Motorcycle engine mounting structure

Abstract

The utility model discloses a motorcycle engine mounting structure which separates a crankcase of an engine from a transmission case, so that the crankcase and a cylinder head are fixed on a frame, the transmission case is connected with the crankcase through a first bearing, a rocker arm is connected with the crankcase through a second bearing, and the transmission case is connected with the rocker arm through a connecting block. Meanwhile, the rear end of the transmission case is connected to the frame through the rear shock absorber, so that the whole transmission case, the rocker arm, the connecting block and the rear wheel form a rotating body, and the rotating body can rotate around the crankshaft center of the crankcase, so that the driving vibration and the jitter of an engine can be reduced and relieved by the rear shock absorber, and the vibration is prevented from being directly transmitted to a vehicle body; and the riding comfort of a user can be better improved. Besides, due to the fact that the transmission case, the connecting block and the rocker arm are of a separable structure, the crank case, the transmission case and the rocker arm are assembled without the procedure sequence problem, the crank case, the transmission case and the rocker arm can be rapidly and totally rotated together after being separately assembled, the final assembly procedure is reduced, and the production efficiency is improved.

Description

Technical Field

[0001] This utility model belongs to the field of motorcycle technology, specifically relating to a motorcycle engine mounting structure. Background Technology

[0002] Currently, scooter motorcycles are widely used due to their convenience, and users' demands for riding comfort are increasing. In existing technology, most scooter motorcycles use an integrated design for the transmission and crankcase, with the engine directly and rigidly fixed to the frame by bolts. While this structure enhances the overall rigidity of the vehicle, it also leads to the following problems:

[0003] (1) Significant vibration transmission: The vibration of the engine during operation, the instantaneous shaking when the clutch engages, and the vibration of the rear wheel caused by road bumps are all directly transmitted to the frame through the connecting rubber bushing between the engine and the frame. This makes the rider feel obvious vibration and impact during the ride, reducing comfort.

[0004] (2) Low maintenance and assembly efficiency: The integrated design of the transmission box and crankcase results in a strict sequential dependency in the assembly process, making it impossible to achieve rapid final assembly after separate assembly, which increases the complexity of production. At the same time, if the transmission box or related components are damaged (such as bearing or oil seal failure), the entire structure needs to be disassembled for maintenance, which is time-consuming and labor-intensive.

[0005] The aforementioned issues have hampered improvements in user experience and production / maintenance efficiency. Therefore, a new engine mounting structure is urgently needed to effectively isolate vibration while optimizing assembly and maintenance processes. Utility Model Content

[0006] The problem to be solved by this utility model is to provide a motorcycle engine mounting structure that can separate the crankcase and transmission box of the engine, reduce the vibration and shaking transmitted from the entire engine and transmission parts to the frame, improve the comfort of the ride, and at the same time, there is no problem with the assembly sequence of the transmission box and crankcase, making assembly and maintenance convenient.

[0007] To solve the above-mentioned technical problems, this utility model provides a motorcycle engine mounting structure, which includes a frame, a crankcase, a transmission case, a rocker arm, and a rear shock absorber. The crankcase is fixedly provided with an upper suspension mount, a lower suspension mount, and a cylinder head suspension mount, which are respectively connected to the frame. The transmission case is rotatably mounted on the left side of the crankcase around the crankshaft center via a first bearing. A rear suspension mount is fixedly provided at the rear end of the transmission case, which is connected to the lower end of the rear shock absorber, and the upper end of the rear shock absorber is connected to the frame. The rocker arm is rotatably mounted on the right side of the crankcase around the crankshaft center via a second bearing. A connecting block is provided between the transmission case and the rocker arm. The transmission case is connected to the left end of the connecting block via a first bolt, and the end of the rocker arm away from the second bearing is connected to the right end of the connecting block via a second bolt.

[0008] As a preferred embodiment of this utility model, the right end of the connecting block is fixedly connected to a rear horizontal fork by a third bolt. The rear horizontal fork is connected to the wheel axle. The output shaft of the transmission box passes through the wheel axle and the rear horizontal fork in sequence, and a locking nut is threaded to its end.

[0009] As a preferred embodiment of this utility model, there are two rear shock absorbers arranged symmetrically on the left and right sides of the vehicle. The upper end of the rear shock absorber is rotatably connected to the frame; the lower end of the rear shock absorber on the left side is rotatably connected to the rear suspension, and the lower end of the rear shock absorber on the right side is rotatably connected to the rear swingarm.

