Motorcycle crankshaft vibration reduction structure

Abstract

The utility model relates to the technical field of crankshafts, and discloses a motorcycle crankshaft vibration reduction structure which comprises a connecting rod shaft, one side of the outer wall of the connecting rod shaft is fixedly connected with first rotating shafts in a square array, the outer walls of the first rotating shafts are rotationally connected with transmission rods, and the interiors of the transmission rods are rotationally connected with second rotating shafts. A transmission block is fixedly connected to the outer wall of the second rotating shaft, a sliding groove is formed in the connecting block, the outer wall of the transmission block is slidably connected to the interior of the sliding groove, a first anti-vibration pad is fixedly connected to the interior of the connecting block, a first crank arm is fixedly connected to the outer wall of the connecting block, and a balance assembly is arranged on one side of the outer wall of the first crank arm. According to the utility model, the effect of damping the crankshaft when vibration is generated in the movement of the crankshaft is achieved, the problems that the existing crankshaft is not provided with a damping structure, the vibration and impact generated in the movement can cause the fatigue and damage of parts, and the long-term stable work is not facilitated are solved, and the stability is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of crankshafts, in particular to a vibration damping structure for a motorcycle crankshaft. Background Technique

[0002] The vibration damping structure of a motorcycle crankshaft stems from the need to control and optimize engine vibration and shock. In a motorcycle engine, the crankshaft is a key component that undertakes the function of converting reciprocating motion into rotational power. However, the movement of the crankshaft will also generate vibration and shock, which will not only reduce driving comfort but also may cause damage to the engine and other components. In order to reduce crankshaft vibration and improve driving comfort, engineers began to explore the possibility of using shock absorbers to reduce crankshaft vibration.

[0003] The crankshaft is based on the rotational motion of a connecting rod mechanism. When the piston moves up and down in the cylinder, the connecting rod shaft will drive the crankshaft connecting rod to produce reciprocating motion. The rotation of the crankshaft connecting rod causes the entire crankshaft to produce rotational motion, converting reciprocating motion into rotational power. At the same time, the movement of the camshaft is also driven by the crankshaft to control the opening and closing of the valves, adjust fuel injection, etc., to complete the working cycle of the internal combustion engine.

[0004] However, existing crankshafts often do not have a vibration damping structure. When the engine is working, the rotational motion of the crankshaft will generate vibration and shock, which will be transmitted to the entire vehicle structure, affecting driving comfort and causing fatigue and damage to components, and is not conducive to long-term stable operation. For this reason, a vibration damping structure for a motorcycle crankshaft is proposed to solve the above problems. Content of the Utility Model

[0005] In order to make up for the above deficiencies, the utility model provides a vibration damping structure for a motorcycle crankshaft, aiming to improve the problem that existing crankshafts in the prior art do not have a vibration damping structure, and the vibration and shock generated during movement will cause fatigue and damage to components, and are not conducive to long-term stable operation.

[0006] In order to achieve the above purpose, the utility model adopts the following technical scheme: a vibration damping structure for a motorcycle crankshaft, including a connecting rod shaft, on one side of the outer wall of the connecting rod shaft, a first rotating shaft arranged in a square array is fixedly connected, on the outer walls of the first rotating shafts, transmission rods are rotatably connected, inside the transmission rods, a second rotating shaft is rotatably connected, on the outer wall of the second rotating shaft, a transmission block is fixedly connected, on one side of the outer wall of the transmission block, a spring is fixedly connected, on the outer wall of the connecting rod shaft, a connecting block is slidably connected, inside the connecting block, a chute is opened, the outer walls of the transmission blocks are all slidably connected inside the chute, inside the connecting block, a first damping pad is fixedly connected, on the outer wall of the connecting block, a first crank arm is fixedly connected, and on one side of the outer wall of the first crank arm, a balance assembly is arranged;

