Motorcycle engine and motorcycle

Abstract

The utility model relates to a motorcycle engine and a motorcycle. The motorcycle engine comprises a box shell, a crankshaft assembly and a magneto, the crankshaft assembly is arranged in the box shell and comprises a crankshaft, and the crankshaft is rotationally arranged in the box shell in the axis direction of the crankshaft. The magneto comprises a stator connected to the inner wall of the box shell and a rotor partially surrounding the stator. Wherein the rotor is arranged on the right part of the crankshaft; the motorcycle engine has an idling working condition, and under the condition that the motorcycle engine is in the idling working condition and under the action of electromagnetic force between the stator and the rotor, the maximum displacement value of the crankshaft in the axis direction of the crankshaft is smaller than or equal to a preset value. The maximum displacement value of the crankshaft in the axis direction of the crankshaft is small, the impact force formed between the crankshaft assembly and the box shell in the leftward direction or the rightward direction along the axis of the crankshaft can be reduced, then mechanical losses are reduced, meanwhile, the problem that abnormal sound is likely to happen to a motorcycle engine is solved, and the use experience feeling of a user is improved.

Description

Technical Field

[0001] This application relates to the field of motorcycle technology, and in particular to a motorcycle engine and a motorcycle. Background Technology

[0002] A motorcycle engine typically consists of a crankshaft and a transmission mechanism. A motorcycle engine is a mechanical device that uses the crankshaft to transmit power to the rear wheel of the motorcycle through the transmission mechanism, thus generating the power to move the motorcycle.

[0003] However, traditional motorcycle engines tend to make a lot of noise when idling. Utility Model Content

[0004] Therefore, it is necessary to provide a motorcycle engine and motorcycle that can reduce abnormal noise and improve the user experience in order to address the above technical problems.

[0005] According to a first aspect of this application, a motorcycle engine is provided, comprising:

[0006] Box shell;

[0007] A crankshaft assembly, disposed within the housing, includes a crankshaft and a crank pin, the crankshaft being rotatably disposed within the housing about its axial direction; the crankshaft includes a left crankshaft portion and a right crankshaft portion, the left and right crankshaft portions being connected by the crank pin; and

[0008] A magneto motor includes a stator connected to the inner wall of the housing, and a rotor partially surrounding the stator;

[0009] The rotor is located on the right side of the crankshaft; the motorcycle engine has an idling speed condition.

[0010] When the motorcycle engine is in the idling condition, and under the action of the electromagnetic force between the stator and the rotor, the maximum displacement value of the crankshaft along the axial direction of the crankshaft is less than or equal to a preset value.

[0011] In one embodiment, the preset value is less than or equal to 0.04 mm.

[0012] In one embodiment, the enclosure includes a first box body and a first box cover disposed on the first box body;

[0013] The motorcycle engine also includes at least one adjusting shim with a preset thickness;

[0014] The at least one adjusting shim includes a first adjusting shim, which is disposed between the fixed stator boss of the stator and the first housing cover along the axial direction of the crankshaft; and / or, the at least one adjusting shim includes a second adjusting shim, which is disposed between the first housing and the first housing cover along the axial direction of the crankshaft.

[0015] In one embodiment, the thickness of the adjusting shim is 0.5mm-4mm.

[0016] In one embodiment, the motorcycle engine further includes a locking element;

[0017] The locking element is sleeved on the crankshaft, and along the axial direction of the crankshaft, the crankshaft and the locking element abut against the rotor in opposite directions.

[0018] In one embodiment, the rotor is provided with a first mating surface, and the crankshaft is provided with a second mating surface that is adapted to the first mating surface;

[0019] The first mating surface and the second mating surface are parallel to each other and are both set at an angle to the axial direction of the crankshaft.

[0020] In one embodiment, the rotor includes a first portion disposed around the crankshaft and a second portion disposed around the stator;

[0021] The second part is connected to the outer periphery of the first part;

[0022] The first mating surface is located on the inner sidewall of the first part;

[0023] The motorcycle engine also includes a clutch, which is mounted on the crankshaft and along the axial direction of the crankshaft, and the clutch is located on the side of the first portion of the rotor away from the locking member.

[0024] In one embodiment, the first moment is defined as the moment corresponding to the maximum displacement value of the crankshaft along the axial direction of the crankshaft when the motorcycle engine is in the idling condition.

[0025] The motorcycle engine also includes an igniter, and the ignition timing of the igniter is the second timing.

[0026] The first time point and the second time point are different times.

[0027] In one embodiment, with the crankshaft rotation angle as a reference, the time interval T0 between the first moment and the adjacent second moment satisfies: 50°CA≤T0≤310°CA.