[0010] As a preferred embodiment of this utility model, the crankcase suspension assembly consisting of the upper suspension, the lower suspension, and the cylinder head suspension is provided in two sets, and the two sets of crankcase suspension assemblies are arranged on the left and right sides of the crankcase.

[0011] As a preferred embodiment of this utility model, rubber buffer bushings are press-fitted into the upper suspension, lower suspension, and cylinder head suspension of the housing.

[0012] As a preferred embodiment of this utility model, the suspension on the box body is connected to the vehicle frame by a first support bushing, a first pivot bolt, and a first nut; wherein, the first support bushing is disposed between the suspension on the left and right sides of the box body, and the left and right ends of the first support bushing abut against the rubber buffer bushings on the suspension on the two sides of the box body respectively; the first pivot bolt passes through the first support bushing and the rubber buffer bushing.

[0013] As a preferred embodiment of this utility model, the cylinder head hanger is connected to the vehicle frame via a second support bushing, a second pivot bolt, and a second nut; wherein, the second support bushing is disposed between the left and right cylinder head hangers, and the left and right ends of the second support bushing abut against the rubber buffer bushings on the cylinder head hangers on both sides respectively; the second pivot bolt passes through the second support bushing and the rubber buffer bushing.

[0014] In a preferred embodiment of this utility model, the lower suspension of the crankcase is connected to the vehicle frame via a rocker arm, a third pivot bolt, and a fourth pivot bolt. The rocker arm is located on the lower side of the crankcase and has a first connecting portion and a second connecting portion. The first connecting portion is located between the left and right lower suspensions of the crankcase, and its left and right ends respectively abut against rubber buffer bushings on the lower suspensions of the crankcase on both sides. The third pivot bolt passes through the rubber buffer bushing and connects to the first connecting portion, and the first connecting portion has a first threaded hole for threaded connection with the third pivot bolt. The fourth pivot bolt passes through the vehicle frame and connects to the second connecting portion, and the second connecting portion has a second threaded hole for threaded connection with the fourth pivot bolt.

[0015] Compared with the prior art, the motorcycle engine mounting structure implementing this utility model has the following advantages:

[0016] The motorcycle engine mounting structure of this utility model separates the engine crankcase from the transmission case, fixing the crankcase and cylinder head to the frame. The transmission case is connected to the crankcase via a first bearing, and the rocker arm is connected to the crankcase via a second bearing. The transmission case and rocker arm are connected by a connecting block. At the same time, the rear end of the transmission case is connected to the frame via a rear shock absorber, making the entire transmission case, rocker arm, connecting block, and rear wheel a rotating body that can rotate around the crankshaft center of the crankcase. This allows the rear shock absorber to reduce and mitigate riding vibrations and engine vibrations, preventing vibrations from being directly transmitted to the vehicle body and significantly improving the user's riding comfort. Furthermore, since the transmission box, connecting block, and rocker arm are separable structures, from a production perspective, there is no process sequence issue in assembling the crankcase, transmission box, and rocker arm. The crankcase, transmission box, and rocker arm can be assembled separately and then quickly put together, reducing the final assembly process and improving production efficiency. From a maintenance perspective, if the second bearing is damaged or the oil seal is leaking, the rocker arm can be directly removed and replaced, reducing maintenance procedures. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of this utility model, the accompanying drawings of the embodiments will be briefly described below.

[0018] Figure 1This is a schematic diagram of the motorcycle engine mounting structure according to an embodiment of the present utility model;

[0019] Figure 2 It is an exploded view of the crankcase and the rotating parts consisting of the transmission case, rocker arm, wheels, connecting blocks and rear swingarm;

[0020] Figure 3 This is an exploded view of the connection between the crankcase and the chassis;

[0021] Figure 4 This is a schematic diagram showing the connection between the rear shock absorber and the frame, rear suspension, and rear swingarm.

