CN117823277A - Engine second-order inertial force balance mechanism, engine and motorcycle - Google Patents

Abstract

The utility model relates to an engine second order inertial force balance mechanism, engine and motorcycle, this kind of engine second order inertial force balance mechanism includes the balancing piece, the gyro wheel, drive assembly and intermeshing's first gear and second gear, the gyro wheel rotationally installs in the balancing piece, drive assembly and second gear connection, drive assembly is provided with annular rolling groove, rolling groove is provided with at least one bellying along its circumference, the gyro wheel rolls and sets up in rolling groove, and by rolling groove relative both sides wall spacing, so that when balancing engine second order inertial force, the gyro wheel keeps the state with rolling groove rolling contact always, the gyro wheel moves smoothly in annular rolling groove, the gyro wheel is less with the wearing and tearing between the rolling groove, be favorable to increase of service life, and spare part is less relatively, and simple structure is compact, the noise of production is less.

Description

Engine second-order inertial force balance mechanism, engine and motorcycle

Technical Field

The application relates to the technical field of engine manufacturing, in particular to an engine second-order inertial force balance mechanism, an engine and a motorcycle.

Background

Motorcycle is a flexible and quick vehicle, also used for military and sports competition. For a small-displacement motorcycle engine (displacement is less than 300 cc), the vibration performance of the whole motorcycle can meet the use requirement by means of a first-order inertial force balance mechanism. For large displacement engines (especially 500cc-1000 cc), a second order inertial force balance mechanism needs to be added to reduce vibration of the whole vehicle. In the prior art, the second-order inertial force balance mechanism has more parts, and in the working process of the second-order inertial force balance mechanism, the parts interact with each other, the abrasion among the parts is serious, and the generated noise is large.

Disclosure of Invention

The application provides an engine second order inertial force balance mechanism, engine and motorcycle, the gyro wheel can keep always with annular rolling groove rolling contact, and the motion is smooth and easy, and the wearing and tearing are less, and spare part is less relatively, simple structure is compact, and the noise that produces is less.

A first aspect of the present application provides an engine second order inertial force balance mechanism, the engine second order inertial force balance mechanism comprising:

a balance weight;

the roller is rotatably arranged on the balance weight;

a first gear and a second gear meshed with each other;

the transmission assembly is connected with the second gear, the transmission assembly is provided with an annular rolling groove, at least one protruding part is arranged on the rolling groove along the circumferential direction of the rolling groove, and the idler wheels are arranged in the rolling groove in a rolling way and limited by two opposite side walls of the rolling groove.

In one possible design, the transmission assembly includes a main body connected with the second gear, the main body being provided with a groove, and a cam connected to a central position of the groove, the cam and a side wall of the groove enclosing the rolling groove.

In one possible design, the transmission assembly further includes a first mounting bar including first and second mounting portions that are coaxial and connected to each other, the first mounting portion being perpendicularly connected to a central position of the cam, and the second mounting portion being perpendicularly mounted to a central position of the second gear by a mounting.

In one possible design, the rolling groove is an elliptical groove.

In one possible design, the first gear and the second gear have a gear ratio of 2:1.

In one possible design, the method further comprises:

the mounting shell is fixedly connected with a shell of the engine and is provided with a matching groove;

the balance weight comprises a first part and a second part, the roller is rotatably arranged on the first part, and the second part is in sliding fit with the side wall of the matching groove.

A second aspect of the present application provides an engine comprising:

a housing;

the crank connecting rod mechanism is arranged in the shell and comprises a crank, a connecting rod, a cylinder and a piston, one end of the connecting rod is connected with the crank, the piston is arranged in the cylinder, and the piston is connected with one end of the connecting rod, which is far away from the crank;

the valve mechanism is connected with the air cylinder;

the first-order inertial force balancing mechanism is connected with the crank;

the second-order inertial force balance mechanism is connected with the valve mechanism.

In one possible design, the valve train includes:

the first cam shaft is fixedly arranged on the shell; the first cam shaft is connected with the exhaust end of the cylinder;

a first timing sprocket mounted on the first camshaft; the first timing sprocket is fixedly connected with the first gear;

the second cam shaft is fixedly arranged on the shell; the second cam shaft is connected with the air inlet end of the air cylinder;

and the second timing chain wheel is arranged on the second cam shaft.

In one possible design, the crank has a crankshaft on which a crankshaft sprocket is mounted, the crankshaft sprocket being in driving connection with the first and second timing sprockets by a chain.

