Power assembly and motorcycle adopting same

Abstract

The utility model provides a power assembly and a motorcycle adopting the power assembly, the power assembly comprises an engine, the engine comprises an engine casing, a crankshaft and a balance shaft, and the crankshaft and the balance shaft are at least partially located in the engine casing; a balance block is fixed on the balance shaft; the structure is characterized in that a positioning structure is arranged in the engine shell and comprises a balance shaft moving marking part and a crankshaft moving marking part, and the balance shaft moving marking part is arranged on the balance shaft or the balance block; the crankshaft is connected with a part capable of rotating along with the crankshaft, and the crankshaft dynamic marking part is arranged on the crankshaft or the part. According to the utility model, the problems that the crankshaft and the balance shaft are not easy to align and the rotation angle is not easy to align when an operator installs parts such as the crankshaft and the balance shaft in the power assembly are solved, so that the installation efficiency is improved.

Description

Technical Field

[0001] This utility model relates to the technical field of motorcycle powertrains, specifically to a powertrain and a motorcycle using the powertrain. Background Technology

[0002] A motorcycle powertrain includes an engine and a transmission, which are connected by a driveshaft. The engine includes a crankshaft and a balance shaft, which are connected by a driveshaft.

[0003] In related technologies, when installing components such as crankshafts and balance shafts, there is a problem that the crankshafts and balance shafts are not easy to align and match the rotation angles. Utility Model Content

[0004] The purpose of this utility model is to provide a powertrain and a motorcycle using the powertrain, which makes it easy to align and match the rotation angle when installing the crankshaft and balance shaft.

[0005] To address the aforementioned technical problems, a first aspect of this embodiment provides a powertrain.

[0006] The powertrain includes an engine and a transmission, which are connected by a drivetrain. The engine includes an engine housing, a crankshaft, and a balance shaft, both of which are at least partially located within the engine housing. A balance weight is fixed on the balance shaft. A positioning structure is provided within the engine housing, including a balance shaft moving mark and a crankshaft moving mark, with the balance shaft moving mark located on the balance shaft or the balance weight. A component capable of rotating with the crankshaft is connected to the crankshaft, with the crankshaft moving mark located on the crankshaft or the component. When both the balance shaft moving mark and the crankshaft moving mark move to a preset position, the balance shaft and the balance weight are in the optimal balance state relative to the crankshaft.

[0007] Furthermore, the positioning structure also includes a balance shaft static mark and a crankshaft static mark. The balance shaft static mark is located on the engine housing, and the crankshaft static mark is located on the engine housing. When the balance shaft moving mark moves to a preset position, the balance shaft moving mark is located at the position closest to the balance shaft static mark. When the crankshaft moving mark moves to a preset position, the crankshaft moving mark is located at the position closest to the crankshaft static mark.

[0008] Furthermore, the engine housing includes a connecting rib, which is at least partially provided along the movement path of the crankshaft moving mark and located on one side of the movement path of the crankshaft moving mark; the crankshaft stationary mark is provided on the connecting rib and is provided in the form of a groove structure, which penetrates the connecting rib along the thickness direction of the connecting rib.

[0009] Furthermore, the static mark on the balance shaft is convex in the direction of the balance shaft.

[0010] Furthermore, the balance shaft movement mark is located on the outer peripheral wall of the balance block.

[0011] Furthermore, the component is a sedimentation plate, which is sleeved on the outer periphery of the crankshaft, and the crankshaft moving mark is located on the outer peripheral wall of the sedimentation plate.

[0012] Furthermore, the engine housing is provided with mounting holes, and bolts are connected in the mounting holes. The engine housing includes an engine box part and an engine cover part, which are connected by bolts. The component is a sedimentation plate, which is fitted on the outer periphery of the crankshaft. The outer edge of the sedimentation plate is provided with a notch. When the bolt is connected to the mounting hole, the bolt is at least partially embedded in the notch and restricts the rotation of the sedimentation plate.

[0013] Furthermore, the engine housing includes a connecting rib, which is at least partially disposed along the movement path of the crankshaft moving mark and located on the side of the movement path of the crankshaft moving mark away from the crankshaft; the crankshaft stationary mark is disposed on the connecting rib; and mounting holes are disposed on the connecting rib.

[0014] To address the aforementioned technical problems, a second aspect of this embodiment provides a motorcycle.

[0015] A motorcycle includes a frame, body panels, and a running gear, wherein the body panels at least partially cover the frame; the running gear is at least partially connected to the frame; the motorcycle also includes a powertrain as described in any of the above embodiments, the powertrain being supported by the frame and connected to the running gear via transmission.

[0016] Furthermore, the motorcycle is a two-wheeled scooter, and its engine displacement is less than 200cc.

[0017] This application improves installation efficiency by providing specific and relevant markings on components such as balance shafts and crankshafts, or related components, to facilitate the installation of crankshafts and balance shafts within the powertrain, thus addressing the problem of difficulty in aligning crankshafts and balance shafts and ensuring the correct rotation angle. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of the structure of the motorcycle provided in the embodiments of this application;

[0020] Figure 2This is a schematic diagram of the arrangement of the first type of engine and transmission in the powertrain of the motorcycle provided in the embodiments of this application;

[0021] Figure 3 This is a schematic diagram of the arrangement of a second type of engine and transmission in the powertrain of a motorcycle provided in the embodiments of this application;

[0022] Figure 4 This is a schematic diagram of the arrangement of a third type of engine and transmission in the powertrain of a motorcycle provided in the embodiments of this application;

[0023] Figure 5 This is a schematic diagram of the arrangement of a fourth type of engine and transmission in the powertrain of a motorcycle provided in the embodiments of this application;

[0024] Figure 6 This is a diagram showing the positional relationships of components such as the balance shaft, crankshaft, and cylinders within the engine of a motorcycle powertrain provided in this embodiment.