[0028] According to a second aspect of this application, a motorcycle is provided, including the motorcycle engine of any of the above embodiments.

[0029] In the technical solution of this application, since the maximum displacement value of the crankshaft along the crankshaft axis is less than or equal to a preset value when the motorcycle engine is idling, the maximum displacement value of the crankshaft along the crankshaft axis is small when the motorcycle engine is idling. This can reduce the impact force formed between the crankshaft assembly and the housing in the left or right direction along the crankshaft axis, thereby reducing mechanical losses and improving the problem of abnormal noise in motorcycle engines, thus improving the user experience. Attached Figure Description

[0030] Figure 1 A schematic diagram of the structure of a motorcycle engine according to one embodiment of this application is shown.

[0031] Figure 2 A schematic diagram of the structure of the first adjusting shim in one embodiment of this application is shown.

[0032] Figure 3 A schematic diagram of the structure of the second adjusting shim in one embodiment of this application is shown.

[0033] Figure 4 A schematic diagram of a first function relationship curve and a second function relationship curve in one embodiment of this application is shown.

[0034] Figure 5 The diagram shows a crankshaft in another embodiment of this application with a positional difference of 0 mm along the crankshaft axis under static and idling conditions, as well as a first function relationship curve and a second function relationship curve.

[0035] Figure 6 A schematic diagram of the first and second function relationship curves is shown in the comparative example (i.e., the case of abnormal noise).

[0036] Reference numerals: 10, Motorcycle engine; 100, Housing; 110, First housing; 120, First housing cover; 130, Second housing; 200, Crankshaft assembly; 210, Crankshaft; 2101, Second mating surface; 220, Connecting rod; 230, Bearing; 240, Crankshaft bearing; 300, Magneto; 310, Stator; 320, Rotor; 321, First part; 322, Second part; 3201, First mating surface; 410, First adjusting shim; 420, Second adjusting shim; 500, Locking element; 600, Starting clutch; 700, Cylinder; 710, Piston; 810, Active fixed pulley; 820, Active sliding pulley; T1, First moment; T2, Second moment; W1, First position; W2, Second position; Q1, First function relationship curve; Q2, Second function relationship curve. Detailed Implementation

[0037] 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.

[0038] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application 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 application.

[0039] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0040] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; 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; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0041] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0042] It should be noted that if an element is referred to as "fixed to" or "set on" another element, it can be directly on the other element or there may be an intermediate element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intermediate element present. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation. Research has found that during the operation of a motorcycle engine, the crankshaft drives the rotor of the magneto to rotate. At this time, a magnetic force is generated between the rotor and stator of the magneto. Since it is difficult for the magnetic center lines of the stator and rotor to coincide, the magnetic force generated between the rotor and stator will produce a component force in the axial direction of the crankshaft, thereby causing the crankshaft to move in the axial direction of the crankshaft. This causes the crankshaft to impact the housing to the left or right through the crankshaft bearings or bearings, resulting in a large abnormal noise from the motorcycle engine under idling and other operating conditions.

[0043] To address the issue of excessive idling noise in motorcycle engines, this application designs a motorcycle engine and a motorcycle that can reduce noise and improve the user experience. These measures are ultimately implemented in the final product through component design drawings.

[0044] Figure 1 A schematic diagram of the structure of a motorcycle engine according to one embodiment of this application is shown.

[0045] Please see Figure 1 One embodiment of this application provides a motorcycle engine 10, including a housing 100, a crankshaft assembly 200, and a magneto 300.

[0046] The crankshaft assembly 200 is disposed within the housing 100, and the crankshaft assembly 200 includes a crankshaft 210, which is rotatably disposed within the housing 100 about the axis of the crankshaft 210. The magneto 300 includes a stator 310 connected to the inner wall of the housing 100, and a rotor 320 partially surrounding the stator 310, wherein the rotor 320 is disposed on the crankshaft 210.

[0047] The motorcycle engine 10 also includes a cylinder 700 and an igniter. The crankshaft assembly 200 also includes a connecting rod 220. The piston 710 of the cylinder 700 is connected to the crankshaft 210 through the connecting rod 220. When the fuel mixture in the cylinder 700 is ignited by the igniter at the ignition point, the heat energy generated by the combustion of the fuel mixture is converted into mechanical energy and drives the piston 710 to make linear motion. The linear motion of the piston 710 is converted into the rotational motion of the crankshaft 210 through the connecting rod 220, which can then transmit power to the rear wheel of the motorcycle, thereby driving the motorcycle.

