Motorcycle engine

Abstract

The embodiment of the utility model provides a motorcycle engine which comprises a crankshaft, the crankshaft comprises a main journal, a primary driving gear assembly, crank throws arranged on the two sides of the axis of the main journal, and crankshaft balance blocks arranged on the two sides of the crank throws; the number of the crankshaft balance blocks is six, and the two sides of each crank throw are each provided with one crankshaft balance block. The crankshaft balance blocks on the two sides of the crank throw corresponding to each air cylinder balance the reciprocating inertia force and the rotating inertia force of the connecting rod piston assemblies of the corresponding air cylinders and the crank throw respectively, and meanwhile, the crankshaft balance blocks are matched with the rotating inertia force of the balance shaft to achieve complete balance of each connecting rod piston assembly and the crank throw. The primary driving gear assembly is provided with a primary driving gear buffer mechanism; according to the engine, the problems of vibration and unstable power transmission are solved, the problem that power is not smooth or flameout occurs during low-load output of a high-gear engine is solved, and the driving comfort and the driving smoothness are improved.

Description

Technical Field

[0001] The utility model relates to the technical field of motorcycle engines, in particular to a motorcycle engine. Background Art

[0002] Motorcycle engines are usually divided into two categories: straddle bike engines and scooter engines. Motorcycles are widely used in people's daily travel because they are light and flexible, fast and have low energy consumption.

[0003] At present, as the demand for entertainment functions of motorcycle products becomes a trend, the demand for riding comfort and driving smoothness of motorcycles is becoming more and more obvious; the power of a motorcycle engine comes from the combustion of gas in the combustion chamber, and the expansion of the combustion gas pushes the piston, and the connecting rod transmits the power to the crankshaft. The rotational inertia force and reciprocating inertia force generated during the operation of the crankshaft, connecting rod and piston are both periodically changing. If these forces cannot offset each other in the body, coupled with the fluctuation of the output torque, it will cause the engine to be unbalanced and cause vehicle vibration; the speed change mechanism of the straddle motorcycle engine mostly realizes speed change through multi-speed gear switching and engagement. In order to adapt to the matching of the transmission ratio of each gear and the engine power, generally when the engine is output at low load, the vehicle can move forward smoothly in low gear, and power will be uneven or stalled in high gear; the vibration of the vehicle and the uneven output power will affect the riding comfort and driving smoothness. Utility Model Content

[0004] The utility model provides a motorcycle engine for solving the above problems, which is used to solve the technical problem that when the engine has low load output, the vehicle can move forward smoothly only in a low gear, and power is not smooth or the engine stalls in a high gear, which affects the riding comfort and driving smoothness of the vehicle.

[0005] In order to solve the above technical problems, the embodiments of the present invention adopt the following technical solutions:

[0006] An embodiment of the utility model provides a motorcycle engine, the engine comprising:

[0007] A crankcase body is provided with a cylinder, a crankshaft, a balance shaft, a connecting rod piston assembly, a clutch assembly, a transmission main shaft assembly and a transmission secondary shaft assembly.

[0008] The crankshaft comprises a main journal, a primary driving gear assembly, a crank throw arranged on both sides of the main journal axis, and a crankshaft balancing block arranged on both sides of the crank throw.

[0009] There are six crankshaft balance blocks, one of which is arranged on both sides of each crank. The two balance blocks individually balance the reciprocating inertia force and rotational inertia force of the connecting rod piston assembly and the crank corresponding to the cylinder, and cooperate with the rotational inertia force of the balance shaft to obtain complete balance of each connecting rod piston assembly and the crank. This not only effectively eliminates the vibration of the engine and minimizes the internal bending moment of each main journal, but also increases the moment of inertia, making the output torque stable, improving the vehicle's riding comfort and driving smoothness, and allowing the engine to exhibit smooth power even at the highest gear when outputting at the lowest load.

[0010] The primary drive gear assembly is provided with a primary drive gear buffer mechanism; the primary drive gear buffer mechanism comprises: a primary drive main gear, a primary drive sub-gear, a primary drive gear buffer spring, a primary drive gear buffer spring limiting column and a primary drive gear buffer spring gasket.

[0011] The balancing shaft includes a balancing shaft journal, a water pump driving gear, a balancing shaft driven gear assembly, and a balancing shaft balancing block arranged inside the balancing shaft journal.

[0012] The balancing shaft has two balancing blocks, which can provide suitable rotational inertia force and cooperate with the crankshaft balancing block to eliminate the vibration of the engine.

[0013] The balancing shaft transmits power through the cooperation of the primary driving gear assembly and the balancing shaft driven gear assembly.

[0014] The clutch assembly is provided with a clutch gear.

[0015] The transmission main shaft assembly is provided with a main shaft first gear, a main shaft second gear, a main shaft third and fourth gear, a main shaft fifth gear and a main shaft sixth gear.