[0007] As a further description of the above technical solution: The balance component includes a balance weight and a second crank arm. The outer wall of the balance weight is fixedly connected to one side of the outer wall of the second crank arm, and one side of the outer wall of the second crank arm is fixedly connected to one side of the outer wall of the first crank arm;

[0008] As a further description of the above technical solution: A main shaft is fixedly connected to one side of the outer walls of both the first crank arm and the second crank arm;

[0009] As a further description of the above technical solution: A plurality of bearing bushes are slidably connected to the outer wall of the main shaft, and a second damping pad is slidably connected to the outer wall of the bearing bush;

[0010] As a further description of the above technical solution: A fixing block is fixedly connected to the outer wall of the second damping pad;

[0011] As a further description of the above technical solution: An oil inlet pipe is fixedly connected inside the fixing block, and an oil inlet nozzle is fixedly connected to one end of the oil inlet pipe;

[0012] As a further description of the above technical solution: A one-way valve one is fixedly connected inside the oil inlet pipe, and an oil outlet pipe is fixedly connected inside the fixing block;

[0013] As a further description of the above technical solution: A one-way valve two is fixedly connected inside the oil outlet pipe, and an oil outlet nozzle is fixedly connected to one end of the one-way valve two.

[0014] The present utility model has the following beneficial effects:

[0015] 1. In the present utility model, through the cooperation between the first rotating shaft, the transmission rod, the second rotating shaft, the transmission block, the spring and the first damping pad, the effect of damping the vibration generated during the movement of the crankshaft is achieved, solving the problem that the existing crankshaft does not have a damping structure, and the vibration and impact generated during the movement will cause fatigue and damage to the components, which is not conducive to long-term stable operation, and improving the stability.

[0016] 2. In the present utility model, through the cooperation between the fixing block, the oil inlet pipe, the one-way valve one, the oil inlet nozzle, the second damping pad, the bearing bush, the oil outlet nozzle and the one-way valve two, the effect of lubricating the main shaft while damping it is achieved, solving the problem that in the case of lack of lubricating oil, the friction between the crankshaft and other moving parts will generate more noise and vibration, reducing the running smoothness of the engine and the driving comfort, and improving the comfort. Description of the Drawings

[0017] Figure 1 It is a three-dimensional schematic diagram of a motorcycle crankshaft damping structure proposed by the present utility model;

[0018] Figure 2Schematic diagram of the transmission rod of a motorcycle crankshaft damping structure proposed by the present utility model;

[0019] Figure 3 Schematic diagram of the bearing bush of a motorcycle crankshaft damping structure proposed by the present utility model.

[0020] Legend:

[0021] 1. Connecting rod shaft; 2. Rotating shaft I; 3. Transmission rod; 4. Rotating shaft II; 5. Transmission block; 6. Spring; 7. Slide groove; 8. Vibration damping pad I; 9. Connecting block; 10. Crank arm I; 11. Balancing weight; 12. Crank arm II; 13. Main shaft; 14. Fixed block; 15. Oil inlet pipe; 16. Check valve I; 17. Oil inlet nozzle; 18. Vibration damping pad II; 19. Bearing bush; 20. Oil outlet nozzle; 21. Oil outlet pipe; 22. Check valve II. Specific implementation mode

[0022] Next, the technical solutions in the embodiments of the present utility model will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present utility model without creative efforts shall fall within the protection scope of the present utility model.