[0025] Figure 7 This is a diagram showing the positional relationship of components such as the balance shaft, crankshaft, and cylinder in the engine of a motorcycle powertrain provided in this application, illustrating the positional relationship of each component when the balance shaft is located on the side of the vertical reference plane close to the cylinder.

[0026] Figure 8 This is a diagram showing the positional relationship of components such as the balance shaft, crankshaft, and cylinder in the engine of a motorcycle powertrain provided in this application, illustrating the positional relationship of each component when the balance shaft is located on the side of the vertical reference plane away from the cylinder.

[0027] Figure 9 This is a partial structural diagram of the engine housing in the motorcycle powertrain provided in the embodiments of this application;

[0028] Figure 10 This is a partial structural diagram of the engine housing with bearings in the motorcycle powertrain provided in the embodiments of this application;

[0029] Figure 11 This is a schematic diagram of the structure of each component inside the engine of the motorcycle powertrain provided in the embodiments of this application;

[0030] Figure 12 This is a schematic diagram of the component structure of the transmission housing in the motorcycle powertrain provided in the embodiments of this application;

[0031] Figure 13 yes Figure 12 A plan view of the oil-gas separation structure in the intermediate transmission housing;

[0032] Figure 14 yes Figure 12A plan view of the transmission cover. Detailed Implementation

[0033] Various embodiments and features of this utility model are described herein with reference to the accompanying drawings.

[0034] It should be understood that various modifications can be made to the embodiments described herein. Therefore, the above description should not be considered as limiting, but merely as an example of embodiments. Other modifications within the scope and spirit of this invention will be apparent to those skilled in the art.

[0035] The accompanying drawings, which are included in and form part of this specification, illustrate embodiments of the present invention and, together with the general description of the present invention given above and the detailed description of the embodiments given below, serve to explain the principles of the present invention.

[0036] These and other features of the present invention will become apparent from the following description of preferred forms of embodiments, given as non-limiting examples, with reference to the accompanying drawings.

[0037] It should also be understood that although the present invention has been described with reference to some specific examples, those skilled in the art can certainly implement many other equivalent forms of the present invention, which have the features described in the claims and are therefore all within the scope of protection defined herein.

[0038] The above and other aspects, features and advantages of the present invention will become more apparent when taken in conjunction with the accompanying drawings and in view of the following detailed description.

[0039] Specific embodiments of the present invention will now be described with reference to the accompanying drawings; however, it should be understood that the claimed embodiments are merely examples of the present invention, which may be implemented in various ways. Well-known and / or repeated functions and structures have not been described in detail to avoid unnecessary or redundant details that could obscure the present invention. Therefore, the specific structural and functional details claimed herein are not intended to be limiting, but merely to serve as the basis and representative basis for the claims to teach those skilled in the art to use the present invention in a variety of substantially any suitable detailed structures.

[0040] This specification may use the phrases “in some embodiments,” “in another embodiment,” “in yet another embodiment,” or “in other embodiments,” all of which may refer to one or more of the same or different embodiments according to this utility model.

[0041] This utility model provides a motorcycle, which can be a two-wheeled motorcycle, and more particularly a two-wheeled scooter. The two-wheeled scooter is generally a small-displacement motorcycle, meaning it has an engine displacement of less than 200cc, and more particularly, a displacement of 100cc-150cc.

[0042] Figure 1 This embodiment shows a motorcycle 100 to which this embodiment applies. The motorcycle 100 includes a frame 11, a body panel 12, a suspension system 13, a running gear 14, a riding mechanism 15, and a powertrain 18.

[0043] To clearly illustrate the technical solution of this application, the following are also defined: Figure 1 The directions shown are front, rear, left, right, top, and bottom. In this application, the length direction of the motorcycle frame 11 refers to... Figure 1 In the fore-and-aft direction, the width direction of the frame 11 of the motorcycle 100 refers to... Figure 1 In the left-right direction, the height direction of the frame 11 of the motorcycle 100 refers to... Figure 1 The vertical direction is defined in this embodiment. Specifically, in this embodiment, front, back, left, right, up, and down are all based on the motorcycle 100 traveling on a level road surface.

[0044] The body panel 12 at least partially covers the frame 11. The suspension system 13 is connected to the frame 11 and serves to connect the running gear 14 to the frame 11, providing shock absorption for the motorcycle 100 during operation. The running gear 14 is at least partially located under the frame 11. The powertrain 18 is supported by the frame 11 and driven through the running gear 14 to drive the entire vehicle. The riding mechanism 15 is connected to the frame 11 and provides support for the driver and / or passenger.

[0045] The running gear 14 includes a front wheel 141 and a rear wheel 142. The suspension system 13 includes a front suspension damper 131 and a rear suspension damper 132. The front wheel 141 is connected to the frame 11 via the front suspension damper 131, and the rear wheel 142 is connected to the frame 11 via the rear suspension damper 132. The seating mechanism 15 includes a seat cushion 151 and a seat bucket 152. The seat cushion 151 is located above the seat bucket 152 and is fixedly connected to the frame 11. The driver and / or passenger sit on the seat cushion 151, and items can be stored in the seat bucket 152.

[0046] like Figure 2 and Figure 3As shown, in this embodiment, the powertrain 18 in the motorcycle 100 includes an engine 181 and a transmission 182 that are connected by transmission. The engine 181 includes an engine housing 1811, and the transmission 182 includes a transmission housing 1821. The main structure of the engine 181 is disposed in the engine housing 1811, and the main structure of the transmission 182 is disposed in the transmission housing 1821.

[0047] Because scooters, for example, have a relatively low body height, and to increase the internal height space of scooters, the engine 181 in a scooter can be arranged horizontally or at an angle. A horizontally or angled engine 181 can better utilize the length space, allowing for a more rational arrangement of the components within the powertrain 18. It is understood that in this embodiment, a horizontal arrangement means the piston movement direction is essentially horizontal, while an angled arrangement means there is a deviation angle of less than ninety degrees between the piston movement direction and the horizontal plane.