[0016] The transmission countershaft assembly is provided with a countershaft first gear gear, a countershaft second gear gear, a countershaft third gear gear, a countershaft fourth gear gear, a countershaft fifth gear gear and a countershaft sixth gear gear.

[0017] The clutch assembly is mounted on the transmission main shaft assembly; the main shaft assembly transmits power through the cooperation of the primary drive gear and the clutch gear.

[0018] The primary drive gear buffer mechanism can reduce the impact force of the transmission between the clutch gear and the primary drive gear, thereby reducing transmission noise and making the output torque more stable.

[0019] The transmission countershaft assembly transmits power through the cooperation between the first gear of the main shaft and the first gear of the countershaft, or the second gear of the main shaft and the second gear of the countershaft, or the third and fourth gear of the main shaft and the third gear of the countershaft, or the third and fourth gear of the main shaft and the fourth gear of the countershaft, or the fifth gear of the main shaft and the fifth gear of the countershaft, or the sixth gear of the main shaft and the sixth gear of the countershaft.

[0020] The connecting rod piston assembly comprises a connecting rod assembly and a piston assembly; the large end of the connecting rod assembly is connected to the crankshaft throw, and the small end of the connecting rod assembly is connected to the piston assembly.

[0021] Compared with the prior art, the advantages of the utility model are as follows:

[0022] Balance blocks are provided on both sides of each crankshaft in the motorcycle engine, which cooperate with the balancing action of the balance shaft to obtain complete balance of each connecting rod piston assembly and the crankshaft, and increase the moment of inertia, so that the output torque becomes stable. At the same time, a gear buffer mechanism is provided on the primary drive gear to further make the output torque more stable, thereby achieving very smooth power even at the highest gear when the engine is output at the lowest load, thereby improving the riding comfort and driving smoothness. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the embodiments of the utility model application and the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the embodiments and the prior art description. Obviously, the drawings in the following description are only for the present embodiment. For ordinary technicians in this field, other drawings can also be obtained based on the drawings provided in this application without creative work.

[0024] Figure 1 It is a three-dimensional structural schematic diagram of an embodiment of the utility model;

[0025] Figure 2 It is a partial structural schematic diagram of an embodiment of the utility model;

[0026] Figure 3 It is a schematic diagram of a crankshaft of an engine provided by an embodiment of the utility model;

[0027] Figure 4 This is a schematic diagram of a balance shaft assembly of an engine provided by an embodiment of the utility model;

[0028] Figure 5 It is a schematic diagram of a transmission main shaft and a transmission secondary shaft of an engine provided by an embodiment of the utility model;

[0029] Figure 6It is a structural schematic diagram of a primary drive gear assembly of an engine provided by an embodiment of the utility model.

[0030] Markings: 110, crankcase; 111, cylinder; 120, crankshaft; 210, balance shaft; 130, connecting rod piston assembly; 310, clutch assembly; 410, transmission main shaft assembly; 420, transmission secondary shaft assembly; 121, main journal; 610, primary drive gear assembly; 122, crank; 123, crankshaft balance block; 621, primary drive main gear; 622, primary drive secondary gear; 623, primary drive gear buffer spring; 624, primary drive gear buffer spring limit column; 625, primary drive gear buffer spring gasket; 21 1. Balance shaft journal; 212. Water pump driving gear; 213. Balance shaft driven gear assembly; 214. Balance shaft balancing block; 311. Clutch gear; 411. Main shaft first gear gear; 412. Main shaft second gear gear; 413. Main shaft third and fourth gear gear; 414. Main shaft fifth gear gear; 415. Main shaft sixth gear gear; 421. Countershaft first gear gear; 422. Countershaft second gear gear; 423. Countershaft third gear gear; 424. Countershaft fourth gear gear; 425. Countershaft fifth gear gear; 426. Countershaft sixth gear gear; 131. Connecting rod assembly; 132. Piston assembly. DETAILED DESCRIPTION

[0031] The following content will be combined with the drawings in the embodiments of the present application to provide a detailed and comprehensive description of the technical solutions in the embodiments of the present application. It should be noted that the described embodiment is only one embodiment of the present application, not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work belong to the protection scope of the present application.

