A motorcycle engine balancing driven gear structure

Abstract

This utility model discloses a motorcycle engine balancing driven gear structure, including a driven gear and a secondary gear. The driven gear has several first grooves, and the secondary gear has several second grooves. The first and second grooves correspond one-to-one, and two corresponding grooves fit together to form a receiving cavity, within which a buffer element is provided. The first grooves and the corresponding second grooves are in clearance fit. A central shaft is provided on the driven gear, and the secondary gear is mounted on the central shaft. The driven gear and the central shaft are an integral structure. The advantages are: compared to traditional balancing driven gear structures, this solution uses more streamlined assembly components and a clever assembly arrangement. When gear meshing impact occurs, the instantaneous impact energy can be converted into controllable elastic deformation energy, thereby reducing vibration and noise, achieving system protection and improved stability.

Description

Technical Field

[0001] This utility model relates to a gear transmission pair for a motorcycle engine operating under varying conditions, specifically a balanced driven gear structure for a motorcycle engine. Background Technology

[0002] CN201687915U discloses a motorcycle engine balance gear, including a main gear, a secondary gear, a bushing, a main gear spring, a secondary gear spring, a retaining ring, a flat washer, and an elastic washer. Its unique feature is that the bushing is configured as a two-tiered boss seat, with a retaining ring groove at its upper end. The main gear and secondary gear are respectively fitted onto the bosses of the two-tiered boss seat within the bushing and then locked with retaining rings. To ensure the balance gear is secure, a flat washer or an elastic washer can be added between the retaining ring and the secondary gear. The bushing and the main gear have a clearance fit. The bushing and the secondary gear have a clearance fit. A corresponding main groove is provided between the bushing and the main gear, and a main gear spring is installed within the main groove. A corresponding secondary groove is provided between the bushing and the secondary gear, and a secondary gear spring is installed within the secondary groove. There are two or more main grooves, which are centrally symmetrical with respect to the pitch circle center of the main gear. There are two or more secondary grooves, which are centrally symmetrical with respect to the pitch circle center of the secondary gear.

[0003] In the above solution, the corresponding grooves between the bushing and the main and auxiliary teeth are fitted with main and auxiliary tooth springs, which can buffer the impact force during gear meshing and reduce gear meshing noise to a certain extent. However, its components and design are relatively redundant, and its vibration damping and noise reduction effects are poor when applied to small internal combustion engines. Utility Model Content

[0004] The purpose of this invention is to provide a motorcycle engine balancing driven gear structure with simplified components and good shock absorption and noise reduction effects.

[0005] To achieve the above objectives, the basic solution of this utility model provides a motorcycle engine balancing driven gear structure, including a driven gear and a secondary gear; the driven gear is provided with a plurality of first grooves, and the secondary gear is provided with a plurality of second grooves; the first grooves and the second grooves correspond one-to-one, and the corresponding two grooves cooperate to form a receiving cavity, and a buffer is provided in the receiving cavity.

[0006] The beneficial effects of this basic solution are as follows: compared with its traditional balanced driven gear structure, this solution uses more streamlined assembly components and ingenious assembly arrangement, and when gear meshing impact occurs, it can convert instantaneous impact energy into controllable elastic deformation energy, thereby reducing vibration and noise, achieving the effect of protecting the system and improving stability.

[0007] Preferably, the first groove and the corresponding second groove are in a clearance fit. This provides excellent cushioning at high engine speeds, further improving vibration damping and noise reduction performance, thereby significantly extending the service life of the auxiliary gear.

[0008] Preferably, the driven tooth is provided with a central shaft, and the auxiliary tooth is fitted onto the central shaft.

[0009] Preferably, the driven gear and the central shaft are an integral structure. This integral design reduces the number of mounting parts, simplifies the structure, and facilitates precise dimensional control and cost control.

[0010] Preferably, the buffer is a spring.

[0011] Preferably, the spring is horizontally assembled in the receiving cavity.

[0012] Preferably, in addition to the auxiliary teeth, the central shaft is also fitted with a washer assembly and fasteners in sequence. The buffer absorbs energy through elastic deformation, and at the same time, the elastic deformation of the washer assembly compensates for the tooth side clearance, forming a dual buffering, shock absorption, and noise reduction mechanism.

[0013] Preferably, the central shaft is provided with a retaining ring groove for assembling with fasteners.

[0014] Preferably, the washer assembly includes a disc washer and a flat washer.

