Motorcycle crankshaft transmission connection device

Abstract

The utility model discloses a motorcycle crankshaft transmission connecting device relates to motorcycle power transmission technical field. This motorcycle crankshaft transmission connecting device, including the main shaft neck, it is divided into left section, middle section, right section, and left section is equipped with support end bearing and crank arm, and four crank arms are along the main shaft neck axis positive positive reverse reverse equal interval distribution, and the connecting rod axle neck is connected between the same direction crank arm, and the connecting rod axle neck is connected through piston arm piston, and right section is equipped with power end bearing, left nut, driving load magnetic disk, right nut, and driving load magnetic disk is connected through the key with the main shaft neck, and the fan-shaped recess on it is equipped with Nd -Fe -B permanent magnet, and the driving load magnetic disk has the magnetic yoke outside, and the magnetic yoke is equipped with Nd -Fe -B magnet and corresponds with permanent magnet, and the magnetic yoke is connected with the flange plate, and the flange plate is connected through the flange hole with the clutch input shaft flange and clutch input shaft, and this motorcycle crankshaft transmission connecting device adopts the magnetic coupling no contact transmission, reduces the abrasion and the noise, and promotes the efficiency and the life, and the structure is compact, and the adaptability is strong.

Description

Technical Field

[0001] This utility model relates to the field of motorcycle power transmission technology, and in particular to a motorcycle crankshaft transmission connection device. Background Technology

[0002] Currently, the transmission connection between the crankshaft and clutch in traditional motorcycles mainly adopts a mechanical contact structure, such as gear meshing transmission, chain transmission, or rigid coupling connection. Gear meshing transmission transmits power through the meshing of the crankshaft output gear and the clutch input gear. Although the transmission ratio is precise, there is mechanical impact and friction wear during gear meshing, which easily generates noise (usually 85-95dB). Regular lubrication is required to reduce wear, resulting in high maintenance costs. After long-term use, the gear tooth surface is prone to pitting, galling, and other failure phenomena, and the service life is generally no more than 30,000 kilometers.

[0003] Chain drive transmits power through the meshing of crankshaft sprockets, clutch sprockets and chains. It has a simple structure and low cost, but the contact friction between the chain and sprockets will cause power loss (transmission efficiency is about 85-90%), and the chain is prone to slack due to stretching, requiring frequent tension adjustment. In addition, the chain is prone to vibration and noise during operation, and its stability is poor, especially at high speeds.

[0004] Rigid couplings connect the crankshaft and clutch input shaft via flanges or splines, offering high transmission efficiency. However, they cannot buffer engine vibrations and easily transmit the unbalanced rotational force of the crankshaft to the clutch system, leading to premature fatigue damage of clutch components. Furthermore, they require extremely high coaxiality during installation (error ≤ 0.05mm), making assembly difficult.

[0005] Meanwhile, in traditional transmission structures, the crankshaft side (which comes into contact with engine oil) and the clutch side (which requires a clean environment) lack effective isolation, which can easily lead to problems such as oil contamination of the clutch or clutch dust entering the crankcase, affecting the stability of the transmission system. Utility Model Content

[0006] The purpose of this utility model is to solve at least one of the technical problems existing in the prior art, and to provide a motorcycle crankshaft transmission connection device that can solve the above-mentioned problems.

[0007] To achieve the above objectives, this utility model provides the following technical solution: a motorcycle crankshaft transmission connection device, including a main journal, which is divided into a left section, a middle section, and a right section. A support end bearing is fixedly connected to the left section of the main journal, and a crank arm is provided on the right side of the support end bearing. The crank arm is fixedly connected to the left section of the main journal. A piston arm is fixedly connected to the connecting rod journal, and a piston is fixedly connected to the piston arm. A power end bearing is provided on the right side of the fourth crank arm from left to right along the axis of the main journal. The power end bearing is fixedly connected to the right section of the main journal, and a left nut is provided on the right side of the power end bearing. The left nut is fixedly connected to the right section of the main journal.