[0048] By mounting the rotor 320 on the crankshaft 210, the rotor 320 can rotate with the crankshaft 210. Through the principle of electromagnetic induction, current can be generated in the generator coil of the stator 310 to power the motorcycle's circuitry. This can provide power to the motorcycle's electrical equipment such as lights, horn, and ignition, and even charge the battery.

[0049] The motorcycle engine 10 has an idling condition. When the motorcycle engine 10 is in the idling condition, and under the action of the electromagnetic force between the stator 310 and the rotor 320, the maximum displacement value of the crankshaft 210 along the axial direction of the crankshaft 210 is less than or equal to a preset value.

[0050] Since the maximum displacement of the crankshaft 210 along its axis is less than or equal to a preset value when the motorcycle engine 10 is idling, the maximum displacement of the crankshaft 210 along its axis is small. This reduces the impact force between the crankshaft assembly 200 and the housing 100 along the crankshaft 210 axis in the left or right direction, thereby reducing mechanical losses. It also improves the problem of abnormal noise that easily occurs in the motorcycle engine 10 and enhances the user experience.

[0051] The housing 100 includes a first housing 110 and a first cover 120 covering the first housing 110. The motorcycle engine 10 also has a stationary state when it is not in operation. The position of the crankshaft 210 relative to the first housing 110 along the axis of the crankshaft 210 when the motorcycle engine 10 is in the stationary state is defined as the basic position of the crankshaft 210. In a special case, when the motorcycle engine 10 is in the idling state, if the position of the crankshaft 210 relative to the first housing 110 along the axis of the crankshaft 210 coincides with the basic position of the crankshaft 210, this means that the difference in crankshaft position between the stationary state and the idling state is 0 mm, that is, there is no displacement. This is a special case and also an ideal position.

[0052] In some embodiments, the preset value is less than or equal to 0.04 mm.

[0053] By controlling the preset value within a small range, the impact force between the crankshaft assembly 200 and the housing 100 along the axis of the crankshaft 210 in the left or right direction can be reduced, thereby reducing mechanical losses and improving the problem of abnormal noise in the motorcycle engine 10, thus enhancing the user experience. In some embodiments, the housing 100 includes a first housing 110 (i.e., the right housing) and a first housing cover 120 (i.e., the right housing cover) covering the first housing 110. The housing 100 also includes a second housing 130 (i.e., the left housing) and a second housing cover (not shown in the figure) covering the second housing 130. Along the axial direction of the crankshaft 210, the second housing 130 is connected to the side of the first housing 110 away from the first housing cover 120. The first housing 110 and the second housing 130 are connected by bolts, the first housing 110 and the first housing cover 120 can also be connected by bolts, and the second housing 130 and the second housing cover (i.e., the left housing cover) can also be connected by bolts.

[0054] The crankshaft 210 and the magneto 300 can be installed in the cavity enclosed by the first housing 110, the first housing cover 120, the second housing 130, and the second housing cover (not shown in the figure).

[0055] The motorcycle engine 10 also includes at least one adjustment shim with a preset thickness.

[0056] Alternatively, at least one adjusting shim may include a first adjusting shim 410, disposed between the stator 310 and the fixed stator boss of the first housing 120 along the axial direction of the crankshaft 210. Or, at least one adjusting shim may include a second adjusting shim 420, disposed between the first housing 110 and the first housing 120 along the axial direction of the crankshaft 210.

[0057] A first adjusting shim 410 of suitable thickness can be provided between the stator 310 and the fixed stator boss of the first housing cover 120, allowing the stator 310 to be displaced to the left by a certain distance along the axis of the crankshaft 210 (this distance is equal to the thickness of the first adjusting shim 410); alternatively, a second adjusting shim 420 can be provided between the first housing 110 and the first housing cover 120 along the axis of the crankshaft 210, allowing the first housing cover 120 and the stator 310 to be displaced to the right by a certain distance along the axis of the crankshaft 210 (this distance is equal to the thickness of the second adjusting shim 420). Thus, it is possible to utilize... Adjusting shims of appropriate thickness adjusts the position of the stator 310 along the axis of the crankshaft 210, thereby making the magnetic center lines of the stator 310 and rotor 320 tend to coincide when the motorcycle engine 10 is idling. This allows adjustment of the maximum displacement value of the crankshaft 210 along the axis of the crankshaft 210 when the motorcycle engine 10 is idling. The adjustment can be made in the direction of reducing the maximum displacement value of the crankshaft 210 along the axis of the crankshaft 210 to better improve the problem of abnormal noise that is prone to occur in the motorcycle engine 10, thereby improving the user experience.

[0058] In some embodiments, the thickness of the adjusting shim is 0.5mm-4mm.