[0015] Preferably, there are three first grooves evenly distributed on the driven tooth; correspondingly, there are three second grooves evenly distributed on the auxiliary tooth.

[0016] This utility model has the following beneficial effects:

[0017] 1. This solution achieves a high degree of simplification of the overall structure by deeply optimizing the structure and removing redundant components and designs, while ensuring complete functionality. This greatly improves the ease of installation, allows for rapid installation, and significantly saves time and labor costs.

[0018] 2. Based on component simplification, this solution employs multiple design features to better enhance vibration and noise reduction. It reduces issues such as component loosening and wear caused by vibration and noise, thereby protecting the system, improving stability, significantly extending product lifespan, and reducing subsequent maintenance and replacement costs. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the structure of Embodiment 1 of this utility model.

[0020] Figure 2 for Figure 1 Structural diagram of the driven tooth.

[0021] Figure 3 for Figure 1 Structural diagram of the intermediate auxiliary tooth. Detailed Implementation

[0022] 1. Definitions

[0023] "Clear fit" refers to a fit with a gap (including a minimum gap of zero). Specifically, it means that after the first groove and the second groove are engaged, there is a gap between the two grooves. The gap can be equal to zero or greater than zero.

[0024] 2. Existing Technology Description

[0025] Small internal combustion engines, with their high efficiency and flexibility, occupy an important position in many fields such as agricultural machinery, construction machinery, generator sets, and marine power. Continuous technological innovation is concentrated in areas such as combustion optimization, lightweight design, and intelligent control. These technological advancements not only improve the performance of internal combustion engines but also place more stringent demands on their internal transmission mechanisms—the design must be as simple and reasonable as possible to ensure operational reliability, reduce the probability of failure, and thus adapt to diverse application scenarios and high-intensity work requirements.

[0026] Focusing on motorcycle engines, the application of balancing driven gears plays a crucial role. During motorcycle operation, the engine piston reciprocates linearly within the cylinder at extremely high and uneven speeds, generating strong and irregular vibrations. The presence of balancing driven gears effectively reduces engine vibration, significantly improving riding comfort. Specifically, inside a motorcycle engine, a balance shaft is typically installed in the opposite direction of crankshaft rotation. The counterweights on the balance shaft work in conjunction with the counterweights on the piston connecting rod. The centrifugal force generated by their opposite rotation counteracts the vibrations produced by the piston movement, much like two forces pulling against each other, ultimately achieving a dynamic balance and making the engine run more smoothly.

[0027] However, with the rapid development of the times and the continuous breakthroughs in new energy technologies, the motorcycle industry is facing new development trends and requirements. While pursuing lightweighting to improve the overall performance and range of motorcycles, consumers and the market are also placing higher demands on the vibration damping and noise reduction performance of the balancing driven gear. This means that the balancing driven gear must not only maintain its original vibration cancellation function, but also innovate in terms of material selection and structural design to meet increasingly stringent vibration damping and noise reduction requirements. For example, in terms of materials, it may be necessary to develop and apply new materials that are lighter, higher strength, and have good vibration damping performance; in terms of structural design, it may be necessary to adopt more precise and optimized tooth profiles and layouts to reduce vibration and noise generated during gear meshing from the source.

[0028] 3. Example Description

[0029] Therefore, this utility model provides a motorcycle engine balanced driven gear structure that can better adapt to the requirements of small internal combustion engines and can also be applied to other internal combustion engines.

[0030] The reference numerals in the accompanying drawings include: 1 driven tooth, 11 central shaft, 111 retaining ring groove, 12 first groove, 2 buffer, 3 secondary tooth, 31 second groove, 4 disc washer, 5 flat washer, and 6 fastener.

[0031] The motorcycle engine balancing driven gear structure provided in this embodiment includes a driven gear 1 and a secondary gear 3; the driven gear 1 is provided with a plurality of first grooves 12, and the secondary gear 3 is provided with a plurality of second grooves 31; the first grooves 12 and the second grooves 31 correspond one to one, and the corresponding two grooves cooperate to form a receiving cavity, and a buffer member 2 is provided in the receiving cavity.

[0032] Even better, the first groove 12 and the corresponding second groove 31 are in clearance fit. A central shaft 11 is provided on the driven gear 1, and the auxiliary gear 3 is fitted on the central shaft 11. The driven gear 1 and the central shaft 11 are an integral structure.

