Configuration structure of balance shaft and crankshaft of motorcycle engine

Abstract

The utility model relates to the technical field of motorcycle engines, and discloses a configuration structure of a balance shaft and a crankshaft of a motorcycle engine, which comprises a crankcase body, a crankshaft connecting rod and a balance driving tooth, the crankshaft connecting rod is arranged in the crankcase body, and the balance driving tooth is connected on the crankshaft connecting rod. A crankcase body lining body is arranged outside the crankcase body, the balance driving gear is located between the crankcase body and the crankcase body lining body, and a balance driven gear assembly connected with the balance driving gear is further arranged between the crankcase body and the crankcase body lining body. The engine is simple and small in structure, convenient and reliable to use and low in manufacturing cost.

Description

Technical Field

[0001] The utility model relates to the technical field of motorcycle engines, in particular to a configuration structure of a balance shaft and a crankshaft of a motorcycle engine. Background Art

[0002] The connection method between the motorcycle crankshaft connecting rod and the balance shaft involves the precise matching of the internal structure of the motorcycle engine. The crankshaft connecting rod is responsible for converting the reciprocating motion of the piston into the rotational motion of the crankshaft. The main function of the balance shaft is to balance the crankshaft and reduce engine vibration. The balance shaft is provided with a driven gear and a sector block. The driven gear cooperates with the driving gear on the crankshaft to achieve synchronous rotation with the crankshaft. The connection between the motorcycle crankshaft connecting rod and the balance shaft is mainly achieved through gear transmission, key connection, and sector blocks and installation limit steps. During the assembly process, the synchronous rotation and stable installation of the two should be ensured to achieve the purpose of reducing engine vibration.

[0003] Chinese patent document CN202451701U discloses a balancing shaft device for a horizontal engine crankshaft connecting rod, including a balancing shaft and an oil pump shaft parallel to the axis of a crankshaft connecting rod assembly installed in an engine case, an oil pump driven gear being provided on the oil pump shaft, a sector-shaped balancing block being installed on the balancing shaft, a balancing driven gear and an oil pump driving gear meshing with the oil pump driven gear being installed in sequence at one end of the balancing shaft, and an oil passage for lubricating the bottom of the driven gear being provided in the engine case below the oil pump driven gear.

[0004] The prior art has the following disadvantages: in the prior art, the crankshaft connecting rod, the balance shaft, the oil pump driving gear, the balance driven gear and other structures are all arranged in the engine case, which makes the internal structure of the engine more complicated and the engine volume larger. Utility Model Content

[0005] The utility model provides a configuration structure of a balance shaft and a crankshaft of a motorcycle engine with a simple internal structure and a small volume, comprising a crankcase body, a crankshaft connecting rod and a balance active tooth, wherein the crankshaft connecting rod is arranged inside the crankcase body, and the balance active tooth is connected to the crankshaft connecting rod. The utility model is characterized in that a case liner is provided outside the crankcase body, the balance active tooth is located between the crankcase body and the case liner, and a balance driven tooth assembly connected to the balance active tooth is also provided between the crankcase body and the case liner.

[0006] Preferably, the balanced driven gear assembly includes a balanced driven gear, a needle bearing and a balanced transmission shaft, the balanced driven gear is rotatably connected to the balanced transmission shaft through the needle bearing, and the balanced transmission shaft is fixedly connected between the crankcase body and the body liner.

[0007] In order to further reduce the volume share while achieving the balanced shock-absorbing function, the balanced driven tooth includes a driven tooth body and two balancing weight blocks, and the balancing weight blocks are located in the lower half of both sides of the driven tooth body.

[0008] In order to further reduce weight, the upper half of the balanced driven gear is provided with a plurality of weight-reducing holes.

[0009] Preferably, two flat washers are provided on the balancing transmission shaft, and the flat washers are respectively located at both ends of the needle bearing.

[0010] In order to facilitate the rotation of the balanced driven gear and increase its service life, the balanced transmission shaft is provided with an oil inlet hole, a lubrication channel and an oil outlet hole. The oil inlet hole is located at the end of the balanced transmission shaft and is arranged upward, and the oil outlet hole is located in the middle of the balanced transmission shaft and is arranged downward. The lubrication channel is respectively connected to the oil inlet hole and the oil outlet hole and is arranged horizontally in the balanced transmission shaft.