[0059] For example, the thickness of the adjusting shim is 0.5mm, 1mm, 1.5mm, 2mm, 2.5mm, 3mm, 3.5mm or 4mm.

[0060] Adjustment shims of appropriate thickness can be selected as needed to reduce the maximum displacement of crankshaft 210 along its axial direction, thereby improving the problem of abnormal noise in motorcycle engine 10 and enhancing the user experience.

[0061] In some embodiments, along the axial direction of the crankshaft 210, the second adjusting shim 420 is sealed between the first housing 110 and the first housing cover 120.

[0062] Optionally, the second adjusting shim 420 is made of paper.

[0063] The sealing reliability of the connection between the first housing 110 and the first housing cover 120 can be improved by using the second adjusting shim 420. The distance between the first housing 110 and the first housing cover 120 can also be increased by adding the second adjusting shim 420, that is, the stator 310 is moved to the right in the axial direction of the crankshaft 210, increasing the axial distance between the rotor 320 and the stator 310 in the axial direction of the crankshaft 210, so as to adjust the distance between the magnetic center lines of the rotor 320 and the stator 310.

[0064] Specifically, adjusting either the first adjusting shim 410 or the second adjusting shim 420 is used to adjust the distance between the magnetic center lines of the rotor 320 and the stator 310, so that the magnetic center lines of the rotor 320 and the stator 310 coincide. Once the desired result is achieved, the design can be modified by adjusting the dimensions of the components, without increasing the number of components or significantly increasing or decreasing the weight, thus satisfying the aforementioned objective.

[0065] In some embodiments, the first adjusting shim 410 is made of metal, and the first adjusting shim 410 and the fixing stator boss of the first cover 120 are integrally formed. This can reduce the number of parts, and also make the magnetic center lines of the stator 310 and the rotor 320 tend to coincide when the motorcycle engine 10 is idling, so as to better improve the problem of abnormal noise that the motorcycle engine 10 is prone to, thereby improving the user experience.

[0066] In some embodiments, the motorcycle engine 10 further includes a locking member 500, which is sleeved on the crankshaft 210 and abuts against the rotor 320 in opposite directions along the axial direction of the crankshaft 210.

[0067] Specifically, the locking element 500 is constructed as a locking nut, the locking element 500 has an internal thread, and the crankshaft 210 has an external thread that matches the internal thread, so that the locking element 500 can be threadedly connected to the crankshaft 210.

[0068] In this way, the rotor 320 can be fastened to the crankshaft 210 by the locking member 500, and the rotor 320 can be limited and fixed by the crankshaft 210 and the locking member 500, thereby improving the connection reliability between the rotor 320 and the crankshaft 210, and thus reducing the impact of dynamic imbalance between the rotor 320 and the crankshaft 210, which is beneficial to improving the problem of abnormal noise that is prone to occur in the motorcycle engine 10.

[0069] In some embodiments, the rotor 320 is provided with a first mating surface 3201, and the crankshaft 210 is provided with a second mating surface 2101 adapted to the first mating surface 3201. The first mating surface 3201 and the second mating surface 2101 are parallel to each other and are both set at an angle to the axial direction of the crankshaft 210.

[0070] In this way, the relative movement of the rotor 320 and the crankshaft 210 can be restricted by the inclined first mating surface 3201 and the second mating surface 2101. That is, the second mating surface 2101 abuts against the first mating surface 3201 along the axial direction and radial direction of the crankshaft 210, respectively. This can improve the connection reliability between the rotor 320 and the crankshaft 210, thereby reducing the impact of dynamic imbalance between the rotor 320 and the crankshaft 210, which is beneficial to improving the problem of abnormal noise that easily occurs in the motorcycle engine 10.

[0071] In some embodiments, the rotor 320 includes a first portion 321 surrounding the crankshaft 210 and a second portion 322 surrounding the stator 310. The second portion 322 is connected to the outer periphery of the first portion 321, and a first mating surface 3201 is provided on the inner sidewall of the first portion 321. The motorcycle engine 10 also includes a starting clutch 600, which is connected to the first portion 321 of the rotor 320 and is positioned along the axial direction of the crankshaft 210 on the side of the first portion 321 of the rotor 320 away from the locking member 500.

[0072] It is understood that, along the axial direction of the crankshaft 210, the first part 321 of the rotor 320 is located between the starting clutch 600 and the locking member 500. Therefore, the rotor 320 can be more firmly fixed to the crankshaft 210, which can reduce the impact of dynamic imbalance between the rotor 320 and the crankshaft 210 and help improve the problem of abnormal noise that is prone to occur in the motorcycle engine 10.