[0032] In the description of the embodiments of the utility model application, it should be noted that the orientation or position relationship indicated by the terms "upper", "lower", "left", "right", "front", "back", "inside", "outside", "center", "horizontal", "vertical", etc. is based on the orientation or position relationship shown in the accompanying drawings, and is only for the convenience of simplifying the description of the embodiments of the present application, rather than indicating or implying that the device or element referred to must have a specific orientation, and a specific orientation structure and operation, and therefore cannot be understood as a limitation on the embodiments of the present application. In addition, the terms "first", "second", and "third" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance. In the description of the present application, the meaning of multiple is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0033] In the description of the embodiments of the present utility model application, unless otherwise clearly specified or limited, the terms "installed", "connected" and "connected" should be understood in a broad sense. The first feature may be directly connected to the second feature, or they may be indirectly connected through an intermediate medium. In the present application, unless otherwise clearly specified or limited, the first feature being "above" or "below" the second feature may mean that the first feature and the second feature are in direct contact, or they may be in indirect contact through an intermediate medium. Furthermore, the first feature being "on the upper side" of the second feature may mean that the first feature is directly above or obliquely above the second feature, or it may simply mean that the first feature is at a higher level than the second feature. The first feature being "on the lower side" of the second feature may mean that the first feature is directly below or obliquely below the second feature, or it may simply mean that the first feature is at a lower level than the second feature.

[0034] Unless otherwise defined in this embodiment, all technical and scientific terms used in this application have the same meaning as those commonly understood by those skilled in the art to which this application belongs. The terms used in the description of this application are only for describing specific implementations and are not intended to limit this application.

[0035] The following is a further detailed description of the specific implementation of the present invention in conjunction with the accompanying drawings and examples. The following examples are used to illustrate the present invention, but are not intended to limit the scope of the present invention.

[0036] like Figure 1-6 As shown, in this embodiment, an engine is provided, and the engine includes:

[0037] A crankcase 110, wherein a cylinder 111, a crankshaft 120, a balance shaft 210, a connecting rod piston assembly 130, a clutch assembly 310, a transmission main shaft assembly 410 and a transmission secondary shaft assembly 420 are arranged in the crankcase 110;

[0038] Cylinder 111, the cylinder 111 and the crankcase 110 are of an integrated design, and the cylinder 111 and the crankcase 110 are of an integrated low-pressure casting. This design and molding method can greatly enhance the overall strength of the cylinder 111 and the crankcase 110, and reduce assembly labor, avoiding the problem of joint surface leakage caused by assembly problems;

[0039] A crankshaft 120, the crankshaft 120 comprising a main journal 121, a primary drive gear assembly 610, a crank throw 122 disposed on both sides of the axis of the main journal 121, and a crankshaft balance block 123 disposed on both sides of the crank throw 122;

[0040] A primary drive gear assembly 610, wherein the primary drive gear assembly 610 is provided with a primary drive gear buffer mechanism; the primary drive gear buffer mechanism comprises a primary drive main gear 621, a primary drive sub-gear 622, a primary drive gear buffer spring 623, a primary drive gear buffer spring limiting column 624 and a primary drive gear buffer spring washer 625;

[0041] The primary drive gear assembly 610 is fixed on the axis of the main journal 121 of the crankshaft 120 in an interference fit manner;

[0042] The balancing shaft 210 includes a balancing shaft journal 211, a water pump driving gear 212, a balancing shaft driven gear assembly 213, and a balancing shaft balancing block 214 disposed inside the balancing shaft journal 211;

[0043] The balancing shaft balancing weights 214 are provided with two, which are distributed on the inner sides of the balancing shaft journals 211 on both sides. The entire balancing shaft 210 is statically balanced, that is, the center of gravity of the balancing shaft 210 is on its rotation axis, but the balancing shaft 210 is dynamically unbalanced. By calculating and setting a suitable dynamic unbalance amount, a suitable rotational inertia force can be provided, which cooperates with the crankshaft balancing weight 123 to eliminate the vibration of the engine.

[0044] The balancing shaft 210 transmits power through the cooperation of the primary driving gear assembly 610 and the balancing shaft driven gear assembly 213;

[0045] The balancing shaft driven gear assembly 213 is fixed on the axis of the balancing shaft journal 211 of the balancing shaft 210 in an interference fit manner;

[0046] A clutch assembly 310, wherein the clutch assembly 310 is provided with a clutch gear 311;

[0047] The transmission main shaft assembly 410 is provided with a main shaft first gear 411, a main shaft second gear 412, a main shaft third and fourth gears, a main shaft fifth gear 414 and a main shaft sixth gear 415;

[0048] The transmission countershaft assembly 420 is provided with a countershaft first gear gear 421, a countershaft second gear gear 422, a countershaft third gear gear 423, a countershaft fourth gear gear 424, a countershaft fifth gear gear 425 and a countershaft sixth gear gear 426;

[0049] The clutch assembly 310 is mounted on the transmission main shaft assembly 410; the main shaft assembly transmits power through the cooperation of the primary drive gear and the clutch gear 311;

[0050] The primary drive gear buffer mechanism can reduce the impact force of the transmission between the clutch gear 311 and the primary drive gear, thereby reducing transmission noise and making the output torque more stable;