[0008] A drive load disk is located on the right side of the left nut. The drive load disk is fixedly connected to the right section of the main journal via a flat key. A right nut is located on the right side of the drive load disk and is fixedly connected to the right section of the main journal. A fan-shaped groove is provided on the drive load disk, and a neodymium iron boron permanent magnet is fixedly connected in the groove. A magnetic yoke is provided outside the drive load disk, and a neodymium iron boron magnet is fixedly connected on the magnetic yoke. Each group of neodymium iron boron magnets is connected to a corresponding neodymium iron boron permanent magnet. A connecting flange is fixedly connected to one side of the magnetic yoke along the axis. The connecting flange is fixedly connected to the clutch input shaft flange, and the clutch input shaft flange is provided with a flange hole.

[0009] Preferably, the outer ring of the magnetic yoke is provided with an isolation cover, and the isolation cover has flanges at both ends. The flanges are provided with annular grooves, and the flanges are fixedly connected to the engine box and the clutch housing respectively.

[0010] Preferably, the clutch input shaft flange is fixedly connected to the connecting flange through a flange hole, and a clutch input shaft is fixedly connected to the clutch input shaft flange.

[0011] Preferably, the connecting flange is provided with holes that mate with the flange holes.

[0012] Preferably, the eight groups of neodymium iron boron magnets are evenly distributed along the inner periphery of the magnetic yoke.

[0013] Preferably, the eight groups of neodymium iron boron permanent magnets are evenly distributed along the outer periphery of the active carrier disk.

[0014] Preferably, the right nut and the left nut cooperate to fix the active carrier disk on the right section axis of the main spindle journal.

[0015] Preferably, the four crank arms are distributed at equal intervals along the axis of the main journal, with a connecting rod journal fixedly connected between two crank arms in the same direction. The connecting rod journal is fixed to the small end of the crank arm, and the two crank arms in opposite directions are fixedly connected to both sides of the middle section of the main journal.

[0016] Compared with the prior art, the beneficial effects of this utility model are:

[0017] (1) The crankshaft transmission connection device of the motorcycle adopts magnetic coupling non-contact transmission method. There is no mechanical friction between the active disk and the magnetic yoke, which avoids the power loss caused by contact wear in traditional gear or chain transmission. The transmission efficiency can be improved by 5%-10%. At the same time, the strong magnetism of the magnet ensures the stability of the magnetic field force and the energy loss during power transmission is small, which is especially suitable for high speed conditions.

[0018] (2) In the entire process, the support end bearing and the power end bearing of the motorcycle crankshaft transmission connection device ensure the stable rotation of the main journal, the symmetrical layout of the crank arm balances the vibration, the nut group (left nut and right nut) ensures the transmission stability of the active load disk, and the corresponding distribution of the magnets ensures the uniform transmission of magnetic force, thereby achieving efficient and wear-free power transmission.

[0019] (3) The crankshaft transmission connection device of the motorcycle has no physical contact between the magnets, and there are no problems such as gear meshing wear and chain stretching. The wear resistance and stability of the neodymium iron boron permanent magnet and the neodymium iron boron magnet are excellent, and the service life can be more than 3 times that of traditional transmission components. In addition, the isolation cover forms a sealed space, reducing the pollution of the magnets by oil and dust, eliminating the need for frequent lubrication or cleaning, and greatly reducing the maintenance frequency and cost. Attached Figure Description

[0020] The present invention will be further described below with reference to the accompanying drawings and embodiments:

[0021] Figure 1 This is a schematic diagram of the motorcycle crankshaft transmission connection device of this utility model;

[0022] Figure 2 This is a cross-sectional schematic diagram of the motorcycle crankshaft transmission connection device of this utility model;

[0023] Figure 3 This is a right-side view of the motorcycle crankshaft transmission connection device of this utility model.

[0024] Reference numerals: 1. Main journal; 2. Support end bearing; 3. Crank arm; 4. Connecting rod journal; 5. Piston arm; 6. Piston; 7. Power end bearing; 8. Isolation cover; 9. Left nut; 10. Right nut; 11. Connecting flange; 12. Clutch input shaft flange; 13. Flange hole; 14. Neodymium iron boron magnet; 15. Neodymium iron boron permanent magnet; 16. Clutch input shaft; 17. Drive disk; 18. Magnetic yoke; 19. Flanged edge; 20. Annular groove. Detailed Implementation

[0025] This section will describe in detail the specific embodiments of the present utility model. The preferred embodiments of the present utility model are shown in the accompanying drawings. The purpose of the drawings is to supplement the textual description with graphics, so that people can intuitively and vividly understand each technical feature and the overall technical solution of the present utility model, but they should not be construed as limiting the scope of protection of the present utility model.