[0048] In this embodiment, the engine 181 further includes a crankshaft 1812, a piston 1813, a cylinder 1814, and a connecting rod 1816. The crankshaft 1812 is connected to the piston 1813 via the connecting rod 1816. The piston 1813 is disposed in the cylinder 1814. Here, by periodically burning the air-fuel mixture in the cylinder 1814, the piston 1813 can be driven to move in the cylinder 1814, and the crankshaft 1812 can be driven to rotate continuously, thereby realizing power output.

[0049] In some embodiments, the engine housing 1811 is located directly in front of or diagonally in front of the transmission housing 1821; specifically, the crankshaft 1812 is located in front of the transmission housing 1821. In one embodiment (see...) Figure 2 The piston 1813 and cylinder 1814 are located in front of the crankshaft 1812. This arrangement allows for more efficient use of space within the powertrain 18 and helps to reduce vibration. In another embodiment (see...), the piston 1813 and cylinder 1814 are located in front of the crankshaft 1812. This arrangement is intended to make better use of the space within the powertrain 18 and to help reduce vibration. Figure 3 The piston 1813 and cylinder 1814 are located behind the crankshaft 1812. This arrangement is equivalent to reducing the space occupied by the powertrain 18 in the length direction of the frame 11 by appropriately increasing the space occupied by the powertrain 18 in the width direction of the frame 11. This is suitable for motorcycles with certain restrictions on length dimensions.

[0050] like Figures 4-5 As shown, in another alternative embodiment, the engine housing 1811 is located directly behind or diagonally behind the transmission housing 1821; specifically, the crankshaft 1812 is located behind the transmission housing 1821. In one embodiment (see...) Figure 4 Piston 1813 and cylinder 1814 are located behind crankshaft 1812. In another embodiment (see...) Figure 5The piston 1813 and cylinder 1814 are located in front of the crankshaft 1812.

[0051] like Figure 2 As shown, in some embodiments, the engine 181 further includes a balance shaft 1815, which is located above the crankshaft 1812 and is arranged parallel to the crankshaft 1812. A balance block 1815a is fixed on the balance shaft 1815, and a driven gear 1815b is connected to the balance shaft 1815. The driven gear 1815b meshes with a driving gear (not shown) connected to the crankshaft 1812, thereby realizing the transmission connection between the balance shaft 1815 and the crankshaft 1812. Specifically, the balance shaft 1815 is rotatably connected to the engine housing 1811, and the balance block 1815a is fixedly mounted on the balance shaft 1815. The balance shaft 1815 achieves vibration balance through the balance block 1815a. In this embodiment, by setting a balance shaft 1815 in the powertrain 18 to cooperate with the crankshaft 1812, the vibration of the engine 181 in the length direction of the frame 11 can be greatly reduced, that is, the vibration of the powertrain 18 along the length direction of the frame 11 is reduced, improving driving smoothness and comfort, especially improving the overall vehicle vibration at idle.

[0052] It is worth noting that by positioning the balance shaft 1815 above the crankshaft 1812, it can reduce the space occupied by the engine 181 in the length direction of the frame 11, thereby reducing the space occupied by the entire powertrain 18 in the length direction of the frame 11. On the other hand, it can reduce the impact of engine oil on the balance shaft 1815. Because a certain amount of engine oil accumulates at the bottom of the engine housing 1811, if the balance shaft 1815 is positioned too low, the driven gear 1815b will easily stick to a lot of engine oil during rotation, affecting balance and possibly even stirring up the engine oil, which will greatly affect the rotational stability of the balance shaft 1815.

[0053] In some embodiments, not only is the balance shaft 1815 located above the crankshaft 1812, but the top of the engine housing 1811 is not higher than the top of the transmission housing 1821, and the height difference L between the top of the engine housing 1811 and the top of the transmission housing 1821 ranges from 0 cm to 8 cm. Further, the difference L ranges from 0 cm to 6 cm. Even further, the difference L ranges from 0 cm to 4 cm. Specifically, the difference L can be selected as 0.5 cm, 0.8 cm, 1 cm, 1.5 cm, 2 cm, 2.5 cm, 3 cm, or 3.5 cm.

[0054] In some embodiments, not only is the balance shaft 1815 located above the crankshaft 1812, but the top of the engine housing 1811 is also higher than the top of the transmission housing 1821, with the height difference L between the top of the engine housing 1811 and the top of the transmission housing 1821 ranging from 0 cm to 4 cm. Further, the difference L ranges from 0 cm to 3 cm. Even further, the difference L ranges from 0 cm to 2 cm. Specifically, the difference L can be selected as 0.5 cm, 0.8 cm, 1 cm, 1.3 cm, or 1.5 cm.

[0055] It is worth noting that, to prevent the top of the engine housing 1811 from being excessively higher than the top of the transmission housing 1821, the height of the balance shaft 1815 and the driven gear 1815b can be controlled by adjusting the shaft spacing between the balance shaft 1815 and the crankshaft 1812, as well as the speed ratio between the balance shaft 1815 and the crankshaft 1812. This ensures that the top of the engine housing 1811 is only slightly higher than the top of the transmission housing 1821, or even lower. This configuration optimizes the structural layout of the entire powertrain 18, minimizing its vertical space occupation and freeing up more height space. For example, this freed-up height space can be used to increase the storage depth of the under-seat storage compartment 152, thereby increasing its storage capacity.

[0056] like Figure 2 and Figure 6 As shown, in this embodiment, the plane passing through both the axis of the balance shaft 1815 and the axis of the crankshaft 1812 is defined as the balance shaft reference plane 101, and the plane passing through the axis of the crankshaft 1812 and being vertically arranged is defined as the vertical reference plane 102.