[0051] The transmission countershaft assembly 420 transmits power through the cooperation between the main shaft first gear 411 and the counter shaft first gear 421, or the main shaft second gear 412 and the counter shaft second gear 422, or the main shaft third and fourth gear 413 and the counter shaft third gear 423, or the main shaft third and fourth gear 413 and the counter shaft fourth gear 424, or the main shaft fifth gear 414 and the counter shaft fifth gear 425, or the main shaft sixth gear 415 and the counter shaft sixth gear 426;

[0052] When the main shaft first gear 411 and the counter shaft first gear 421 cooperate to drive, it is the first gear;

[0053] When the main shaft second gear 412 and the counter shaft second gear 422 cooperate to drive, it is the second gear;

[0054] When the third and fourth gears 413 of the main shaft cooperate with the third gear 423 of the counter shaft for transmission, the third gear is in gear;

[0055] When the third and fourth gears 413 of the main shaft cooperate with the fourth gear 424 of the counter shaft for transmission, the fourth gear is in gear;

[0056] When the main shaft fifth gear 414 and the counter shaft fifth gear 425 cooperate to drive, it is the fifth gear;

[0057] When the main shaft sixth gear 415 and the counter shaft sixth gear 426 cooperate to drive, it is the sixth gear;

[0058] The first gear, the second gear and the third gear are defined as low gears; the fourth gear, the fifth gear and the sixth gear are defined as high gears; the sixth gear is defined as the highest gear;

[0059] A connecting rod piston assembly 130, the connecting rod piston assembly 130 comprises a connecting rod assembly 131 and a piston assembly 132; the large end of the connecting rod assembly 131 is connected to the crank 122 of the crankshaft 120, and the small end of the connecting rod assembly 131 is connected to the piston assembly 132;

[0060] The power source of the engine is the explosive force of burning fuel, which pushes the piston assembly 132, and the connecting rod assembly 131 converts the reciprocating motion of the piston assembly 132 into the rotational motion of the crankshaft 120. The clutch assembly 310 transmits the rotational power of the crankshaft 120 to the transmission main shaft assembly 410, and the transmission main shaft assembly 410 transmits the power to the transmission countershaft assembly 420 according to the gear ratio of a certain gear.

[0061] There are six crankshaft balancing blocks 123, one crankshaft balancing block 123 is arranged on each side of the crank 122, and the two crankshaft balancing blocks 123 on the same crank 122 are symmetrically designed. Through the calculation of the unbalance amount, the two crankshaft balancing blocks 123 corresponding to the crank 122 can balance the reciprocating inertia force and the rotational inertia force of the connecting rod piston assembly 130 and the crank 122 corresponding to the cylinder 111, and at the same time cooperate with the rotational inertia force of the balancing shaft 210 to obtain each The connecting rod-piston assembly 130 and the crankshaft 122 are completely balanced, which not only effectively eliminates the vibration of the engine, but also minimizes the internal bending moment of each main journal 121, thereby extending the service life of the crankshaft 120, and increases the rotational inertia of the crankshaft 120 and the connecting rod-piston assembly 130, so that the engine output torque becomes more stable, improves the vehicle's riding comfort and driving smoothness, and enables the engine to exhibit very smooth power even in the highest gear when the engine is output at the lowest load.

[0062] As described above, the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features thereof may be replaced by equivalents. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A motorcycle engine, characterized in that: The engine comprises: A crankshaft, the crankshaft comprising a main journal, a primary drive gear assembly, a crankshaft disposed on both sides of the main journal axis, and crankshaft balancing blocks disposed on both sides of the crankshaft; six crankshaft balancing blocks are provided, one crankshaft balancing block is disposed on both sides of each crankshaft; the crankshaft balancing blocks on both sides of the crankshaft corresponding to each cylinder respectively balance the reciprocating inertia force and rotational inertia force of the connecting rod piston assembly and the crankshaft corresponding to the cylinder, and cooperate with the rotational inertia force of the balancing shaft to obtain complete balance of each connecting rod piston assembly and the crankshaft.

2. The motorcycle engine according to claim 1, characterized in that: The primary drive gear assembly is provided with a primary drive gear buffer mechanism; the primary drive gear buffer mechanism comprises a primary drive main gear, a primary drive sub-gear, a primary drive gear buffer spring, a primary drive gear buffer spring limiting column and a primary drive gear buffer spring gasket.

3. The motorcycle engine according to claim 1, characterized in that: The engine also includes: A balancing shaft, the balancing shaft comprising a balancing shaft journal, a balancing shaft driven gear assembly and a balancing shaft balancing block arranged inside the balancing shaft journal; two balancing shaft balancing blocks are provided; the balancing shaft transmits power through the cooperation of the primary driving gear assembly and the balancing shaft driven gear assembly.

4. The motorcycle engine according to claim 1, characterized in that: The cylinder and the crankcase are of an integrated low-pressure casting design.

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