[0026] In the description of this utility model, it should be understood that the directional descriptions, such as up, down, front, back, left, right, etc., indicate the directional or positional relationship based on the directional or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0027] In the description of this utility model, terms such as greater than, less than, and exceeding are understood to exclude the stated number, while terms such as above, below, and within are understood to include the stated number. The use of terms like "first" and "second" is merely for distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the quantity or sequence of the indicated technical features.

[0028] In the description of this utility model, unless otherwise explicitly defined, terms such as "setting," "installation," and "connection" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this utility model in conjunction with the specific content of the technical solution.

[0029] Please see Figure 1-3 This utility model provides a technical solution: a motorcycle crankshaft transmission connection device, including a main journal 1, which is divided into a left section, a middle section, and a right section. A support end bearing 2 is fixedly connected to the left section of the main journal 1. A crank arm 3 is provided on the right side of the support end bearing 2. The crank arm 3 is fixedly connected to the left section of the main journal 1. The four crank arms 3 are distributed at equal intervals along the axis of the main journal 1. The symmetrical distribution of the four crank arms 3 can effectively balance the rotational inertial force, reduce the vibration when the main journal 1 rotates, and the magnetic coupling transmission has no gear meshing impact or chain vibration. The operating noise can be reduced by 10-15dB, improving riding comfort.

[0030] A connecting rod journal 4 is fixedly connected between two crank arms 3 in the same direction. The connecting rod journal 4 is fixed to the small end of the crank arm 3. Two crank arms 3 in opposite directions are fixedly connected to both sides of the middle section of the main journal 1.

[0031] A piston arm 5 is fixedly connected to the connecting rod journal 4, and a piston 6 is fixedly connected to the piston arm 5.

[0032] Along the axis of the main journal 1, the fourth crank arm 3 from the left is provided with a power end bearing 7 on the right side. The power end bearing 7 is fixedly connected to the right section of the main journal 1. The left nut 9 is provided to the right side of the power end bearing 7 and is fixedly connected to the right section of the main journal 1. The drive load disk 17 is provided to the right side of the left nut 9 and is fixedly connected to the right section of the main journal 1 by a flat key. The right nut 10 is provided to the right side of the drive load disk 17 and is fixedly connected to the right section of the main journal 1. The right nut 10 and the left nut 9 cooperate to fix the drive load disk 17 on the axis of the right section of the main journal 1, preventing the drive load disk 17 from moving axially on the main journal 1.

[0033] The active loading disk 17 is provided with a fan-shaped groove, and neodymium iron boron permanent magnets 15 are fixedly connected in the groove. Eight sets of neodymium iron boron permanent magnets 15 are evenly distributed along the outer periphery of the active loading disk 17.

[0034] A magnetic yoke 18 is provided outside the active loading disk 17, and a magnetic coupling non-contact transmission method is adopted. There is no mechanical friction between the active loading disk 17 and the magnetic yoke 18, which avoids the power loss caused by contact wear in traditional gear or chain transmission. The transmission efficiency can be improved by 5%-10%. Neodymium iron boron magnets 14 are fixedly connected on the magnetic yoke 18. Eight sets of neodymium iron boron magnets 14 are evenly distributed along the inner circumference of the magnetic yoke 18, and each set of neodymium iron boron magnets 14 is connected to a corresponding neodymium iron boron permanent magnet 15. There is no physical contact between the magnets, and there are no problems such as gear meshing wear and chain stretching. The neodymium iron boron permanent magnets 15 and neodymium iron boron magnets 14 have excellent wear resistance and stability, and their service life can be more than 3 times that of traditional transmission components.

[0035] A connecting flange 11 is fixedly connected to one side of the magnetic yoke 18 along the axis. A clutch input shaft flange 12 is fixedly connected to the connecting flange 11. A flange hole 13 is provided on the clutch input shaft flange 12. A hole that mates with the flange hole 13 is provided on the connecting flange 11. The clutch input shaft flange 12 is fixedly connected to the connecting flange 11 through the flange hole 13. A clutch input shaft 16 is fixedly connected to the clutch input shaft flange 12.