[0057] In some embodiments, the balance shaft 1815 is located on the side of the vertical reference plane 102 closer to the cylinder 1814, and the angle α1 between the balance shaft reference plane 101 and the vertical reference plane 102 ranges from 0° to 40°. Further, the angle α1 ranges from 5° to 37°. Even further, the angle α1 ranges from 10° to 35°. Specifically, the angle α1 can be selected as 15°, 20°, 25°, 28°, 30°, or 33°. This arrangement is mainly due to the fact that an exhaust port (not shown) is located at the top of the engine housing 1811 or slightly off-center along the length of the top. To avoid interference between this exhaust port and the driven gear 1815b, the balance shaft 1815 is appropriately positioned a certain distance away from the exhaust port along its length. Furthermore, the height of the balance shaft 1815 and driven gear 1815b should not be too low compared to the crankshaft 1812, as an excessively low height would cause the driven gear 1815b to easily accumulate more engine oil, thus affecting balance. A lower height also means the distance between the driven gear 1815b and the cylinder 1814 might be too close, leading to interference between them. Therefore, by limiting the range or value of the included angle α1 to the aforementioned values, a balance can be found to improve both the interference and oil adhesion problems, with the best results achieved when the included angle α1 is between 10° and 35°. The included angle α1 can also be interpreted as the angle between the line connecting the balance shaft 1815 and the crankshaft 1812, viewed from the side, and the perpendicular line passing through the axis of the crankshaft 1812, with this angle located on the side of the perpendicular line closer to the cylinder 1814.

[0058] In some embodiments, the balance shaft 1815 is located on the side of the vertical reference plane 102 away from the cylinder 1814, and the angle α2 between the balance shaft reference plane 101 and the vertical reference plane 102 ranges from 0° to 45°. Further, the angle α2 ranges from 5° to 40°. Even further, the angle α2 ranges from 10° to 38°. Specifically, the angle α2 can be selected as 15°, 19°, 21°, 25°, 28°, 31°, 33°, or 35°. This arrangement also takes into account the interference problem between the exhaust port and the driven gear 1815b, and the oil adhesion problem of the driven gear 1815b. However, since the balance shaft 1815 is located away from the cylinder 1814, there is no interference problem between the driven gear 1815b and the cylinder 1814. Therefore, by limiting the range or value of the included angle α2 to the aforementioned values, a balance can be found to improve the aforementioned interference problem with the exhaust port and the aforementioned oil sticking problem, especially when the included angle α2 is in the range of 10° to 38°, the effect is optimal. The included angle α2 can also be interpreted as the angle between the line connecting the balance shaft 1815 and the crankshaft 1812 and the perpendicular line passing through the axis of the crankshaft 1812 when viewed from the side, and this included angle is located on the side of the perpendicular line away from the cylinder 1814.

[0059] like Figure 2 and Figure 7 As shown, in this embodiment, a plane passing through the axis of cylinder 1814 and parallel to the width direction of frame 11 is defined as cylinder reference plane 103, and cylinder reference plane 103 is parallel to or passes through the axis of crankshaft 1812; a plane passing through the axis of crankshaft 1812 and horizontally positioned is defined as horizontal reference plane 104. The axial direction of cylinder 1814 is parallel to the direction of movement of piston 1813. The axial direction of crankshaft 1812 is substantially parallel to the width direction of frame 11.

[0060] In some embodiments, in the height direction of the frame 11, the portion of the cylinder 1814 above the horizontal reference plane 104 is greater than the portion below the horizontal reference plane 104, and the angle β1 between the cylinder reference plane 103 and the horizontal reference plane 104 ranges from 0° to 40°. Further, the angle β1 ranges from 6° to 33°. Even further, the angle β1 ranges from 9° to 21°. Specifically, the angle β1 can be selected as 10°, 11°, 12°, 14°, 16°, 18°, 19°, or 20°. This arrangement ensures that cylinder 1814 is not directly in front of or behind crankshaft 1812. Instead, it positions crankshaft 1812 diagonally below cylinder 1814 in the vertical direction. After arranging the balance shaft 1815 and driven gear 1815b above crankshaft 1812, the distance between the top of driven gear 1815b and the top of cylinder 1814 will not be excessive; in fact, the top of driven gear 1815b may even be slightly lower than the top of cylinder 1814. This prevents any localized bulges in the top of engine housing 1811, avoiding excessive upward space occupation and freeing up more space for components such as the engine block 152. However, the included angle β1 should not be too large. A large angle β1 would cause the entire connection structure between cylinder 1814 and crankshaft 1812 to occupy a significant amount of vertical space, thus hindering the reduction of vertical space occupancy. Therefore, by limiting the range or value of the included angle β1 to the above values, the space occupied by the engine 181 in the height direction can be controlled within a reasonable range, freeing up as much height space as possible for other components. The effect is best when the included angle β1 is in the range of 9° to 21°.

[0061] It is also worth noting that when the balance shaft 1815 is located on the side of the vertical reference plane 102 closer to the cylinder 1814, and the ranges of the included angles α1 and β1 are selected according to the above-mentioned settings, the following issues can be balanced to the greatest extent: the occupation of vertical space by various components within the engine 181, the interference between various components on the cylinder 1814 and various components on the balance shaft 1815, and the balancing efficiency of the balance shaft 1815 and the balance block 1815a for the engine 181. Specifically (see...) Figure 7 The aforementioned angle setting, under the premise that the components on cylinder 1814 and the components on balance shaft 1815 do not interfere with each other, can make the balance block 1815a less likely to be stirred or sticky with engine oil, thus affecting the balance efficiency. It can also make the components on cylinder 1814, the components connected to balance shaft 1815, and the components connected to crankshaft 1812 more compact and concentrated in the length and height directions, thereby reducing the space occupied in the length and height directions, especially improving the space occupied in the height direction.