[0023] Referring to Figure 1 - Figure 3 , an embodiment provided by the present utility model: a motorcycle crankshaft damping structure includes a connecting rod shaft 1. On one side of the outer wall of the connecting rod shaft 1, a rotating shaft I 2 arranged in a square array is fixedly connected. The outer walls of the rotating shaft I 2 are all rotatably connected with a transmission rod 3. A rotating shaft II 4 is rotatably connected inside the transmission rod 3. A transmission block 5 is fixedly connected to the outer wall of the rotating shaft II 4. A spring 6 is fixedly connected to one side of the outer wall of the transmission block 5. A connecting block 9 is slidably connected to the outer wall of the connecting rod shaft 1. A slide groove 7 is formed inside the connecting block 9. The outer walls of the transmission blocks 5 are all slidably connected inside the slide groove 7. A vibration damping pad I 8 is fixedly connected inside the connecting block 9. A crank arm I 10 is fixedly connected to the outer wall of the connecting block 9. A balancing component is arranged on one side of the outer wall of the crank arm I 10;

[0024] Specifically, when using this motorcycle crankshaft vibration damping structure, during the movement of the crankshaft, when the connecting rod shaft 1 is subjected to a lateral force, it will be transmitted to the first rotating shaft 2, and then drive the transmission rod 3 to move. Subsequently, the transmission rod 3 transmits the force to the transmission block 5 through the second rotating shaft 4. At this time, the transmission block 5 is forced to move and squeeze the spring 6, causing the spring 6 to reduce the vibration. At the same time, the force will also be transmitted to the first damping pad 8, enabling the spring 6 and the first damping pad 8 to reduce vibration simultaneously. This damping mechanism can effectively reduce the impact of vibration and shock on the vehicle structure and other components. By reducing the vibration level, the damping mechanism can extend the service life of the vehicle structure and components, and it can also improve the fuel economy of the vehicle, which is of positive significance for reducing fuel consumption, lowering emissions, and saving energy.

[0025] Refer to Figure 1 - Figure 3 , the balance assembly includes a balance weight 11 and a second crank arm 12. The outer wall of the balance weight 11 is fixedly connected to one side of the outer wall of the second crank arm 12, and one side of the outer wall of the second crank arm 12 is fixedly connected to one side of the outer wall of the first crank arm 10;

[0026] Specifically, when using this motorcycle crankshaft vibration damping structure, the second crank arm 12 and the balance weight 11 can reduce the vibration generated during the rotation of the crankshaft, and indirectly reduce the vibration generated by the crankshaft imbalance during the vehicle's driving process, maintaining the dynamic balance of the crankshaft.

[0027] Refer to Figure 1 - Figure 3 , both sides of the outer walls of the first crank arm 10 and the second crank arm 12 are fixedly connected with a main shaft 13. A plurality of bearing shells 19 are slidably connected to the outer wall of the main shaft 13. A second damping pad 18 is slidably connected to the outer wall of the bearing shell 19. A fixing block 14 is fixedly connected to the outer wall of the second damping pad 18. An oil inlet pipe 15 is fixedly connected inside the fixing block 14. An oil inlet nozzle 17 is fixedly connected to one end of the oil inlet pipe 15. A one-way valve 16 is fixedly connected inside the oil inlet pipe 15. An oil outlet pipe 21 is fixedly connected inside the fixing block 14. A one-way valve 22 is fixedly connected inside the oil outlet pipe 21. An oil outlet nozzle 20 is fixedly connected to one end of the one-way valve 22;

[0028] Specifically, when using this motorcycle crankshaft vibration damping structure, during the movement of the crankshaft, lubricating oil is introduced into the damping mechanism of the main shaft 13 through the oil inlet pipe 15, and then discharged from the oil outlet nozzle 20 and the oil outlet pipe 21 through the damping mechanism of the main shaft 13. When the crankshaft is running, the cooperation of the lubricating oil and the bearing shell 19 can reduce the noise and vibration generated during the movement of the main shaft 13. With the cooperation of the second damping pad 18, to a certain extent, it can play a role in damping the main shaft 13. Moreover, the lubricating oil can form a protective layer between the crankshaft and other friction surfaces, reducing friction and wear, lowering energy consumption, and maintaining the good working state of the engine.