[0073] In some embodiments, the motorcycle engine 10 further includes an active fixed pulley 810 and an active sliding pulley 820. The active fixed pulley 810 is mounted on the crankshaft 210, and the active sliding pulley 820 is located within the second housing 130. The active sliding pulley 820 cooperates with the active fixed pulley 810 and transmits power from the crankshaft 210 to the continuously variable transmission (CVT) (not shown) via a belt (not shown), and then transmits the power to the rear wheel of the motorcycle via a transmission gearbox (not shown), thereby achieving continuously variable transmission.

[0074] In some embodiments, the crankshaft 210 is mounted on the first housing 110 and the second housing 130 of the housing 100 via crankshaft bearings 240 or bearings, such that the crankshaft 210 is rotatably disposed within the housing 100 about the axis of the crankshaft 210.

[0075] In some embodiments, the end of the crankshaft assembly 200 is mounted inside the first housing cover 120 via a bearing 230 and fixed by a bearing seat, which can improve the radial stability of the crankshaft 210 during operation.

[0076] In some embodiments, when the motorcycle engine 10 is in idle condition, the time corresponding to the maximum displacement of the crankshaft 210 along the axial direction of the crankshaft 210 relative to the second time T2 is defined as the first time T1. The motorcycle engine 10 also includes an igniter (not shown in the figure), and the ignition time of the igniter is the second time T2. The first time T1 and the second time T2 are different times. The second time T2 is near the crankshaft rotation angle of 0 to 10 degrees before the top dead center of the piston 710, that is, the ignition time is near the top dead center of the piston 710 of 0 to 10° CA.

[0077] It should be noted that the motorcycle engine 10 also includes a pulse generator (not shown in the figure) and a controller (not shown in the figure) electrically connected to the pulse generator. The pulse generator includes a trigger magnet disposed on the rotor 320 or the crankshaft 210, and a trigger coil disposed on the stator 310 or the inner wall of the housing 100. The pulse generator is used to detect pulse signals. Specifically, when the trigger magnet rotates with the crankshaft 210, the pulse generator detects a pulse signal when the trigger magnet passes the trigger coil. The controller determines the ignition timing based on the pulse signal and controls the igniter to ignite at the ignition timing, so that the motorcycle engine 10 can work stably and efficiently.

[0078] Since the first moment T1 and the second moment T2 are different moments, the maximum combustion gas pressure (driving the crankshaft 210 to do work) formed by the ignition device at the moment of ignition can be avoided from being superimposed with the maximum axial displacement of the crankshaft 210 caused by the non-coincidence of the electromagnetic force centers of the rotor 320 and the stator 310. This superposition will cause or increase the impact between the crankshaft assembly 200 and the housing 100 in the left or right direction, thereby producing abnormal noise.

[0079] In some embodiments, with the crankshaft rotation angle of crankshaft 210 as a reference, the time interval T0 between the first moment T1 and the adjacent second moment T2 satisfies: 50°CA≤T0≤310°CA.

[0080] By setting the time interval T0 between the first moment T1 and the adjacent second moment T2 within a suitable range, the maximum combustion explosion gas pressure (driving the crankshaft 210 to do work) formed by the igniter at the moment of ignition or instant can be avoided from being superimposed with the maximum axial displacement of the crankshaft 210 caused by the non-coincidence of the electromagnetic force centers of the rotor 320 and the stator 310. This can reduce or even eliminate the generation of abnormal noise and improve the comfort of the motorcycle.

[0081] In Embodiment 1, the motorcycle engine 10 includes a housing 100, a crankshaft assembly 200, a magneto 300, a first adjusting shim 410, a second adjusting shim 420, a locking member 500, and a starting clutch 600, etc. The first adjusting shim 410 is located at a first position W1, that is, along the axial direction of the crankshaft 210, the first adjusting shim 410 is located between the stator 310 and the fixing stator boss of the first housing cover 120. The first adjusting shim 410 is selected as follows: Figure 2 The first adjusting shim 410 is shown, and its thickness is 2mm. The second adjusting shim 420 is located at the second position W2, that is, between the first housing 110 and the first cover 120. The second adjusting shim 420 is selected as follows: Figure 3 The second adjusting shim 420 shown has a thickness of 0.5 mm.

[0082] In embodiment 2, the motorcycle engine 10 includes a housing 100, a crankshaft assembly 200, a magneto 300, three second adjusting shims 420, a locking element 500, and a starting clutch 600. The second adjusting shims 420 are located at a second position W2. Specifically, along the axial direction of the crankshaft 210, three second adjusting shims 420 are stacked between the first housing 110 and the first housing cover 120. The second adjusting shims 420 are selected from... Figure 3 The second adjusting shim 420 shown has a thickness of 0.5 mm.