A third aspect of the present application provides a motorcycle comprising:

the engine is the engine;

a frame supporting the engine;

the walking assembly is connected with the frame;

and the riding system is arranged above the frame and is used for a user to ride.

The beneficial effects of this application are:

the utility model provides a second order inertial force balance mechanism, engine and motorcycle, second order inertial force balance mechanism's drive assembly is provided with annular rolling groove, rolling groove is provided with at least one bellying along its circumference, the gyro wheel rolls and sets up in rolling groove, and by rolling groove relative both sides wall spacing, so that when drive assembly rotates, the gyro wheel keeps the state with rolling groove rolling contact always, compare in prior art, the second order inertial force balance mechanism that this embodiment provided, the gyro wheel is smooth and easy at annular rolling groove internal motion, the wearing and tearing between gyro wheel and the rolling groove is less, be favorable to extension life, and need not to set up independent spare part auxiliary roller, make the gyro wheel keep always with drive assembly complex state, avoid the spare part that alone sets up and other parts interact and then produce great noise, and spare part is less, simple structure is compact.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the application.

Drawings

FIG. 1 is a schematic diagram of a three-dimensional structure of an engine second-order inertial force balance mechanism and a valve train in cooperation;

FIG. 2 is a front view of FIG. 1;

FIG. 3 is a front view of FIG. 1;

FIG. 4 is a cross-sectional view taken along line A-A of FIG. 2;

FIG. 5 is a schematic view of a part of an engine according to the present disclosure;

FIG. 6 is a schematic view of an engine at an angle;

fig. 7 is a schematic view of a motorcycle according to an embodiment of the present application.

Reference numerals:

100-motorcycles;

10-an engine;

1-a second-order inertial force balance mechanism;

11-balancing weight;

111-a first part;

112-a second portion;

12-rolling wheels;

13-a first gear;

14-a second gear;

15-a transmission assembly;

151-rolling grooves;

151 A-A boss;

152-a body;

153-cam;

154-a first mounting bar;

154 A-A first mounting portion;

154 b-a second mounting portion;

155-a mount;

16-a mounting housing;

161-mating grooves;

2-crank link mechanism;

21-crank;

211-crank shafts;

211 A-A second transmission gear;

22-connecting rod;

23-a piston;

3-valve mechanism;

31-a first camshaft;

32-a first timing sprocket;

33-a second camshaft;

34-a second timing sprocket;

4-a first order inertial force balance mechanism;

41-balancing bars;

42-balancing weight;

43-first transmission gear;

5-a chain;

6-a shell;

20-a frame;

30-a walking assembly;

301-front wheels;

302-rear wheels;

40-ride system.

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the application and together with the description, serve to explain the principles of the application.

Detailed Description

For a better understanding of the technical solutions of the present application, embodiments of the present application are described in detail below with reference to the accompanying drawings.

It should be understood that the described embodiments are merely some, but not all, of the embodiments of the present application. All other embodiments, based on the embodiments herein, which would be apparent to one of ordinary skill in the art without making any inventive effort, are intended to be within the scope of the present application.

The terminology used in the embodiments of the application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used in this application and the appended claims, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.

It should be understood that the term "and/or" as used herein is merely one relationship describing the association of the associated objects, meaning that there may be three relationships, e.g., a and/or B, may represent: a exists alone, A and B exist together, and B exists alone. In addition, the character "/" herein generally indicates that the front and rear associated objects are an "or" relationship.

It should be noted that, the terms "upper", "lower", "left", "right", and the like in the embodiments of the present application are described in terms of the angles shown in the drawings, and should not be construed as limiting the embodiments of the present application. In the context of this document, it will also be understood that when an element is referred to as being "on" or "under" another element, it can be directly on the other element or be indirectly on the other element through intervening elements.

In a first aspect, the embodiment of the present application provides a second-order inertial force balance mechanism 1 of an engine 10, where the second-order inertial force balance mechanism 1 can be applied to an engine 10 of a motorcycle, an electric vehicle or the like, and is particularly applicable to an engine 10 with a large displacement and a small space structure, and is used for balancing the second-order inertial force generated during the running process of the engine 10, so as to reduce noise and vibration during the running process of the engine 10 and improve the performance of the engine 10.