[0029] Working principle: When using this motorcycle crankshaft vibration damping structure, during the movement of the crankshaft, when the connecting rod shaft 1 is subjected to a lateral force, the force is transmitted from the connecting rod shaft 1 to the first rotating shaft 2, and then the first rotating shaft 2 drives the transmission rod 3 to move. Subsequently, the transmission rod 3 transmits the force to the transmission block 5 through the second rotating shaft 4. Then, through the extrusion of the spring 6 by the transmission block 5, the vibration is reduced. At the same time, the force is also transmitted to the first vibration damping pad 8, enabling it to reduce vibration simultaneously. During the movement of the crankshaft, its balance weight 11 and the first crank arm 10 can balance the unbalanced force generated during the operation of the engine, thereby reducing the vibration and noise of the engine. A bearing bush 19 is provided on the outer wall of the main shaft 13, and at the same time, a second vibration damping pad 18 is provided on the outer wall of the bearing bush 19 to ensure that when the crankshaft is running, it can damp the main shaft 13. And during operation, lubricating oil is introduced into the vibration damping mechanism of the main shaft 13 through the oil inlet pipe 15 to lubricate its vibration damping mechanism.

[0030] Finally, it should be noted that the above are only the preferred embodiments of the present invention and are not used to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, for those skilled in the art, they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements for some of the technical features. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A motorcycle crankshaft vibration reduction structure, comprising a connecting rod shaft (1), characterized in that: One side of the outer wall of the connecting rod shaft (1) is fixedly connected to a rotating shaft 1 (2) in a square array, the outer wall of the rotating shaft 1 (2) is rotatably connected to a transmission rod (3), the transmission rod (3) is rotatably connected to a rotating shaft 2 (4), the outer wall of the rotating shaft 2 (4) is fixedly connected to a transmission block (5), one side of the outer wall of the transmission block (5) is fixedly connected to a spring (6), the outer wall of the connecting rod shaft (1) is slidably connected to a connecting block (9), a sliding groove (7) is provided inside the connecting block (9), the outer wall of the transmission block (5) is slidably connected inside the sliding groove (7), a vibration damping pad 1 (8) is fixedly connected inside the connecting block (9), the outer wall of the connecting block (9) is fixedly connected to a crank arm 1 (10), and a balancing component is provided on one side of the outer wall of the crank arm 1 (10).

2. A motorcycle crankshaft vibration reduction structure according to claim 1, characterized in that: The balancing assembly comprises a balancing block (11) and a second crank arm (12), wherein an outer wall of the balancing block (11) is fixedly connected to one side of an outer wall of the second crank arm (12), and one side of an outer wall of the second crank arm (12) is fixedly connected to one side of an outer wall of the first crank arm (10).

3. A motorcycle crankshaft vibration reduction structure according to claim 2, characterized in that: A main shaft (13) is fixedly connected to one side of the outer wall of the crank arm 1 (10) and the crank arm 2 (12).

4. A motorcycle crankshaft vibration reduction structure according to claim 3, characterized in that: The outer wall of the main shaft (13) is slidably connected to a plurality of bearing shells (19), and the outer wall of the bearing shell (19) is slidably connected to a second vibration damping pad (18).

5. A motorcycle crankshaft vibration reduction structure according to claim 4, characterized in that: The outer wall of the second vibration damping pad (18) is fixedly connected with a fixing block (14).

6. A motorcycle crankshaft vibration reduction structure according to claim 5, characterized in that: An oil inlet pipe (15) is fixedly connected inside the fixed block (14), and an oil inlet nozzle (17) is fixedly connected to one end of the oil inlet pipe (15).

7. A motorcycle crankshaft vibration reduction structure according to claim 6, characterized in that: A one-way valve (16) is fixedly connected inside the oil inlet pipe (15), and an oil outlet pipe (21) is fixedly connected inside the fixed block (14).

8. The motorcycle crankshaft vibration reduction structure according to claim 7, characterized in that: A second one-way valve (22) is fixedly connected inside the oil outlet pipe (21), and one end of the second one-way valve (22) is fixedly connected to an oil outlet nozzle (20).

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