[0083] In the comparative example, the motorcycle engine 10 includes a housing 100, a crankshaft assembly 200, a magneto 300, a second adjusting shim 420, a locking element 500, and a starting clutch 600. Along the axial direction of the crankshaft 210, a second adjusting shim 420 is disposed between the first housing 110 and the first housing cover 120, and the thickness of the second adjusting shim 420 is 0.5 mm.

[0084] Figure 4 A schematic diagram of the first function relationship curve Q1 and the second function relationship curve Q2 of Embodiment 1 of this application is shown. Figure 5 This paper shows a schematic diagram of the first function relationship curve Q1 and the second function relationship curve Q2 in Embodiment 2 (a more ideal case) of this application. Figure 6 The diagram shows the first function relationship curve Q1 and the second function relationship curve Q2 for the comparative example (abnormal noise case). Figures 4-6 In the diagram, the horizontal axis represents time (seconds); the vertical axis on the left represents the ignition pulse amplitude of the igniter (volts); the vertical axis 1 on the right represents the displacement of crankshaft 210 along its axial direction (displacement) (millimeters); and the vertical axis 2 on the right represents the vibration acceleration (real) of the vibration sensor on the right housing (9.8 m / s²). 2 (g)

[0085] Figure 6 When the motorcycle engine 10 is in a stationary state and not working, the position of the crankshaft 210 relative to the right housing is the basic position of the crankshaft 210. With the basic position as 0mm as a reference, when the motorcycle engine 10 is idling, the position of the crankshaft 210 relative to the right housing is +0.008mm, that is, the crankshaft 210 has moved 0.008mm to the left relative to the basic position. This is caused by the non-coincidence of the magnetic center lines between the stator 310 and the rotor 320 (when the primary potential is working).

[0086] When the motorcycle engine 10 is idling, and when a higher secondary electromotive force occurs, the electromagnetic force between the stator 310 and rotor 320, whose magnetic center lines do not coincide, is more intense. The crankshaft 210 moves rapidly to the right along its axial direction, and the maximum displacement of the crankshaft 210 along its axial direction is 0.04 mm. Figures 4-6 In the process, when the displacement is negative, it means that the crankshaft 210 is displaced to the right along the axis of the crankshaft 210, and when the displacement is positive, it means that the crankshaft 210 is displaced to the left along the axis of the crankshaft 210. The time corresponding to the maximum displacement value of the crankshaft 210 along the axis of the crankshaft 210 is synchronized with the ignition time of the igniter, forming a superposition effect.

[0087] Figure 4 When the motorcycle engine 10 is in a stationary, non-operating state, the position of the crankshaft 210 relative to the right housing is its base position, with 0mm as a reference. When the motorcycle engine 10 is idling, the position of the crankshaft 210 relative to the right housing is -0.01mm, meaning the crankshaft 210 has moved 0.01mm to the left relative to the right housing. This is because the magnetic center lines between the stator 310 and the rotor 320 do not coincide, resulting in a change in relative position (compared to...). Figure 6 (Different)

[0088] When the motorcycle engine 10 is idling, and when a secondary electromotive force with a higher electromotive force occurs, the electromagnetic force between the stator 310 and the rotor 320, whose magnetic center lines do not coincide, is more intense. The crankshaft 210 moves rapidly to the left along the axis of the crankshaft 210. The maximum displacement of the crankshaft 210 along the axis of the crankshaft 210 is 0.04 mm. The time corresponding to the maximum displacement of the crankshaft 210 along the axis of the crankshaft 210 is not synchronized with the ignition time of the igniter. Specifically, T1 is misaligned with the adjacent T2 by more than 60°CA, thus avoiding the side effects of energy superposition.

[0089] Figure 5 When the motorcycle engine 10 is in a stationary state and not in operation, the position of the crankshaft 210 relative to the right housing is the basic position of the crankshaft 210, with the basic position being 0mm. When the motorcycle engine 10 is idling, the position of the crankshaft 210 relative to the right housing is also 0mm, that is, the crankshaft 210 does not move relative to the right housing. This is the result of the magnetic center lines between the stator 310 and the rotor 320 coinciding.