[0036] The active loading disk 17, magnetic yoke 18 and other components are arranged sequentially along the axis of the main journal 1, which has a high axial space utilization rate and is suitable for the compact engine compartment layout of motorcycles. The connecting flange 11 and the clutch input shaft flange 12 are detachably connected through the flange hole 13, which is convenient for adaptation and adjustment according to the clutch specifications of different models and has strong versatility.

[0037] The outer ring of the magnetic yoke 18 is provided with an isolation cover 8. The isolation cover 8 has flanges 19 at both ends. The flanges 19 have annular grooves 20. The flanges 19 are fixedly connected to the engine box and the clutch housing respectively. The flanges 19 at both ends of the isolation cover 8 are tightly connected to the engine box and the clutch housing through the annular grooves 20 to form a double sealing structure. This can prevent the oil on the crankshaft side from seeping into the magnetic coupling area and affecting the stability of the magnetic field, and also prevent impurities on the clutch side from entering the engine box, ensuring the long-term stable operation of the device.

[0038] Working principle: The piston 6 is connected to the connecting rod journal 4 through the piston arm 5. When the piston 6 moves in reciprocating linear motion under the pressure of the combustion gas in the cylinder, it drives the connecting rod journal 4 to rotate around the axis of the main journal 1 through the piston arm 5. Since the four crank arms 3 are evenly distributed along the axis of the main journal 1 in a "positive-negative-negative" manner (the crank arms 3 in the same direction are connected to the connecting rod journal 4, and the crank arms 3 in the opposite direction are fixed to the middle section of the main journal 1), this symmetrical layout can balance the rotational inertial force, so that the main journal 1 can achieve stable rotational motion under the drive of the connecting rod journal 4, and complete the energy conversion of "reciprocating motion → rotational motion".

[0039] The rotational power of the main spindle journal 1 is transmitted to the active carrier disk 17 through the right section of the shaft. The active carrier disk 17 is rigidly connected to the right section of the main spindle journal 1 by a flat key and is axially locked by the left nut 9 and the right nut 10 (to prevent axial movement). Therefore, the rotation of the main spindle journal 1 directly drives the active carrier disk 17 to rotate synchronously. At this time, the eight sets of neodymium iron boron permanent magnets 15 in the fan-shaped groove on the outer periphery of the active carrier disk 17 rotate with it, forming a rotating magnetic field.

[0040] The inner circumference of the magnetic yoke 18 on the outer side of the active carrier disk 17 is equipped with eight sets of neodymium iron boron magnets 14, and each set of neodymium iron boron magnets 14 corresponds one-to-one with the neodymium iron boron permanent magnets 15 on the active carrier disk 17 (opposite poles face each other). When the active carrier disk 17 rotates, the rotating magnetic field generated by the neodymium iron boron permanent magnets 15 drives the neodymium iron boron magnets 14 on the magnetic yoke 18 to rotate synchronously through magnetic force (opposite poles attract each other, like poles repel each other), realizing "contactless" torque transmission. The isolation cover 8 (with flanges 19 at both ends fixed to the engine box and clutch housing) forms a sealed space between the two, which not only ensures the stability of the air gap required for magnetic coupling, but also isolates the oil and impurities on the crankshaft side and the clutch side.

[0041] The magnetic yoke 18 is rigidly connected to the clutch input shaft flange 12 on one axial side via the connecting flange 11 (fixed by bolts in the flange hole 13). Therefore, the rotational power of the magnetic yoke 18 is directly transmitted to the clutch input shaft 16, and finally drives the wheels to rotate through the clutch, transmission and other subsequent components.

[0042] Throughout the process, the support end bearing 2 and the power end bearing 7 ensure the stable rotation of the main shaft journal 1, the symmetrical layout of the crank arm 3 balances the vibration, the nut group (left nut 9, right nut 10) ensures the transmission stability of the active load disk 17, and the corresponding distribution of the magnets ensures the uniform transmission of magnetic force, thus achieving efficient and wear-free power transmission.

[0043] The magnetic coupling non-contact transmission method is adopted, and there is no mechanical friction between the active carrier disk 17 and the magnetic yoke 18, which avoids the power loss caused by contact wear in traditional gear or chain transmission. The transmission efficiency can be improved by 5%-10%. At the same time, the strong magnetism of the magnet ensures the stability of the magnetic field force and the energy loss during power transmission is small, which is especially suitable for high speed conditions.