As shown in fig. 1-4, the second-order inertial force balance mechanism 1 of the engine 10 comprises a balance block 11, a roller 12, a transmission assembly 15, a first gear 13 and a second gear 14 which are meshed with each other, wherein the roller 12 is rotatably arranged on the balance block 11; the transmission assembly 15 is connected with the second gear 14, the transmission assembly 15 is provided with an annular rolling groove 151, the rolling groove 151 is provided with at least one protruding portion 151a along the circumferential direction of the rolling groove 151, and the roller 12 is arranged on the rolling groove 151 in a rolling manner and limited by two opposite side walls of the rolling groove 151.

In the explanation of the convex portion 151a provided in the rolling groove 151, taking fig. 2 to 3 as an example, Φ1 in fig. 2 represents the outer diameter of the convex portion 151a,represents the inner diameter of the boss 151a, and Φ2 in FIG. 3 represents the outer diameter of the region of the rolling groove 151 where the boss 151a is not provided, +.>Represents the inner diameter of the region of the rolling groove 151 where the convex portion 151a is not provided, Φ1 > Φ2, +.>

The second-order inertial force generated during the operation of the engine 10 is balanced by the inertial force of the balance weight 11, and the inertial force f=mω of the balance weight 11 ² R, wherein M is the mass of the balance block 11, ω is the angular velocity of the roller 12, and R is the radius of rotation of the roller 12, so as to realize the second-order inertial force balance function. The transmission assembly 15 is connected with the second gear 14, the second gear 14 is meshed with the first gear 13, when the first gear 13 is driven to rotate by the crank connecting rod mechanism 2 of the engine 10, the second gear 14 is driven to rotate, the transmission assembly 15 and the second gear 14 simultaneously rotate, the rolling groove 151 of the transmission assembly 15 also rotates along with the rotation, and as the roller 12 is arranged in the rolling groove 151 in a rolling way and limited by two opposite side walls of the rolling groove 151, the rolling groove 151 rotates to drive the roller 12 to roll, and the roller 12 always keeps in rolling contact with the rolling groove 151; when the roller 12 passes through the boss 151a, since the outer diameter and the inner diameter of the boss 151a are larger than those of the area where the boss 151a is not provided, the boss 151a drives the roller 12 to move along the axis of the balance block 11, and since the roller 12 is connected with the balance block 11, the balance block 11 moves along the axis of the balance block 11 relative to the casing 6 of the engine 10, and the inertia force generated by the axial movement of the balance block 11 can balance the second-order inertia force generated in the running process of the engine 10, thereby reducing noise and vibration generated by the second-order inertia force in the running process of the engine 10 and improving the performance of the engine 10.

In this embodiment, the transmission assembly 15 is provided with the annular rolling groove 151, the roller 12 is arranged in the rolling groove 151 in a rolling manner, and is limited by two opposite side walls of the rolling groove 151, so that when balancing the second-order inertial force generated by the engine 10, the roller 12 always keeps in rolling contact with the rolling groove 151.

In one embodiment, as shown in fig. 1-2, the transmission assembly 15 includes a main body 152 and a cam 153, the main body 152 is connected with the second gear 14, the main body 152 is provided with a groove, the cam 153 is connected to a central position of the groove, and the cam 153 and a side wall of the groove enclose a rolling groove 151. The cam 153 is provided with at least one protrusion such that at least one protrusion 151a is formed in the rolling groove 151 surrounded by the cam 153 and the side wall of the groove. The roller 12 is disposed between the cam 153 and the sidewall of the groove, and is limited by the cam 153 and the sidewall of the groove.

The roller 12 is disposed in the rolling groove 151 and abuts against the side walls of the cam 153 and the groove, the transmission assembly 15 rotates during the running process of the engine 10, the main body 152 and the cam 153 rotate simultaneously, the roller 12 is in rolling contact with the side walls of the cam 153 and the groove, and the roller 12 can move along the axial direction of the balance block 11 along with the rotation of the main body 152 and the cam 153.

Specifically, as shown in fig. 4, and in combination with fig. 1, the transmission assembly 15 further includes a first mounting rod 154, the first mounting rod 154 including a first mounting portion 154a and a second mounting portion 154b coaxially and mutually connected, the first mounting portion 154a being vertically connected to a central position of the cam 153, and the second mounting portion 154b being vertically mounted to a central position of the second gear 14 by a mounting member 155.