[0011] In order to facilitate lubrication of the inside of the balanced transmission shaft, the oil inlet hole is located in the crankcase body, and a guide reinforcement rib is provided on the inner wall of the crankcase body. The guide reinforcement rib is located at the connection between the crankcase body and the balanced transmission shaft, and the oil inlet hole is located below the guide reinforcement rib.

[0012] Furthermore, a second flow guide reinforcement rib is provided on the outer wall of the crankcase body, and the second flow guide reinforcement rib is located at the connection between the crankcase body and the outer side of the balancing transmission shaft. An oil guide port is provided below the second flow guide reinforcement rib, and the balancing transmission shaft is located below the oil guide port.

[0013] Preferably, the guide reinforcement rib 1 and the guide reinforcement rib 2 both present a drainage structure that is larger at the top and smaller at the bottom.

[0014] Preferably, the crankcase case includes a left case and a right case, the case liner includes a left case liner and a right case liner, the left case liner is located outside the left case, the right case liner is located outside the right case, and the balancing active gear and balancing driven gear assembly are located between the left case and the left case liner or between the right case and the right case liner.

[0015] The utility model has the following beneficial effects:

[0016] 1. Compared with the same type, the utility model reduces the complex structure inside the crankcase body, does not need to set a balancing block separately, and the balancing driven gear assembly is arranged outside the crankcase body. The overall structure is compact, and the space between the case liner and the crankcase body is fully utilized. It has a simple and compact structure, ingenious design, convenient and reliable use, and good vibration reduction effect.

[0017] 2. The balance driven gear is combined with the counterweight block to further reduce the space occupied, and a weight-reducing hole is provided above the counterweight block to replace the conventional balance shaft structure. This structure can not only play a balancing role, but also save engine space and reduce development costs. At the same time, it also achieves the weight reduction effect of the whole machine, and has the advantages of light weight and low manufacturing cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a schematic diagram of an embodiment of the configuration structure of a balance shaft and a crankshaft of a motorcycle engine of the utility model;

[0019] Figure 2 It is a schematic diagram of the connection structure between the crankshaft connecting rod and the balancing active gear;

[0020] Figure 3 A schematic diagram of a balanced driven gear assembly;

[0021] Figure 4 for Figure 3 Schematic diagram of AA in the middle;

[0022] Figure 5 is a schematic diagram of the inner wall of the right box;

[0023] Figure 6 This is a schematic diagram of the outer wall of the right box. DETAILED DESCRIPTION

[0024] The following is further described in detail through specific implementation methods:

[0025] 1. The reference numerals in the drawings of the specification include: crankcase body 1, crankshaft connecting rod 2, optical axis 201, spline 202, balanced driving gear 3, case lining 4, balanced driven gear assembly 5, balanced driven gear 6, driven gear body 601, balancing weight block 602, weight reduction hole 603, needle bearing 7, balanced transmission shaft 8, oil inlet hole 801, lubrication channel 802, oil outlet hole 803, flat washer 9, bolt 10, pressure plate 11, guide reinforcement rib 1 12, guide reinforcement rib 2 13, left case 14, right case 15, right case lining 16, oil guide port 17, crankshaft hole 18.

[0026] Example 1

[0027] like Figure 1-6As shown, a configuration structure of a balance shaft and a crankshaft of a motorcycle engine includes a crankcase body 1, a crankshaft connecting rod 2 and a balance driving tooth 3, wherein the crankshaft connecting rod 2 is arranged in the crankcase body 1, and the balance driving tooth 3 is connected to the crankshaft connecting rod 2 through an optical axis 201 and a spline 202, wherein the optical axis 201 axially positions the balance driving tooth 3, and the spline 202 radially limits the balance driving tooth 3, and a case liner 4 is provided outside the crankcase body 1, and the balance driving tooth 3 is located between the crankcase body 1 and the case liner 4, and a balance driven tooth assembly 5 connected to the balance driving tooth 3 is also provided between the crankcase body 1 and the case liner 4.