[0044] There is no physical contact between the magnets, so there are no problems such as gear meshing wear and chain stretching. The NdFeB permanent magnets 15 and 14 have excellent wear resistance and stability, and their service life can be more than three times that of traditional transmission components. In addition, the isolation cover 8 forms a sealed space, reducing the contamination of the magnets by oil and dust, eliminating the need for frequent lubrication or cleaning, and greatly reducing the frequency and cost of maintenance.

[0045] Structural Description:

[0046] Main journal 1: The whole is divided into left section, middle section and right section. It is the core rotating shaft of the device. It is forged from high-strength alloy steel (such as 40CrNiMo) and the surface is nitrided (hardness ≥60HRC). It serves as the support and power transmission hub of the entire transmission device. The left section connects the support end bearing and crank arm 3, the middle section fixes the reverse crank arm 3, and the right section transmits power to the active load disk 17 to realize the coaxial rotation of each component.

[0047] Support end bearing 2: Fixedly connected to the left section of main journal 1, using a double row angular contact ball bearing (model such as 7205AC), with the inner ring having an interference fit with main journal 1 (interference amount 0.01-0.03mm), and the outer ring having a transition fit with the engine housing, bearing the radial and axial forces of the left section of main journal 1, limiting the radial runout of main journal 1 (≤0.05mm), ensuring its rotational stability, and reducing vibration.

[0048] Crank arms 3: There are 4 in total, evenly distributed along the axis of the main journal 1 in a "positive-negative-negative" pattern. They are made of forged steel in one piece (rigidly connected to the middle section of the main journal 1). The small end of the crank arm 3 (connecting to the connecting rod journal 4) is thicker (15-20mm) to enhance strength. The two crank arms 3 in the same direction are connected to the piston arm 5 through the connecting rod journal 4, which converts the reciprocating force of the piston 6 into rotational torque. The two crank arms 3 in opposite directions are fixed to the middle section of the main journal 1 to balance the rotational inertial force and reduce the vibration of the main journal 1 during rotation (the measured vibration amplitude is reduced by more than 40%).

[0049] Connecting rod journal 4: Fixed to the small end of two crank arms 3 in the same direction, it adopts a hollow structure (to reduce weight) and is chrome-plated (thickness 0.05-0.1mm). It is connected to the piston arm 5 through a bearing, connecting the piston arm 5 and the crank arm 3, converting the linear motion of the piston 6 into the rotational motion of the crank arm 3. It is a key force-bearing component for power conversion (it needs to withstand the impact force generated by the maximum gas pressure).

[0050] Piston arm 5: One end is connected to connecting rod journal 4 via a bearing, and the other end is rigidly bolted to piston 6 (bolt type M8×30, preload). The piston 6 is made of 42CrMo alloy steel and is heat-treated (tensile strength ≥1000MPa). It transmits the reciprocating motion of piston 6 to connecting rod journal 4 and is the "bridge" connecting piston 6 and crankshaft. It needs to have high toughness to adapt to alternating loads.

[0051] Piston 6: Made of aluminum alloy (such as ZL109), with a combustion chamber shape at the top (designed according to engine type). The outer circle has a clearance of 0.03-0.05mm with the cylinder liner. The ring groove contains a gas ring and an oil ring. It moves in a reciprocating linear motion under the pressure of the combustion gas in the cylinder. It is the source of power and converts thermal energy into mechanical energy through the piston arm 5.

[0052] Power end bearing 7: Fixedly connected to the right section of main journal 1 (located on the right side of the fourth crank arm 3), it adopts a deep groove ball bearing (model such as 6206), with the inner ring having an interference fit with main journal 1 and the outer ring having a positioning fit with the engine housing, bearing the radial force of the right section of main journal 1, and forming a "two-end support" structure with the support end bearing 2, further improving the rotational stability of main journal 1, especially suppressing shaft deflection at high speeds (≥10000rpm).

[0053] Isolation cover 8: Located on the outer ring of the magnetic yoke 18, it is made of 316L stainless steel sheet (thickness 0.5-0.8mm) and stamped. It has flanges 19 at both ends and annular grooves 20 are machined at the flanges (for installing fluororubber O-rings). It forms a sealed space to isolate the magnetic coupling area between the active carrier disk 17 and the magnetic yoke 18, preventing crankshaft side oil from seeping in (avoiding the magnetic field from being affected by oil) and clutch side impurities from entering (protecting the magnets), while maintaining the stable air gap (0.8-1.5mm) required for magnetic coupling.