In this embodiment, the first mounting portion 154a of the first mounting lever 154 is vertically connected to the central position of the cam 153, and the second mounting portion 154b is vertically mounted to the central position of the second gear 14 by the mounting member 155, so that the central positions of the main body 152 and the cam 153 are ensured to be on the same horizontal line with the central position of the second gear 14, and thus the main body 152 and the cam 153 can be kept to rotate synchronously with the second gear 14 under the driving of the second gear 14.

Wherein the mounting member 155 may specifically be a bearing.

In one embodiment, as shown in fig. 1-2, the rolling groove 151 may be an oval groove, i.e., the groove formed in the main body 152 and the cam 153 are both oval. The rotating assembly rotates one revolution and the convex position of the cam 153 acts twice with the roller 12.

In one embodiment, the ratio of the first gear 13 to the second gear 14 is 2:1.

The first gear 13 is a driving gear, the second gear 14 is a driven gear, and the first gear 13 rotates to drive the second gear 14 to rotate; the gear ratio of the first gear 13 to the second gear 14 is 2:1, so that the first gear 13 is transmitted to the second gear 14 as a speed reducing mechanism, abrasion among the gears is reduced, and the movement is smooth.

In a specific embodiment, as shown in fig. 2-4, the second-order inertial force balance mechanism 1 further includes a mounting housing 16, the mounting housing 16 is fixedly connected with the casing 6 of the engine 10, and the mounting housing 16 is provided with a mating groove 161; the weight 11 includes a first portion 111 and a second portion 112, the roller 12 is rotatably mounted to the first portion 111, and the second portion 112 is slidably engaged with a sidewall of the engagement groove 161.

In this embodiment, the second-order inertial force balance mechanism 1 further includes a mounting housing 16, where the mounting housing 16 can play a good role in protecting the balance weight 11, and the mounting housing 16 is fixedly connected with the casing 6 of the engine 10, so as to realize connection between the balance weight 11 and the casing 6 of the engine 10, and ensure that the balance weight 11 can stably operate. The mounting shell 16 is provided with a matching groove 161, the second part 112 of the balance weight 11 is in sliding contact with the side wall of the matching groove 161, so that the movement of the balance weight 11 is not interfered by other parts, when the roller 12 moves along the rolling groove 151, and the balance weight 11 moves along the axial direction of the roller, the second part 112 of the balance weight 11 is continuously in sliding fit with the side wall of the matching groove 161, and the matching groove 161 provides a guiding space for the movement of the balance weight 11, so that the axial movement direction of the balance weight 11 is accurate, and the balance weight 11 achieves the effect of effectively balancing Heng Erjie inertia force.

In a second aspect, as shown in fig. 5-6, the embodiment of the present application further provides an engine 10, where the engine 10 includes a casing 6, a crank-link mechanism 2, a valve train 3, a first-order inertial force balance mechanism 4, and a second-order inertial force balance mechanism 1 in any of the above embodiments, the crank-link mechanism 2 is installed in the casing 6, the crank-link mechanism 2 includes a crank 21, a link 22, a cylinder, and a piston 23, one end of the link 22 is connected with the crank 21, the piston 23 is installed in the cylinder, and the piston 23 is connected with one end of the link 22 facing away from the crank 21; the valve mechanism 3 is connected with the air cylinder; the first-order inertial force balance mechanism 4 is connected with a crank 21; the second-order inertial force balance mechanism 1 is connected with the valve mechanism 3.

The crank link mechanism 2 includes a crank 21, a link 22, a cylinder, and a piston 23, in which the piston 23 is installed, capable of converting the reciprocating motion of the piston 23 into the rotational motion of the crank 21, and simultaneously converting the force acting on the piston 23 into the torque externally output by the crank 21 to drive the wheels of the automobile to rotate.

The valve mechanism 3 is used for opening and closing the inlet valve and the exhaust valve of each cylinder at regular time according to the requirements of the working cycle and the ignition sequence carried out in each cylinder of the engine 10, so that fresh combustible mixed gas (gasoline engine) or air (diesel engine) can enter the cylinder in time, and waste gas can be discharged from the cylinder in time.

The first-order inertial force balance mechanism 4 is connected with the crank 21 and is used for balancing the first-order reciprocating inertial force generated by parts such as the piston 23. The first-order inertial force balance mechanism 4 may include a balance bar 41, a balance weight 42 and a first transmission gear 43, where the balance weight 42 is in a fan shape and is connected to the balance bar 41, the balance bar 41 is provided with the first transmission gear 43, the crank shaft 211 of the crank 21 is provided with a second transmission gear 211a, the second transmission gear 211a is meshed with the first transmission gear 43, the second transmission gear 211a rotates to drive the first transmission gear 43 to rotate, and then drives the balance bar 41 to rotate, and centrifugal inertial force generated by the balance bar 41 driving the balance weight 42 to rotate together is balanced with first-order inertial force generated by up-down reciprocation of the piston 23, and offset each other.