[0022] Marked in the image:

[0023] Frame 1; Crankcase 2; Transmission box 3; Rocker arm 4; Rear shock absorber 5; Upper suspension on the housing 6; Lower suspension on the housing 7; Cylinder head suspension 8; First bearing 9; Crankshaft 10; Rear suspension 11; Second bearing 12; Connecting block 13; First bolt 14; Second bolt 15; Third bolt 16; Rear swingarm 17; Wheel 18; Axle 19; Locking nut 20; Fourth bolt 21; Fifth bolt 22; Sixth bolt 23; Rubber buffer bushing 24; First support bushing 25; First pivot bolt 26; First nut 27; Second support bushing 28; Second pivot bolt 29; Second nut 30; Cradle 31; Third pivot bolt 32; Fourth pivot bolt 33; Output shaft 34; First connecting part 311; Second connecting part 312. Detailed Implementation

[0024] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0025] In the description of this utility model, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., used to indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0026] like Figures 1 to 4 As shown, this is a preferred embodiment of the present invention.

[0027] A motorcycle engine mounting structure includes a frame 1, a crankcase 2, a transmission case 3, a rocker arm 4, and a rear shock absorber 5. The crankcase 2 is fixedly equipped with an upper suspension mount 6, a lower suspension mount 7, and a cylinder head suspension mount 8, which are respectively connected to the frame 1. The transmission case 3 is rotatably mounted on the left side of the crankcase 2 around the crankshaft 10 of the crankcase 2 via a first bearing 9. A rear suspension mount 11 is fixedly mounted at the rear end of the transmission case 3. The suspension 11 is connected to the lower end of the rear shock absorber 5, and the upper end of the rear shock absorber 5 is connected to the frame 1; the rocker arm 4 is rotatably mounted on the right side of the crankcase 2 around the center of the crankshaft 10 of the crankcase 2 via the second bearing 12; a connecting block 13 is provided between the transmission box 3 and the rocker arm 4, the transmission box 3 is connected to the left end of the connecting block 13 via the first bolt 14, and the end of the rocker arm 4 away from the second bearing 12 is connected to the right end of the connecting block 13 via the second bolt 15.

[0028] Therefore, according to the motorcycle engine mounting structure of this utility model embodiment, the crankcase 2 and the transmission box 3 of the engine are separated, so that the crankcase 2 and the cylinder head are fixed on the frame 1. The transmission box 3 is connected to the crankcase 2 through the first bearing 9, and the rocker arm 4 is connected to the crankcase 2 through the second bearing 12. The transmission box 3 and the rocker arm 4 are connected by the connecting block 13. At the same time, the rear end of the transmission box 3 is connected to the frame 1 through the rear shock absorber 5, so that the entire transmission box 3, rocker arm 4, connecting block 13 and rear wheel constitute a rotating body and can rotate around the crankshaft 10 of the crankcase 2. In this way, the vibration of driving and the vibration of the engine can be reduced and mitigated by the rear shock absorber 5, preventing the vibration from being directly transmitted to the vehicle body, which can improve the riding comfort of the user. Furthermore, since the transmission box 3, connecting block 13, and rocker arm 4 are separable structures, from a production perspective, there is no process sequence issue in assembling the crankcase, transmission box, and rocker arm. The crankcase, transmission box, and rocker arm can be assembled separately and then quickly put together, reducing the final assembly process and improving production efficiency. From the perspective of later maintenance, if the second bearing 12 is damaged or the oil seal leaks, the rocker arm can be directly removed for replacement, which can reduce maintenance procedures.

[0029] It should also be noted that the mounting structures of the first bearing 9 and the second bearing 12 simultaneously provide axial restraint to the entire rotating part on both the left and right sides of the crankcase 2, limiting the axial movement of the entire rotating part and preventing loosening. In this embodiment, the first bearing 9 and the second bearing 12 are preferably tapered roller bearings. After they are pressed together, the bearings are prevented from axial movement, thereby reducing the possible offset of the rear wheels due to axial movement and improving driving stability.

[0030] For example, such as Figure 2 As shown, the right end of the connecting block 13 is fixedly connected to the rear horizontal fork 17 by the third bolt 16. The rear horizontal fork 17 is connected to the axle 19 of the wheel 18. The output shaft 34 of the transmission box 3 passes through the axle 19 of the wheel 18 and the rear horizontal fork 17 in sequence, and a locking nut 20 is threaded to its end. Thus, the output shaft 34 of the transmission box 3 connects the wheel 18 and the rear horizontal fork 17 together, and through the cooperation with the locking nut 20, the wheel 18 and the rear horizontal fork 17 are tightly fitted to form a stable connection structure. Furthermore, since the output shaft 34 of the transmission box 3 and the rear horizontal fork 17 can all rotate around the center of the crankshaft 10 of the crankcase 2, the wheel 18 can also rotate around the center of the crankshaft 10 of the crankcase 2.

