and the oil-gas separation chamber and the oil return hole ranges from 60mm to 90mm.

30. The motorcycle according to claim 22, wherein, The engine also includes a cylinder block and an oil pan, with the cylinder block communicating with the oil pan; The oil return structure also includes an oil return chamber, which is integrated inside the cylinder head cover and is connected to the oil reservoir and the cylinder block respectively. The oil collected in the oil reservoir overflows into the oil return chamber and flows into the cylinder block to return to the oil pan.

31. The motorcycle according to claim 19, wherein, The motorcycle further includes: a crankcase forming a receiving space; an oil pump, at least partially disposed within the receiving space, and the oil pump including an inner cavity; a transmission gear set installed within the receiving space, and the transmission gear set at least partially located above the oil pump; the oil pump further includes: an oil pump cover, the oil pump cover having a vent hole, one end of the vent hole communicating with the inner cavity, and the end of the vent hole away from the inner cavity facing the transmission gear set and communicating with the receiving space.

32. The motorcycle according to claim 31, wherein, The engine assembly further includes: an oil pan, which is connected to the crankcase and located below the crankcase, the oil pan being used to store engine oil and seal the crankcase; wherein, the oil pump cover is disposed close to the oil pan, the engine oil in the oil pan can enter the oil pump, and the oil pump is used to deliver engine oil.

33. The motorcycle according to claim 32, wherein, The engine assembly also includes: clutch; A crankshaft unit, which is installed inside the crankcase; The clutch and the crankshaft unit are respectively connected to the transmission gear set.

34. The motorcycle according to claim 33, wherein, The transmission gear set includes: An active output gear, which is connected to the crankshaft unit; Driven output gear, the driven output gear being connected to the clutch; The vent hole is positioned so that the end furthest from the inner cavity faces the meshing point of the active output gear and the driven output gear.

35. The motorcycle according to claim 31, wherein, The vent is set at an angle.

36. The motorcycle according to claim 34, wherein, The end of the oil pump cover away from the oil pan forms an angle with the side wall of the oil pump cover near the drive output gear, and the vent is opened at the angle.

37. The motorcycle according to claim 36, wherein, The oil pump also includes a rotor unit, and the inner cavity includes: Low-pressure oil chamber, where engine oil can enter from the oil pan; High-pressure oil chamber, the oil in the low-pressure oil chamber enters the high-pressure oil chamber through the action of the rotor unit; A flow chamber is located on the side of the high-pressure oil chamber away from the oil pan, and the flow chamber is connected to both the high-pressure oil chamber and the low-pressure oil chamber. One end of the vent is connected to the end of the flow chamber near the active output gear, and the other end of the vent is connected to the accommodating space. The oil in the high-pressure oil chamber can be sprayed from the flow chamber through the vent to the transmission gear set.

38. The motorcycle according to claim 37, wherein, The oil pump also includes: A plunger is movably installed in the flow cavity, and the plunger is capable of connecting or disconnecting the high-pressure oil cavity from the low-pressure oil cavity. An elastic unit is installed in the flow cavity, with one end of the elastic unit connected to the side wall of the oil pump cover away from the vent hole, and the other end of the elastic unit connected to the plunger. In this process, the oil in the high-pressure oil chamber squeezes the elastic unit, and the plunger moves away from the vent under the action of the elastic unit to connect the high-pressure oil chamber and the low-pressure oil chamber; the elastic unit returns to its original position, and the plunger moves closer to the vent under the action of the elastic unit to disconnect the high-pressure oil chamber from the low-pressure oil chamber.

39. The motorcycle according to claim 31, wherein, The diameter of the vent is greater than or equal to 0.5 mm and less than or equal to 2 mm.

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