[0062] When the balance shaft 1815 is located on the side of the vertical reference plane 102 away from the cylinder 1814, and the ranges of the included angles α2 and β1 are selected according to the above-mentioned settings, the following issues can be balanced to the greatest extent: the occupation of vertical space by various components within the engine 181, the interference between various components on the cylinder 1814 and various components on the balance shaft 1815, and the balancing efficiency of the balance shaft 1815 and the balance block 1815a for the engine 181. Specifically (see...) Figure 8 The aforementioned angle setting can minimize interference between the components on cylinder 1814 and the components on balance shaft 1815, making it less likely for balance block 1815a to be agitated or sticky with engine oil, thus affecting balance efficiency. It also allows the components on cylinder 1814, the components connected to balance shaft 1815, and the components connected to crankshaft 1812 to be more compact and concentrated in the height direction, thereby reducing the space occupied in the height direction. In the length direction, the space between balance shaft 1815 and cylinder 1814 can be used to arrange more components and structures, such as exhaust ports and exhaust channels.

[0063] In some embodiments, in the height direction of the frame 11, the portion of the cylinder 1814 above the horizontal reference plane 104 is less than the portion below the horizontal reference plane 104, and the angle β2 between the cylinder reference plane 103 and the horizontal reference plane 104 ranges from 0° to 6°. Further, the angle β2 ranges from 1° to 5°. Even further, the angle β2 ranges from 2° to 4°. Specifically, the angle β2 can be selected as 3.3°, 3.5°, or 3.8°. This arrangement avoids the lower end of the cylinder 1814 being too low, thus preventing the bottom of the engine 181 from being too low, which facilitates the spatial arrangement of the entire powertrain 18 in the height direction.

[0064] like Figure 9 and Figure 10 As shown, in this embodiment, a bearing hole 1811c is provided on the engine housing 1811, and a bearing 1817 is installed in the bearing hole 1811c. The balance shaft 1812 is rotatably connected to the engine housing 1811 through the bearing 1817.

[0065] In some embodiments, a groove 1811a is provided on the inner sidewall of the engine housing 181. The groove 1811a is located near and above the bearing hole 1811c. The groove depth of the groove 1811a may be less than 2 cm. The bottom of the groove 1811a is connected to the bearing hole 1811c. The top of the groove 1811a is connected to the top wall of the engine housing 181. A guide portion 1811b is provided at the junction of the top of the groove 1811a and the top wall of the engine housing 181. The guide portion 1811b is provided along the extension path at the junction. In some optional embodiments, the guide portion 1811b is provided with an arc-shaped chamfered structure; in other optional embodiments, the guide portion 1811b is provided with a flat chamfered structure.

[0066] like Figures 9 to 11 As shown, it is worth noting that during engine 181 operation, engine oil is splashed onto the top wall of the engine 181 housing. The guide portion 1811b guides some of the oil on the top wall into the groove 1811a, which in turn collects the oil. The collected oil can then be supplied to the bearing 1817, improving its service life. Especially when the angle α1 between the balance shaft reference plane 101 and the vertical reference plane 102 is between 0° and 40°, or the angle α2 is between 0° and 45°, although the balance block 1815a is in a higher position and less prone to oil adhesion or agitation, it still results in the bearing 1817 connected to the balance shaft 1815 being in a higher position. Consequently, the bearing 1817 receives less oil through splashing. In the above embodiment, by providing the groove 1811a and the guide portion 1811b, the problem of insufficient oil at the bearing 1817 can be improved.

[0067] In some embodiments, a horizontally aligned straight line perpendicular to the axis of the bearing bore 1811c is defined as the bearing bore reference line 105. In the height direction of the frame 11, the end of the groove 1811a that connects to the bearing bore 1811c is located above the bearing bore reference line 105. This arrangement reduces the amount of oil collected in the groove 1811a that slides off the edge of the bearing 1817, thereby increasing the time the oil remains on the bearing 1817. Both groove walls of the groove 1811a are inclined in the longitudinal direction of the frame 11, meaning the lower end of the groove wall is closer to the midpoint of the groove 1811a in the longitudinal direction of the frame 11 than the upper end. This arrangement expands the oil collection range of the groove 1811a, facilitating the collection of more oil.

[0068] like Figure 10As shown, in this embodiment, an oil draining structure 184 is provided at the bottom of the engine housing 1811. The oil draining structure 184 can drain the oil accumulated at the bottom of the engine housing 1811. The oil draining structure 184 includes a bolt hole 1841 for draining oil and an oil drain bolt (not shown) threadedly connected to the bolt hole 1841. The bolt hole 1841 is used to cooperate with the oil drain bolt to drain the oil from the engine housing 1811. In some embodiments, the oil draining structure 184 also includes a stepped portion 1842, which is fixed to the bottom of the engine housing 1811 and may be integrally formed with the engine housing 1811. The stepped portion 1842 is provided with a first opening 1843 and a second opening 1844. The first opening 1843 is located on the outer peripheral wall of the stepped portion 1842 and is in contact with the bottom surface of the engine housing 1811. The second opening 1844 is located at the top of the stepped portion 1842. Optionally, the second opening 1844 is the upper opening of the bolt hole 1841. Engine oil inside the engine housing 1811 can be drained outside the engine housing 1811 through the first opening 1843 and the second opening 1844. This configuration allows for faster oil draining, and the first opening 1843 is particularly effective at draining oil from the bottom of the engine housing 1811.

[0069] It is worth noting that when the drain bolt is fitted into the bolt hole 1841, the first opening 1843 and the second opening 1844 are blocked by the drain bolt.

[0070] like Figure 11 As shown, in this embodiment, the engine housing 181 includes an engine housing portion 1811f and an engine cover portion (not shown), which are assembled and fixed by bolts. A positioning structure 185 is provided inside the engine 181, and the positioning structure 185 is substantially located within the engine housing portion 1811f. When installing the balance shaft 1815 and the crankshaft 1812, the relative rotation angle between the balance shaft 1815 and the crankshaft 1812 needs to be adjusted to a specific value so that during operation, the wobbling energy generated when the connecting rod 1816 drives the crankshaft 1812 to rotate is substantially offset by the rotation of the balance block 1815a. The positioning structure 185 helps the operator to know whether the relative rotation angle between the balance shaft 1815 and the crankshaft 1812 has been adjusted to the specific value.