[0031] For example, such as Figure 1 and Figure 4 As shown, there are two rear shock absorbers 5, symmetrically arranged on the left and right sides of the vehicle. The upper end of the rear shock absorber 5 is rotatably connected to the frame 1 via a fourth bolt 21 as a pivot. The lower end of the rear shock absorber 5 on the left side is rotatably connected to the rear suspension 11 via a fifth bolt 22 as a pivot, and the lower end of the rear shock absorber 5 on the right side is rotatably connected to the rear swingarm 17 via a sixth bolt 23 as a pivot. Thus, when the wheel 18 is subjected to bumps, the transmission case 3 and the wheel 18 can rotate around the crankshaft 10 of the crankcase 2, and the rear shock absorber 5 is compressed and rotated around the fourth bolt 21 to accommodate the change in the angular position of the rear suspension 11.

[0032] For example, such as Figure 3 As shown, the crankcase 2 suspension assembly, consisting of the upper suspension 6, the lower suspension 7, and the cylinder head suspension 8, is provided in two sets, with the two sets of crankcase 2 suspension assemblies arranged on the left and right sides of the crankcase 2. These crankcase 2 suspension assemblies jointly bear the responsibility of supporting and fixing the crankcase 2, ensuring its stability during vehicle operation.

[0033] For example, such as Figure 3 As shown, rubber buffer bushings 24 are press-fitted into the upper suspension 6, the lower suspension 7, and the cylinder head suspension 8 of the crankcase. These rubber buffer bushings 24 have good elasticity and damping properties, which can effectively absorb and mitigate vibrations and shocks from the crankcase 2 during operation, thereby reducing the vibrations transmitted to the vehicle body.

[0034] In some embodiments, the connections between the upper suspension 6, the lower suspension 7, and the cylinder head suspension 8 and the frame 1 are specifically as follows:

[0035] like Figure 1 and Figure 3As shown, the suspension 6 on the box body is connected to the frame 1 via a first support bushing 25, a first pivot bolt 26, and a first nut 27. The first support bushing 25 is positioned between the left and right suspension 6 on both sides, and its left and right ends abut against the rubber buffer bushings 24 on the suspension 6 on both sides, preventing displacement of the rubber buffer bushings 24 during tightening of the first pivot bolt 26 and the first nut 27. The first pivot bolt 26 passes through the first support bushing 25 and the rubber buffer bushings 24, and, in conjunction with the first nut 27, fixes the suspension 6 on the box body to the frame 1. This through-connection method ensures a tight fit between the suspension 6 on the box body and the frame 1, forming a stable connection structure.

[0036] like Figure 1 and Figure 3 As shown, the cylinder head hanger 8 is connected to the vehicle frame 1 via a second support bushing 28, a second pivot bolt 29, and a second nut 30. The second support bushing 28 is positioned between the left and right cylinder head hangers 8, with its left and right ends abutting against the rubber buffer bushings 24 on both sides of the cylinder head hanger 8 to prevent displacement of the rubber buffer bushings 24 during the tightening of the second pivot bolt 29 and the second nut 30. The second pivot bolt 29 passes through the second support bushing 28 and the rubber buffer bushings 24, and, in conjunction with the second nut 30, fixes the cylinder head hanger 8 to the vehicle frame 1. This through-connection method ensures a tight fit between the cylinder head hanger 8 and the vehicle frame 1, forming a stable connection structure.

[0037] like Figure 1 and Figure 3 As shown, the lower suspension 7 of the crankcase 2 is connected to the frame 1 via a rocker arm 31, a third pivot bolt 32, and a fourth pivot bolt 33. The rocker arm 31 is located on the lower side of the crankcase 2 and has a first connecting portion 311 and a second connecting portion 312. The first connecting portion 311 is positioned between the left and right lower suspensions 7, and its left and right ends respectively abut against the rubber buffer bushings 24 on the lower suspensions 7 on both sides to prevent the rubber buffer bushings 24 from impacting the third pivot bolt 33. 2. Displacement occurs during tightening; the third pivot bolt 32 passes through the rubber buffer bushing 24 and connects to the first connecting part 311, the first connecting part 311 is provided with a first threaded hole for threaded connection with the third pivot bolt 32; the fourth pivot bolt 33 passes through the frame 1 and connects to the second connecting part 312, the second connecting part 312 is provided with a second threaded hole for threaded connection with the fourth pivot bolt 33. This through connection method makes the undercarriage hanger 7, the rocker arm 31 and the frame 1 fit together tightly to form a stable connection structure.