[0090] When the motorcycle engine 10 is idling, and when a secondary electromotive force with a higher electromotive force occurs, the electromagnetic force between the stator 310 and the rotor 320, whose magnetic center lines do not coincide, is more intense. The crankshaft 210 moves to the right along the axis of the crankshaft 210. The maximum displacement of the crankshaft 210 along the axis of the crankshaft 210 is 0.027 mm. The displacement is small and the frequency of occurrence is greatly reduced. At the same time, the time corresponding to the maximum displacement of the crankshaft 210 along the axis of the crankshaft 210 is not synchronized with the ignition time of the igniter. Specifically, T1 is misaligned with the adjacent T2 by more than 60°CA. Figure 5 In most cases, the crankshaft 210 does not move axially, i.e., the displacement is 0 mm.

[0091] After comparison Figures 4-6 As can be seen from the vibration acceleration of the vibration sensor in the illustrated embodiment, the abnormal noise generated by the motorcycle engine 10 under idling conditions in the comparative example is greater than that generated by the motorcycle engine 10 under idling conditions in Embodiment 1, and also greater than that generated by the motorcycle engine 10 under idling conditions in Embodiment 2. In Embodiment 2, the motorcycle engine 10 has almost no abnormal noise under idling conditions. This shows that when the motorcycle engine 10 is under idling conditions, while ensuring that the maximum displacement value of the crankshaft 210 along the axial direction of the crankshaft 210 is less than or equal to a preset value, the time corresponding to the maximum displacement value of the crankshaft 210 along the axial direction of the crankshaft 210 is offset from the ignition time of the igniter by a certain angle. In this way, the generation of abnormal noise can be greatly reduced or even eliminated, and the comfort of using the motorcycle can be improved.

[0092] One embodiment of this application provides a method for debugging a motorcycle engine 10. The method for debugging a motorcycle engine 10 using any of the above embodiments includes:

[0093] S10. Adjust the position of the stator 310 relative to the rotor 320 along the axis of the crankshaft 210.

[0094] S20. When the motorcycle engine 10 is idling, the displacement of the crankshaft 210 along the axis of the crankshaft 210 is detected within a unit time.

[0095] A distance sensor can be installed at one end of the crankshaft 210 along the axial direction of the crankshaft 210. The distance sensor can be used to detect the distance between the crankshaft 210 and the first housing cover 120 along the axial direction of the crankshaft 210. In this way, the displacement of the crankshaft 210 relative to the first housing 110 along the axial direction of the crankshaft 210 can be detected when the motorcycle engine 10 is in an idling state or in a stationary state when it is not working.

[0096] S30. Obtain the first functional relationship curve Q1 of the displacement of crankshaft 210 along the axis of crankshaft 210 versus time when the motorcycle engine 10 is idling.

[0097] S40. Based on the first function relationship curve Q1, determine whether the maximum displacement value of the crankshaft 210 along the axis of the crankshaft 210 is less than or equal to the preset value when the motorcycle engine 10 is in the idling condition. If not, readjust the position of the stator 310 relative to the rotor 320 along the axis of the crankshaft 210 until the maximum displacement value of the crankshaft 210 along the axis of the crankshaft 210 is less than or equal to the preset value when the motorcycle engine 10 is in the idling condition.

[0098] By adjusting the position of the stator 310 relative to the rotor 320 along the axis of the crankshaft 210, the relative positional relationship of the magnetic center lines of the stator 310 and the rotor 320 can be adjusted. When the motorcycle engine 10 is in idling condition, the magnetic center lines of the stator 310 and the rotor 320 can be made to coincide. This can be adjusted in the direction of reducing the maximum displacement value of the crankshaft 210 along the axis of the crankshaft 210, so as to better improve the problem of abnormal noise that is prone to occur in the motorcycle engine 10 and improve the user experience.

[0099] In some embodiments, the moment corresponding to the maximum displacement value of the crankshaft 210 along the axial direction of the crankshaft 210 when the motorcycle engine 10 is in idling condition is defined as the first moment T1. The motorcycle engine 10 also includes an igniter, and the ignition moment of the igniter is defined as the second moment T2.

[0100] S50, the debugging method for motorcycle engines also includes: obtaining the second function relationship curve Q2 between the ignition pulse of the igniter and time.

[0101] When the motorcycle engine 10 is idling, the displacement of the crankshaft 210 along the axis of the crankshaft 210 and the ignition pulse of the igniter can be detected in the same unit time, thereby obtaining the first function relationship curve Q1 and the second function relationship curve Q2.

[0102] S60. Based on the first function relationship curve Q1 and the second function relationship curve Q2, determine whether the first moment T1 and the second moment T2 are different moments. If not, readjust the position of the stator 310 relative to the rotor 320 along the axis of the crankshaft 210 until the first moment T1 and the second moment T2 are different moments.