[0033] Among them, buffer element 2 can be a spring. In order to improve the shock absorption effect, the spring is horizontally assembled in the receiving cavity.

[0034] In addition to the secondary tooth 3, a washer assembly is also fitted on the central shaft 11. Finally, the secondary tooth 3 and the washer assembly are fixed on the central shaft 11 by the fastener 6. Correspondingly, the central shaft 11 is provided with a retaining ring groove 111 that is fitted with the fastener 6.

[0035] There are many types of washers to choose from in a washer set, such as disc washers (4) and flat washers (5).

[0036] Example 1 is basically as shown in the appendix. Figure 1 As shown:

[0037] The motorcycle engine balance driven gear structure consists of driven gear 1, secondary gear 3, disc washer 4, flat washer 5, retaining ring and / or retaining ring. The driven gear 1 is provided with an integrally formed central shaft 11, which is used to install secondary gear 3, disc washer 4, flat washer 5, retaining ring and / or retaining ring in sequence. The central shaft 11 is provided with retaining ring groove 111 for assembling with retaining ring and / or retaining ring.

[0038] Even better, there can be multiple disc washers 4 and flat washers 5.

[0039] Among them, such as Figure 2 , 3As shown, the driven tooth 1 is provided with three evenly distributed first grooves 12, with adjacent grooves 12 spaced 120° apart. The grooves 12 are distributed around the central axis 11 on the driven tooth 1, but are spaced apart from each other and do not connect head to tail. Correspondingly, the auxiliary tooth 3 is provided with three evenly distributed second grooves 31, with each first groove 12 corresponding to one second groove 31. The two corresponding grooves are fitted together with a gap and form a receiving cavity. A horizontally assembled buffer spring is provided in the receiving cavity.

[0040] The auxiliary gear 3 is made of engineering plastics, preferably PA, PC, POM, etc., to better eliminate the gap after the balanced driven gear and balanced driving gear mesh. Compared with steel auxiliary gears, it is lighter in weight, produces less noise at low engine speeds, and does not produce the sharp whistling sound that steel auxiliary gears do at high engine speeds.

[0041] The above description is merely an embodiment of this utility model, and common knowledge such as specific structures and characteristics of the solution is not described in detail here. It should be noted that those skilled in the art can make several modifications and improvements without departing from the structure of this utility model, and these should also be considered within the protection scope of this utility model, without affecting the effectiveness of the implementation of this utility model and the practicality of the patent.

Claims

1. A motorcycle engine balance train structure comprising a driven tooth (1), a secondary tooth (3); characterized in that: The driven tooth (1) is provided with a plurality of first grooves (12), and the auxiliary tooth (3) is provided with a plurality of second grooves (31); the first grooves (12) and the second grooves (31) correspond one to one, and the two corresponding grooves cooperate to form a receiving cavity, and a buffer (2) is provided in the receiving cavity.

2. The motorcycle engine balance following tooth structure according to claim 1, characterized in that: The first groove (12) and the corresponding second groove (31) are in clearance fit.

3. A motorcycle engine balance train structure according to claim 1 or 2, characterized in that: The driven tooth (1) is provided with a central shaft (11), and the auxiliary tooth (3) is fitted on the central shaft (11).

4. The motorcycle engine counterbalancing follower structure of claim 3, wherein: The driven tooth (1) and the central shaft (11) are an integral structure.

5. A motorcycle engine counterbalancing follower structure according to claim 4, characterized in that: The buffer (2) is a spring.

6. The motorcycle engine counterbalancing follower structure of claim 5, wherein: The spring is horizontally assembled in the receiving cavity.

7. The motorcycle engine balanced driven gear structure according to any one of claims 4-6, characterized in that: In addition to the auxiliary tooth (3), the central shaft (11) is also fitted with a washer assembly and a fastener (6) in sequence.

8. The motorcycle engine balanced driven gear structure according to claim 7, characterized in that: The central shaft (11) is provided with a retaining ring groove (111) for assembly with fasteners (6).

9. The motorcycle engine balanced driven gear structure according to claim 8, characterized in that: The washer assembly includes a disc washer (4) and a flat washer (5).

10. The motorcycle engine balancing driven gear structure according to any one of claims 1-2, 4-6, and 8-9, characterized in that: The first groove (12) is set to 3, which are evenly distributed on the driven tooth (1); the corresponding second groove (31) is arranged to 3, which are evenly distributed on the auxiliary tooth (3).

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