[0028] The balanced driven gear assembly 5 includes a balanced driven gear 6, a needle bearing 7, a balanced transmission shaft 8 and two flat washers 9. The balanced driven gear 6 is rotatably connected to the balanced transmission shaft 8 through the needle bearing 7. One end of the balanced transmission shaft 8 is fixedly connected to the crankcase body 1 through bolts 10 and a pressure plate 11. The bolts 10 and the pressure plate 11 limit the balanced transmission shaft 8 in the axial and radial directions. The other end of the balanced transmission shaft 8 is connected to the case liner 4. The flat washers 9 are respectively located at both ends of the needle bearing 7 to limit the needle bearing 7 and the balanced driven gear 6.

[0029] The balanced driven tooth 6 includes a driven tooth body 601 and two semicircular balancing weights 602 . The two balancing weights 602 are located at the lower half of the two side walls of the driven tooth body 601 . The upper half of the balanced driven tooth 6 is evenly provided with four weight-reducing holes 603 .

[0030] The balancing transmission shaft 8 is provided with an oil inlet hole 801, a lubrication channel 802 and two oil outlet holes 803. The oil inlet hole 801 is located at the end of the balancing transmission shaft 8 and is arranged upward, the oil outlet hole 803 is located in the middle of the balancing transmission shaft 8 and is arranged downward, and the lubrication channel 802 is respectively connected to the oil inlet hole 801 and the oil outlet hole 803 and is arranged horizontally in the balancing transmission shaft 8.

[0031] The oil inlet hole 801 is located in the crankcase body 1, the inner wall of the crankcase body 1 is facing the crankshaft connecting rod 2, and the outer wall of the crankcase body 1 is facing the case lining 4. The inner wall of the crankcase body 1 is provided with a guide reinforcement rib 12, and the guide reinforcement rib 12 is located at the connection between the crankcase body 1 and the balance transmission shaft 8, and the oil inlet hole 801 is below the guide reinforcement rib 12; the outer wall of the crankcase body 1 is provided with a guide reinforcement rib 2 13, and the guide reinforcement rib 2 13 is located at the connection between the crankcase body 1 and the outer side of the balance transmission shaft 8, and an oil guide port 17 is provided below the guide reinforcement rib 2 13, and below the oil guide port 17 is The balanced transmission shaft 8; the guide reinforcement rib 1 12 and the guide reinforcement rib 2 13 are both V-shaped drainage structures with a larger upper part and a smaller lower part, the right side length of the guide reinforcement rib 2 13 is longer than the left side length, and the right side of the guide reinforcement rib 2 13 is fitted on one side of the crankshaft hole 18 on the crankcase body 1, and the lubricating oil of the crankcase body 1 is brought up or splashed onto the guide reinforcement rib 1 12 during the rotation of the crankshaft connecting rod 2, and the guide reinforcement rib 1 12 gathers the lubricating oil to the inside of the balanced transmission shaft 8, and the lubricating oil between the crankcase body 1 and the body liner 4 is brought up or splashed onto the guide reinforcement rib 2 13, and the guide reinforcement rib 2 13 gathers the lubricating oil to the outside of the balanced transmission shaft 8.

[0032] The crankcase case 1 includes a left case 14 and a right case 15, and the case liner 4 includes a left case liner and a right case liner 16. The left case liner is located outside the left case 14, and the right case liner 16 is located outside the right case 15. The present embodiment takes the example that the balanced active gear 3 and the balanced driven gear assembly 5 are located between the right case 15 and the right case liner 16. The structure and setting position of the left case liner and the right case liner 16 are conventional technologies and will not be elaborated on herein.