By providing the first-order inertial force balance mechanism 4 in the engine 10, the first-order inertial force generated during the operation of the piston 23 and other parts can be balanced, and by providing the second-order inertial force balance mechanism 1 in the engine 10, the second-order inertial force generated during the operation of the crank 21 can be balanced, the noise and vibration generated during the operation of the engine 10 due to the inertial force can be reduced, and the performance of the engine 10 can be improved.

In one embodiment, the valve train 3 includes a first cam shaft 31, a first timing sprocket 32, a second cam shaft 33, and a second timing sprocket 34, the first cam shaft 31 being fixedly mounted on the housing 6, the first cam shaft 31 being connected to an exhaust end of the cylinder; the first timing sprocket 32 is mounted on the first cam shaft 31, and the first timing sprocket 32 is fixedly connected with the first gear 13; the second cam shaft 33 is fixedly arranged on the shell 6, and the second cam shaft 33 is connected with the air inlet end of the air cylinder; the second timing sprocket 34 is mounted on the second camshaft 33.

The first camshaft 31 controls the opening and closing of the exhaust end valves of the cylinders. The second camshaft 33 controls the opening and closing of the intake port valve of the cylinder.

The timing chain wheel is connected with the crank 21 and matched with a certain transmission ratio to ensure the accuracy of air intake and exhaust time. When the engine 10 is operated, the stroke (up-and-down movement) of the piston 23, the opening and closing (timing) of the valve, and the order of ignition (timing) are kept "synchronized" at all times by the "timing" connection.

By fixedly connecting the first gear 13 of the second-order inertial force balance mechanism 1 with the first timing sprocket 32 of the valve train 3, the first timing sprocket 32 can drive the first gear 13 to rotate together, so that a power source is provided for the operation of the second-order inertial force balance mechanism 1.

Specifically, the crank 21 has a crank shaft 211, and a crank sprocket is mounted on the crank shaft 211, and is drivingly connected to the first timing sprocket 32 and the second timing sprocket 34 via the chain 5.

In this embodiment, the crank 21 has a crank shaft 211, and the crank shaft 211 is provided with a crank sprocket, and the crank sprocket is in driving connection with the first timing sprocket 32 and the second timing sprocket 34 through the chain 5, so that the crank shaft 211 can transmit force to parts connected with the first timing sprocket 32 and the second timing sprocket 34, such as to the first gear 13, through the first timing sprocket 32 and the second timing sprocket 34 during rotation, and a stable power source is provided for the operation of the first gear 13.

According to some embodiments of the present application, the principle of inertial force balance of the engine 10 of the present application is as follows: the intake valve is opened, the exhaust valve is closed, air is taken in the cylinder, at the moment, the piston 23 is pressed to move downwards, the piston 23 drives the crank 21 to do circular motion through the connecting rod 22, the piston 23 moves upwards, gas is compressed, the crank 21 completes one circle of rotation, the first gear 13 and the second gear 14 rotate for half a circle, the cam 153 and the roller 12 act twice, the first-order inertia force of the crank shaft 211 is balanced through the inertia force of the balance block 42, and the second-order reciprocating inertia force of the crank shaft 211 is balanced through the inertia force of the balance block 11.

In a third aspect, as shown in fig. 7, the embodiment of the present application further provides a motorcycle 100, including the engine 10, the frame 20, the walking assembly 30 and the riding system 40 in any of the above embodiments, where the frame 20 supports the engine 10, the walking assembly 30 is connected to the frame 20, and the riding system 40 is disposed above the frame 20 for riding by a user.

The motorcycle 100 may be a conventional vehicle type such as a street vehicle, a sports car, a cruise vehicle, etc., or may be an all-terrain vehicle suitable for various road surfaces, a utility vehicle suitable for multiple uses, etc.

The walking assembly 30 may include a front wheel 301 and a rear wheel 302.