[0071] In some embodiments, the positioning structure 185 includes a first positioning mark 1851 disposed on the outer peripheral surface of the balance block 1815a and a second positioning mark 1852 disposed on the inner wall of the engine housing 181. The positioning structure 185 also includes a third positioning mark 1853 disposed on the outer peripheral surface of the crankshaft 1812 and a fourth positioning mark 1854 disposed on the inner wall of the engine housing 181. When the balance block 1815a rotates to the point where the first positioning mark 1851 and the second positioning mark 1852 are opposite each other, if the third positioning mark 1853 and the fourth positioning mark 1854 are also opposite each other at this time, it means that the relative rotation angle between the balance shaft 1815 and the crankshaft 1812 has been adjusted to a specific value.

[0072] In other embodiments, a first positioning mark 1851 is provided only on the balance block 1815a, and a third positioning mark 1853 is provided on the crankshaft 1812. During the adjustment process, as long as the first positioning mark 1851 and the third positioning mark 1853 are aligned, it means that the relative rotation angle between the balance shaft 1815 and the crankshaft 1812 has been adjusted to a specific value.

[0073] In an optional embodiment, the third positioning mark 1853 can be provided on a component that can rotate with the crankshaft 1812. This component can be a component that originally needs to be assembled, such as the sedimentation plate 1855, or it can be an additional component.

[0074] Specifically, the first positioning mark 1851, the second positioning mark 1852, the third positioning mark 1853, and the fourth positioning mark 1854 can be formed by laser engraving, grooving, or as a structural protrusion. In this embodiment, the form of the positioning mark is not limited. In one embodiment, the first positioning mark 1851 and the second positioning mark 1852 are both formed by engraving, the third positioning mark 1853 is a protruding structure, and the fourth positioning mark 1854 is a groove 1811a. This arrangement does not affect the rotational balance of the crankshaft 1812 and the balance shaft 1815.

[0075] In some embodiments, a settling disk 1855 is fitted around the outer periphery of the crankshaft 1812, and the settling disk 1855 can rotate with the crankshaft 1812. During installation, such as... Figure 11Observing the crankshaft 1812 and other structures from left to right, since the settling plate 1855 obscures part of the crankshaft 1812, it is impossible to observe whether the angle of rotation of the crankshaft 1812 is appropriate when adjusting the angle of the crankshaft 1812. Therefore, the first positioning mark part 1851 is set on the outer peripheral wall of the settling plate 1855, which can rotate with the crankshaft 1812. A connecting rib 1811d is fixed inside the engine housing. The connecting rib 1811d is integrally formed with the engine housing and is part of the engine housing. The connecting rib 1811d may have the function of strengthening the structural strength inside the engine housing. The connecting rib 1811d is positioned near the settling plate 1855. The connecting rib 1811d is at least partially positioned along the movement path of the third positioning mark 1853, and is located on the side of the movement path of the third positioning mark 1853 away from the crankshaft 1812. The fourth positioning mark 1854 is positioned on the connecting rib 1811d and extends through the connecting rib 1811d along its thickness direction. Therefore, during installation, the operator can directly and accurately observe the alignment of the third positioning mark 1853 and the fourth positioning mark 1854.

[0076] In this embodiment, the engine 181 also includes a timing mechanism (not shown). The timing mechanism is driven to the crankshaft 1812 and is used to control the intake and oil intake of the engine 181. Therefore, during installation, the rotation angle of the crankshaft 1812 needs to have an accurate angular fit with the components within the timing mechanism. In some embodiments, the engine housing 181 has mounting holes 1811e, and bolts (not shown) are connected to the mounting holes 1811e. When assembling the entire engine housing 181, these bolts connected to the mounting holes 1811e help to assemble and fix the engine housing portion 1811f and the engine cover portion. Optionally, the mounting holes 1811e are formed on the connecting rib 1811d and are located near the settling plate 1855. The outer edge of the sedimentation plate 1855 is provided with a notch 1856. During the installation process, when adjusting the rotation angle of the crankshaft 1812, the bolt can be installed into the mounting hole 1811e. At this time, the bolt can be partially embedded in the notch 1856, and the sedimentation plate 1855 and the crankshaft 1812 can be restricted to rotate by the bolt. At this time, the components in the timing mechanism can be adjusted until the angle adjustment is completed.

[0077] like Figures 12 to 14As shown, in this embodiment, the transmission housing 1821 includes a transmission housing portion 1821a and a transmission cover portion 1821b. The transmission cover portion 1821b is detachably sealed to the transmission housing portion 1821a. The transmission housing 1821 has a plurality of bolt connection holes 1823. Connecting bolts 1824 are threaded into the bolt connection holes 1823. The transmission housing portion 1821a and the transmission cover portion 1821b are fixed by the connecting bolts 1824 and the bolt connection holes 1823.

[0078] The transmission 182 is equipped with an oil-gas separation structure 183, which is basically located in the corner near the side of the top of the transmission housing 1821a. After the oil-gas mixture in the transmission 182 enters the oil-gas separation structure 183, it continuously contacts and collides with the oil-gas separation structure 183. The oil droplets in the oil-gas mixture can gather and flow back into the transmission 182 by gravity.

[0079] In some embodiments, the oil-gas separation structure 183 includes a fastener 1831 connected to the transmission housing 1821. The fastener 1831 may be plate-shaped, and the fastener 1831 and the inner wall of the transmission housing 1821 together define and enclose a separation cavity 1832. Specifically, the fastener 1831 is located within the transmission housing portion 1821a, which includes a functional profile segment 1821c and a non-functional profile segment 1821d. The separation cavity 1832 is defined and enclosed by the functional profile segment 1821c, the fastener 1831, and the transmission cover portion 1821b. The cavity within the transmission 182 that is not part of the separation cavity 1832 is defined as the transmission cavity 1822. The separation cavity 1832 has an inlet 1832a and an outlet 1832b at both ends along its extension direction. The inlet 1832a is located below the outlet 1832b. The separation cavity 1832 is connected to the transmission cavity 1822 through the inlet 1832a, and the separation cavity 1832 is connected to the outside of the transmission 182 through the outlet 1832b.