[0033] The above is only an embodiment of the utility model. The common sense such as the known specific structure and characteristics in the scheme is not described in detail here. The ordinary technicians in the relevant field know all the common technical knowledge in the technical field of the utility model before the application date or priority date, can obtain all the existing technologies in the field, and have the ability to apply the conventional experimental means before that date. The ordinary technicians in the relevant field can improve and implement this scheme in combination with their own abilities under the enlightenment given by this application. Some typical known structures or known methods should not become obstacles for ordinary technicians in the relevant field to implement this application. It should be pointed out that for the technicians in this field, without departing from the structure of the utility model, several deformations and improvements can be made, which should also be regarded as the protection scope of the utility model, which will not affect the effect of the implementation of the utility model and the practicality of the patent. The protection scope required by this application shall be based on the content of its claims, and the specific implementation methods and other records in the specification can be used to explain the content of the claims.

Claims

1. A configuration structure of a balance shaft and a crankshaft of a motorcycle engine, comprising a crankcase, a crankshaft connecting rod and a balance active gear, wherein the crankshaft connecting rod is arranged in the crankcase, and the balance active gear is connected to the crankshaft connecting rod, characterized in that: A case liner is disposed outside the crankcase body, the balancing active gear is located between the crankcase body and the case liner, and a balancing driven gear assembly connected to the balancing active gear is also disposed between the crankcase body and the case liner.

2. The configuration structure of the balance shaft and crankshaft of a motorcycle engine according to claim 1, characterized in that: The balanced driven gear assembly includes a balanced driven gear, a needle roller bearing and a balanced transmission shaft. The balanced driven gear is rotatably connected to the balanced transmission shaft through the needle roller bearing, and the balanced transmission shaft is fixedly connected between the crankcase body and the body liner.

3. The configuration structure of the balance shaft and crankshaft of a motorcycle engine according to claim 2, characterized in that: The balanced driven gear comprises a driven gear body and two balancing weight blocks, and the balancing weight blocks are located at the lower half of both sides of the driven gear body.

4. The configuration structure of the balance shaft and crankshaft of a motorcycle engine according to claim 3, characterized in that: The upper half of the balanced driven gear is provided with a plurality of weight-reducing holes.

5. The configuration structure of the balance shaft and crankshaft of a motorcycle engine according to any one of claims 2 to 4, characterized in that: The balancing transmission shaft is provided with two flat washers, which are respectively located at two ends of the needle roller bearing.

6. The configuration structure of the balance shaft and crankshaft of a motorcycle engine according to any one of claims 2 to 4, characterized in that: The balancing transmission shaft is provided with an oil inlet hole, a lubrication channel and an oil outlet hole. The oil inlet hole is located at the end of the balancing transmission shaft and is arranged upward, the oil outlet hole is located in the middle of the balancing transmission shaft and is arranged downward, and the lubrication channel is respectively connected to the oil inlet hole and the oil outlet hole and is arranged horizontally in the balancing transmission shaft.

7. The configuration structure of the balance shaft and crankshaft of a motorcycle engine according to claim 6, characterized in that: The oil inlet hole is located in the crankcase body, a flow guide reinforcement rib is provided on the inner wall of the crankcase body, the flow guide reinforcement rib is located at the connection between the crankcase body and the balance transmission shaft, and the oil inlet hole is below the flow guide reinforcement rib.

8. The configuration structure of the balance shaft and crankshaft of a motorcycle engine according to claim 7, characterized in that: The outer wall of the crankcase body is provided with two flow guide reinforcement ribs, and the two flow guide reinforcement ribs are located at the connection between the crankcase body and the outer side of the balancing transmission shaft. An oil guide port is provided below the two flow guide reinforcement ribs, and the balancing transmission shaft is located below the oil guide port.

9. The configuration structure of the balance shaft and crankshaft of a motorcycle engine according to claim 8, characterized in that: The first flow guide reinforcement rib and the second flow guide reinforcement rib both present a drainage structure that is larger at the top and smaller at the bottom.

10. The arrangement structure of the balance shaft and crankshaft of a motorcycle engine according to any one of claims 1, 2, 3, 4, 7, 8 and 9, characterized in that: The crankcase case includes a left case and a right case, the case liner includes a left case liner and a right case liner, the left case liner is located outside the left case, the right case liner is located outside the right case, the balancing active gear and balancing driven gear assembly are located between the left case and the left case liner or between the right case and the right case liner.

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