[0103] Furthermore, step S60 includes: determining whether the first time T1 and the second time T2 are different times based on the first function relationship curve Q1 and the second function relationship curve Q2; if not, adjusting the position of the stator 310 relative to the rotor 320 along the axis of the crankshaft 210 again until the time interval T0 between the first time T1 and the adjacent second time T2 satisfies: 50°CA≤T0≤310°CA.

[0104] Thus, when the motorcycle engine 10 is idling, the maximum displacement value of the crankshaft 210 along the axis of the crankshaft 210 is made to meet the requirement of being less than or equal to a preset value. At the same time, the time corresponding to the maximum displacement value of the crankshaft 210 along the axis of the crankshaft 210 is offset from the ignition time of the igniter by a certain angle. In this way, the generation of abnormal noise can be greatly reduced or even eliminated, and the comfort of using the motorcycle can be improved.

[0105] The adjustment method for the motorcycle engine 10 also includes: when the motorcycle engine 10 is in idle condition, if the position of the crankshaft 210 relative to the first housing 110 along the axis of the crankshaft 210 is consistent with the basic position of the crankshaft 210, then the position of the stator 310 relative to the rotor 320 along the axis of the crankshaft 210 will no longer be adjusted.

[0106] One embodiment of this application provides a motorcycle, including the motorcycle engine 10 of any of the above embodiments.

[0107] In the motorcycle engine 10 of this application, the design and manufacturing of related components such as the first housing 110, the first housing cover 120, the stator 310 and the rotor 320 can be optimized to meet the consistency of mass production of the motorcycle engine 10, stabilize the acoustic quality requirements, reduce or even eliminate the generation of abnormal noise, and improve the user comfort of the motorcycle.

[0108] 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.

[0109] 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 protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A motorcycle engine, characterized in that, include: Box shell; A crankshaft assembly, disposed within the housing, includes a crankshaft and a crank pin, the crankshaft being rotatably disposed within the housing about its axial direction; the crankshaft includes a left crankshaft portion and a right crankshaft portion, the left and right crankshaft portions being connected by the crank pin; and A magneto motor includes a stator connected to the inner wall of the housing, and a rotor partially surrounding the stator; The rotor is located on the right side of the crankshaft; the motorcycle engine has an idling speed condition. When the motorcycle engine is in the idling condition, and under the action of the electromagnetic force between the stator and the rotor, the maximum displacement value of the crankshaft along the axial direction of the crankshaft is less than or equal to a preset value.

2. The motorcycle engine according to claim 1, characterized in that, The preset value is less than or equal to 0.04 mm.

3. The motorcycle engine according to claim 1, characterized in that, The enclosure includes a first box body and a first box cover disposed on the first box body; The motorcycle engine also includes at least one adjusting shim with a preset thickness; The at least one adjusting shim includes a first adjusting shim, which is disposed between the fixed stator boss of the stator and the first housing cover along the axial direction of the crankshaft; and / or, the at least one adjusting shim includes a second adjusting shim, which is disposed between the first housing and the first housing cover along the axial direction of the crankshaft.

4. The motorcycle engine according to claim 3, characterized in that, The thickness of the adjusting shim is 0.5mm-4mm.

5. The motorcycle engine according to claim 1, characterized in that, The motorcycle engine also includes a locking component; The locking element is sleeved on the crankshaft, and along the axial direction of the crankshaft, the crankshaft and the locking element abut against the rotor in opposite directions.

6. The motorcycle engine according to claim 5, characterized in that, The rotor is provided with a first mating surface, and the crankshaft is provided with a second mating surface that is adapted to the first mating surface; The first mating surface and the second mating surface are parallel to each other and are both set at an angle to the axial direction of the crankshaft.

7. The motorcycle engine according to claim 6, characterized in that, The rotor includes a first portion disposed around the crankshaft and a second portion disposed around the stator; The second part is connected to the outer periphery of the first part; The first mating surface is located on the inner sidewall of the first part; The motorcycle engine also includes a clutch, which is mounted on the crankshaft and along the axial direction of the crankshaft, and the clutch is located on the side of the first portion of the rotor away from the locking member.

8. The motorcycle engine according to claim 1, characterized in that, The first moment is defined as the moment corresponding to the maximum displacement value of the crankshaft along the axial direction of the crankshaft when the motorcycle engine is in the idling condition. The motorcycle engine also includes an igniter, and the ignition timing of the igniter is the second timing. The first time point and the second time point are different times.

9. The motorcycle engine according to claim 8, characterized in that, Based on the crankshaft rotation angle, the time interval T0 between the first moment and the adjacent second moment satisfies: 50°CA≤T0≤310°CA.

10. A motorcycle, characterized in that, Including the motorcycle engine as described in any one of claims 1-9.

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