[0080] It is worth noting that the extension direction of the separation cavity 1832 is basically the length direction of the separation cavity 1832. In this embodiment, the extension direction of the separation cavity 1832 is parallel to the line connecting the center of the outlet 1832b and the center of the inlet 1832a. Specifically, the center of the outlet 1832b is on the center line of the entire outlet 1832b channel and is located at the center of the outlet 1832b channel along its center line. The center of the inlet 1832a is on the center line of the entire inlet 1832a channel and is located at the center of the inlet 1832a channel along its center line. In some embodiments, the outlet 1832b is located on the top wall of the transmission housing 1821, the inlet 1832a is located on one side of the side wall of the transmission housing 1821, and the separation chamber 1832 is basically located in the top corner near the side of the transmission housing 1821a. The extension direction of the separation chamber 1832 is inclined, and the angle γ with the horizontal plane ranges from 10° to 80°. Further, the angle γ ranges from 25° to 60°, and even further, the angle γ ranges from 35° to 50°. Specifically, the angle γ can be selected as 37°, 40°, 43°, 46°, or 48°. This arrangement, on the one hand, minimizes the space occupied by other components within the transmission 182, and on the other hand, improves the ease with which the separated oil flows back by gravity.

[0081] In some embodiments, a plurality of first blocking members 1833 and a plurality of second blocking members 1834 are fixed within the separation cavity 1832, and the first blocking members 1833 and second blocking members 1834 are located within the transmission housing portion 1821a. The plurality of first blocking members 1833 are arranged along the extending direction of the separation cavity 1832, and are connected to the top of the separation cavity 1832, with a lower passage 1833a between the first blocking member 1833 and the bottom of the separation cavity 1832. The plurality of second blocking members 1834 are arranged alternately with the first blocking members 1833 along the extending direction of the separation cavity 1832, with an upper passage 1834a between the second blocking member 1834 and the top of the separation cavity 1832. A separation channel 1835 is formed by the separation chamber 1832, the first blocking member 1833, and the second blocking member 1834. The separation channel 1835 has a roughly S-shaped structure, with multiple lower passages 1833a and multiple upper passages 1834a arranged alternately along the extension direction of the separation channel 1835. The inlet 1832a and the outlet 1832b are both connected to the separation channel 1835, with the inlet 1832a being the first end of the separation channel 1835 and the outlet 1832b being the last end of the separation channel 1835.

[0082] A liquid passage gap 1834b is provided between the second blocking member 1834 and the bottom of the separation chamber 1832. The width of the liquid passage gap 1834b is smaller than the width of the upper passage 1834a or the lower passage 1833a. The upper passage 1834a and the lower passage 1833a are mainly used for the flow of oil-gas mixture, while the liquid passage gap 1834b is mainly used for the separated oil to pass downwards. The bottom of the separation chamber 1832 is gradually lowered from the end near the outlet 1832b to the end near the inlet 1832a.

[0083] Understandably, the oil-gas mixture enters from the inlet 1832a and flows continuously along the separation channel 1835, during which it collides with the first blocking member 1833 and the second blocking member 1834. The oil gradually separates and adheres to the outer walls of the first blocking member 1833 and the second blocking member 1834, and finally flows to the bottom of the separation chamber 1832 by gravity, which is the top wall of the fixing member 1831. Then, relying on the inclined bottom of the separation chamber 1832, the oil can flow to the vicinity of the inlet 1832a, and optionally flow back into the transmission chamber 1822 from the inlet 1832a.

[0084] In some embodiments, when the transmission cover portion 1821b covers the transmission housing portion 1821a, the edges of the fastener 1831 near the transmission cover portion 1821b, the edges of the first blocking member 1833 near the transmission cover portion 1821b, and the edges of the second blocking member 1834 near the transmission cover portion 1821b all abut against the sidewall of the transmission cover portion 1821b. In an optional embodiment, a sealing member is sandwiched between the edges of the transmission cover portion 1821b and the aforementioned fastener 1831, first blocking member 1833, and second blocking member 1834. The sealing member can be a sealing ring or a sealing gasket. With this configuration, the structures such as the first blocking member 1833 and the second blocking member 1834 only need to be located inside the transmission housing portion 1821a, and the transmission cover portion 1821b does not need to be designed with a textured structure, thus reducing the processing difficulty and production cost of the transmission housing 1821.

[0085] In some alternative embodiments, along the width direction of the separation chamber 1832, that is, in the closing direction of the transmission cover portion 1821b relative to the transmission housing portion 1821a, the bottom of the separation chamber 1832 near the transmission cover portion 1821b is lower than the side away from the transmission cover portion 1821b. This arrangement allows the separated oil to seep from the gap between the transmission cover portion 1821b and the fixing member 1831 into the transmission chamber 1822, thus allowing the oil to return to the transmission chamber 1822 more directly and conveniently, without having to first flow back to the inlet 1832a before returning to the transmission chamber 1822.

[0086] In some alternative embodiments, along the width direction of the separation chamber 1832, that is, in the closing direction of the transmission cover portion 1821b relative to the transmission housing portion 1821a, the bottom of the separation chamber 1832 near the transmission cover portion 1821b is higher than the side away from the transmission cover portion 1821b. This arrangement allows the separated oil to be concentrated and returned to the vicinity of the inlet 1832a. Especially when the inlet 1832a is near components within the transmission 182, such as shafts, the oil collected at the inlet 1832a can be concentrated and supplied to the shaft, providing better lubrication.