The motorcycle 100 provided by the embodiment of the application comprises the engine 10 provided with the second-order inertial force balance mechanism 1, and the second-order inertial force generated in the running process of the crank 21 can be balanced through the second-order inertial force balance mechanism 1, so that noise and vibration generated by the inertial force in the running process of the engine 10 are reduced, and the performance of the engine 10 is improved; in addition, the transmission assembly 15 of the second-order inertial force balance mechanism 1 is provided with an annular rolling groove 151, the roller 12 is arranged in the rolling groove 151 in a rolling way and limited by two opposite side walls of the rolling groove 151, so that when the second-order inertial force generated by the engine 10 is balanced, the roller 12 always keeps in rolling contact with the rolling groove 151.

The foregoing description is only of the preferred embodiments of the present application and is not intended to limit the same, but rather, various modifications and variations may be made by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present application should be included in the protection scope of the present application.

Claims (10)

1. An engine second-order inertial force balance mechanism, characterized in that the engine second-order inertial force balance mechanism comprises:

a balance block (11);

a roller (12) rotatably connected to the weight (11);

a first gear (13) and a second gear (14) meshed with each other, wherein the first gear (13) can be driven to rotate by a crank-link mechanism (2) of the engine (10);

the transmission assembly (15) is connected with the second gear (14), the transmission assembly (15) is provided with an annular rolling groove (151), the rolling groove (151) is provided with at least one protruding portion (151 a) along the circumference of the rolling groove, and the roller (12) is arranged in the rolling groove (151) in a rolling way and limited by two opposite side walls of the rolling groove (151).

2. The engine second-order inertial force balance mechanism according to claim 1, characterized in that the transmission assembly (15) comprises a main body (152) and a cam (153), the main body (152) is connected with the second gear (14), the main body (152) is provided with a groove, the cam (153) is connected to the center position of the groove, and the cam (153) and the side wall of the groove enclose the rolling groove (151).

3. The second-order inertial force balance of an engine according to claim 2, wherein the transmission assembly (15) further comprises a first mounting bar (154), the first mounting bar (154) comprising a first mounting portion (154 a) and a second mounting portion (154 b) coaxially and mutually connected, the first mounting portion (154 a) being perpendicularly connected to a central position of the cam (153), the second mounting portion (154 b) being perpendicularly mounted to a central position of the second gear (14) by a mounting member (155).

4. The engine second order inertial force balance mechanism of claim 1, wherein the rolling groove (151) is an elliptical groove.

5. The engine second-order inertial force balance mechanism according to claim 1, characterized in that the gear ratio of the first gear (13) to the second gear (14) is 2:1.

6. The engine second-order inertial force balancing mechanism of claim 1, further comprising:

a mounting shell (16) fixedly connected with a shell (6) of the engine, wherein the mounting shell (16) is provided with a matching groove (161);

the balance weight (11) comprises a first part (111) and a second part (112), the roller (12) is rotatably arranged on the first part (111), and the second part (112) is in sliding fit with the side wall of the matching groove (161).

7. An engine, comprising:

a housing (6);

the crank connecting rod mechanism (2) is arranged in the shell (6), the crank connecting rod mechanism (2) comprises a crank (21), a connecting rod (22), a cylinder and a piston (23), one end of the connecting rod (22) is connected with the crank (21), the piston (23) is arranged in the cylinder, and the piston (23) is connected with one end, deviating from the crank (21), of the connecting rod (22);

a valve mechanism (3) connected with the cylinder;

a first-order inertial force balance mechanism (4) connected to the crank (21);

the second order inertial force balance mechanism (1) of any one of claims 1-6, connected to the valve train (3).

8. The engine of claim 7, wherein the valve train comprises:

a first cam shaft (31) fixedly mounted on the housing (6); the first cam shaft (31) is connected with the exhaust end of the cylinder;

a first timing sprocket (32) mounted on the first camshaft (31); the first timing chain wheel (32) is fixedly connected with the first gear (13);

a second cam shaft (33) fixedly mounted on the housing (6); the second cam shaft (33) is connected with the air inlet end of the air cylinder;

and a second timing sprocket (34) mounted on the second cam shaft (33).

9. The engine according to claim 8, characterized in that the crank (21) has a crank shaft (211), on which crank shaft (211) a crank sprocket is mounted, which crank sprocket is in driving connection with the first timing sprocket (32), the second timing sprocket (34) via a chain (5).

10. A motorcycle, comprising:

an engine (10) being an engine (10) as claimed in any one of claims 7-9;

a frame (20) supporting the engine (10);

a traveling assembly (30) connected to the frame (20);

and a riding system (40) arranged above the frame (20) for riding by a user.