[0038] In the description of this utility model, it should be understood that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "joining" used in this utility model should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0039] The above-disclosed embodiments are merely preferred embodiments of the present utility model and should not be construed as limiting the scope of the present utility model. Therefore, any equivalent changes made in accordance with the claims of the present utility model shall still fall within the scope of the present utility model.

Claims

1. A motorcycle engine mounting structure characterized by: The application relates to a vehicle frame, which comprises a frame, a crankcase, a transmission case, a rocker arm and rear shock absorbers, the crankcase is fixedly provided with an upper case hanging piece, a lower case hanging piece and a cylinder head hanging piece, the upper case hanging piece, the lower case hanging piece and the cylinder head hanging piece are connected with the frame, the transmission case is rotatably arranged on the left side of the crankcase through a first bearing, the rear end of the transmission case is fixedly provided with a rear hanging piece, the lower end of the rear hanging piece is connected with the lower end of the rear shock absorber, the upper end of the rear shock absorber is connected with the frame, the rocker arm is rotatably arranged on the right side of the crankcase through a second bearing, and a connecting block is arranged between the transmission case and the rocker arm.

2. The motorcycle engine mounting structure according to claim 1, characterized by: The right end of the connecting block is fixedly connected with a rear fork through a third bolt, the rear fork is connected with the axle of a wheel, and the output shaft of the transmission case sequentially penetrates through the axle of the wheel and the rear fork and is threadedly connected with a locking nut at the end.

3. The motorcycle engine mounting structure as recited in claim 2, characterized by: The rear shock absorbers are symmetrically arranged on the left and right sides of the vehicle, the upper end of the rear shock absorber is rotatably connected with the frame, the lower end of the rear shock absorber on the left side is rotatably connected with the rear hanging piece, and the lower end of the rear shock absorber on the right side is rotatably arranged on the rear fork.

4. The motorcycle engine mounting structure according to any one of claims 1 to 3, characterized by: The crankcase hanging piece assembly formed by the upper case hanging piece, the lower case hanging piece and the cylinder head hanging piece is provided with two groups, and the two groups of the crankcase hanging piece assembly are arranged on the left and right sides of the crankcase.

5. The motorcycle engine mounting structure as recited in claim 4, characterized by: The upper case hanging piece, the lower case hanging piece and the cylinder head hanging piece are all provided with rubber buffer bushings.

6. The motorcycle engine mounting structure as claimed in claim 5, characterized in that: The upper case hanging piece is connected with the frame through a first supporting shaft sleeve, a first pivot bolt and a first nut, the first supporting shaft sleeve is arranged between the upper case hanging pieces on the left and right sides, the left and right ends of the first supporting shaft sleeve are respectively abutted against the rubber buffer bushings on the upper case hanging pieces on the left and right sides, and the first pivot bolt penetrates through the first supporting shaft sleeve and the rubber buffer bushings.

7. The motorcycle engine mounting structure as recited in claim 5, characterized by: The cylinder head hanging piece is connected with the frame through a second supporting shaft sleeve, a second pivot bolt and a second nut, the second supporting shaft sleeve is arranged between the cylinder head hanging pieces on the left and right sides, the left and right ends of the second supporting shaft sleeve are respectively abutted against the rubber buffer bushings on the cylinder head hanging pieces on the left and right sides, and the second pivot bolt penetrates through the second supporting shaft sleeve and the rubber buffer bushings.

8. The motorcycle engine mounting structure as recited in claim 5, characterized by: The box lower hanging is connected on the frame through a rocker, a third pivot bolt and a fourth pivot bolt; wherein the rocker is arranged on the lower side of the crankcase, the rocker is provided with a first connecting part and a second connecting part, the first connecting part is arranged between the box lower hangings on the left and right sides, and the left and right ends of the first connecting part respectively abut against the rubber buffer bushings on the box lower hangings on the left and right sides; the third pivot bolt penetrates the rubber buffer bushings and is connected with the first connecting part, the first connecting part is provided with a first threaded hole which is threadedly connected with the third pivot bolt; the fourth pivot bolt penetrates the frame and is connected with the second connecting part, the second connecting part is provided with a second threaded hole which is threadedly connected with the fourth pivot bolt.

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