[0087] In some embodiments, the functional contour segment 1821c is provided with at least two bolt connection holes 1823; specifically, the number of bolt connection holes 1823 on the functional contour segment 1821c is three. This arrangement is equivalent to providing at least two clamping points near the separation chamber 1832, which improves the sealing performance of the transmission cover portion 1821b at the functional contour segment 1821c. It should be particularly noted that providing two bolt connection holes 1823 differs significantly in effect from providing only one bolt connection hole 1823; therefore, in the current embodiment, the functional contour segment 1821c is provided with three bolt connection holes 1823. More specifically, along the extending direction of the separation chamber 1832, one bolt connection hole 1823 is located at the end of the separation chamber 1832, specifically at the outlet 1832b; one bolt connection hole 1823 is located in the middle of the separation chamber 1832; and one bolt connection hole 1823 is located at the other end of the separation chamber 1832, specifically at the inlet 1832a.

[0088] In some embodiments, one end of the fixing member 1831 and the inner wall of the transmission housing 1821 together define an inlet 1832a. This arrangement allows the inner wall of the transmission housing 1821 to serve as part of the inlet 1832a, and the inner wall of the transmission housing 1821 has a certain air-guiding function, which facilitates the guidance of the oil-gas mixture to the inlet 1832a, thereby helping to improve the oil-gas mixture collection efficiency of the oil-gas separation structure 183. The other end of the fixing member 1831 is provided with a reinforcing member 1836, which is connected to the side wall of the fixing member 1831 away from the separation chamber 1832. The reinforcing member 1836 is fixed to the inner wall of the transmission housing 1821, and serves to improve the structural strength of the fixing member 1831 within the transmission 182. A gas guide 1831a is provided on the fixing member 1831. The gas guide 1831a is located at the bottom of the separation chamber 1832 and below or to one side of the lower passage 1833a. In an optional embodiment, the gas guide 1831a is a structure formed by the fixing member 1831 protruding towards the separation chamber 1832. Along the extending direction of the separation channel 1835, the gas guide 1831a is used to block the flow of the mixed gas flowing through the lower passage 1833a towards the rear liquid passage 1834b. That is, the setting of the gas guide 1831a helps the separated oil to flow more smoothly through the liquid passage 1834b. At least one gas guide 1831a is provided on the fixing member 1831, and optionally multiple gas guides are provided, the number of which is equal to the number of lower passages 1833a, and each gas guide 1831a is located below or to one side of the corresponding lower passage 1833a.

[0089] In some implementations (see) Figure 13 The fixing member 1831 has a return hole 1831b extending through its own thickness direction. Along the extension direction of the separation channel 1835, the return hole 1831b is located below the liquid passage gap 1834b at the foremost end of the separation channel 1835. This arrangement prevents oil that has accumulated near the inlet 1832a from flowing out through the inlet 1832a, thus avoiding interference from the oil-gas mixture within the inlet 1832a with the separated oil. In some optional embodiments, the return hole 1831b can also be configured as a groove structure, arranged along the width direction of the separation chamber 1832.

[0090] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A powertrain comprising an engine and a transmission, the engine and the transmission being drively connected; the engine comprising an engine housing, a crankshaft, and a balance shaft, the crankshaft and the balance shaft both being at least partially located within the engine housing; a balance weight being fixed on the balance shaft; characterized in that, The engine housing is provided with a positioning structure, which includes a balance shaft moving mark and a crankshaft moving mark. The balance shaft moving mark is located on the balance shaft or the balance block. A component that can rotate with the crankshaft is connected to the crankshaft, and the crankshaft moving mark is located on the crankshaft or the component.

2. The powertrain according to claim 1, characterized in that, The positioning structure further includes a balance shaft static mark and a crankshaft static mark. The balance shaft static mark is located on the engine housing, and the crankshaft static mark is located on the engine housing. When the balance shaft moving mark moves to the position closest to the balance shaft static mark, the crankshaft moving mark is located at the position closest to the crankshaft static mark.

3. The powertrain according to claim 2, characterized in that, The engine housing includes a connecting rib, which is at least partially disposed along the movement path of the crankshaft moving mark and located on one side of the movement path of the crankshaft moving mark; the crankshaft stationary mark is disposed on the connecting rib and is provided in the form of a groove structure, which penetrates the connecting rib along the thickness direction of the connecting rib.

4. The powertrain according to claim 2, characterized in that, The static mark on the balance shaft is convex in the direction of the balance shaft.

5. The powertrain according to claim 2, characterized in that, The balance shaft moving mark is located on the outer peripheral wall of the balance block.

6. The powertrain according to claim 2, characterized in that, The component is a sedimentation plate, which is sleeved on the outer periphery of the crankshaft, and the crankshaft moving mark is located on the outer peripheral wall of the sedimentation plate.

7. The powertrain according to claim 1, characterized in that, The engine housing has mounting holes, and bolts are connected in the mounting holes. The engine housing includes an engine box section and an engine cover section, which are connected by the bolts. The component is a sedimentation plate, which is fitted onto the outer periphery of the crankshaft. The outer edge of the sedimentation plate has a notch. When the bolt is connected to the mounting hole, the bolt is at least partially embedded in the notch and restricts the rotation of the sedimentation plate.

8. The powertrain according to claim 7, characterized in that, The engine housing includes a connecting rib, which is at least partially disposed along the movement path of the crankshaft moving mark and located on the side of the movement path of the crankshaft moving mark away from the crankshaft; the crankshaft stationary mark is disposed on the connecting rib; and the mounting hole is disposed on the connecting rib.

9. A motorcycle, comprising: Frame; A body panel that at least partially covers the vehicle frame; A walking system, which is at least partially connected to the vehicle frame; The motorcycle is characterized in that it further includes the powertrain according to any one of claims 1-8, the powertrain being supported by the frame and connected to the running gear.

10. The motorcycle according to claim 9, characterized in that, The motorcycle is a two-wheeled scooter, and the motorcycle has a displacement of less than 200cc.

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