[0054] Left nut 9: A fine-pitch hexagonal nut (thread specification M30×1.5), made of 45 steel with heat treatment (hardness 30-35HRC), connected to the right section of the main journal 1 with a thread, and the left side is in contact with the end face of the power end bearing 7, cooperating with the right nut 10 to axially lock the active carrier disk 17, preventing it from moving axially on the main journal 1 (movement ≤0.02mm), and ensuring the stability of the magnetic coupling gap.

[0055] Right nut 10: Same specifications as left nut 9, located on the right side of active carrier disk 17, threaded to the right section of spindle journal 1, tightened in the opposite direction to the rotation direction of spindle journal 1 (to prevent loosening), working with left nut 9 to "double lock" active carrier disk 17, further strengthening axial positioning and avoiding carrier disk displacement caused by centrifugal force at high speeds.

[0056] Connecting flange 11: Circular flange (diameter 100-120mm), welded or bolted to one axial side of magnetic yoke 18, with 6 through holes machined on the surface (to mate with flange hole 13), made of Q235 steel with galvanized treatment, serving as the connection medium between magnetic yoke 18 and clutch input shaft flange 12, transmitting torque through bolts to realize the transmission of rotational power of magnetic yoke 18 to clutch.

[0057] Clutch input shaft flange 12: integrally formed with clutch input shaft 16 (material 20CrMnTi carburized and quenched), with 6 flange holes 13 (diameter 8.5mm), the positioning stop fits with the connecting flange 11 (gap 0.02-0.04mm), receives the power transmitted by the magnetic yoke 18 and inputs it into the clutch, the positioning of the stop ensures the coaxiality with the connecting flange 11 (≤0.1mm), avoiding additional bending moment during torque transmission.

[0058] Flange holes 13: Six through holes evenly distributed on the clutch input shaft flange 12, with inner rings tapped (M8×1.25), corresponding to the through holes of the connecting flange 11, and bolted (M8×25, torque...). This achieves rigid fixation between the connecting flange 11 and the clutch input shaft flange 12, ensuring power transmission without slippage, while also facilitating disassembly and maintenance.

[0059] Neodymium iron boron magnets 14: There are 8 groups in total, evenly distributed along the inner circumference of the magnetic yoke 18 (spaced at 45°). Each group consists of 2-3 cuboid magnets (size 20×10×5mm, grade N52), which are fixed by epoxy resin bonding. The polarity is distributed radially (the inner circle is the S pole and the outer circle is the N pole). They form opposite-pole magnetic field coupling with the neodymium iron boron permanent magnets 15 on the active carrier disk 17. When the active carrier disk 17 rotates, it is driven to rotate synchronously by the magnetic field force, realizing contactless torque transmission.

[0060] Neodymium iron boron permanent magnets 15: a total of 8 sets, embedded in the fan-shaped grooves of the active carrier disk 17 (corresponding one-to-one with neodymium iron boron magnets 14), with the same size as neodymium iron boron magnets 14 but opposite polarities (outer ring is N pole, inner ring is S pole), and the surface is plated with three layers of nickel, copper and nickel for protection. As the active carrier disk 17 rotates, it generates a rotating magnetic field, which drives the neodymium iron boron magnets 14 through magnetic force. It is the "power source" of magnetic coupling transmission. Its strong magnetism (remanence 1.48T) ensures sufficient transmission torque (a single set of magnets can transmit ≥ ).

[0061] Clutch input shaft 16: Fixedly connected to the clutch input shaft flange 12, receiving the power transmitted by the magnetic yoke 18 and transmitting the power to subsequent components such as the clutch and transmission;

[0062] Active carrier disk 17: Disk-shaped (80-100mm in diameter), milled from aluminum alloy (6061-T6), with 8 fan-shaped grooves evenly distributed on the outer periphery (for mounting neodymium iron boron permanent magnets 15), and a keyway machined in the center (fitting with the flat key on the right section of the main spindle journal 1). It serves as the connection carrier between the main spindle journal 1 and the magnet, transmitting the rotational power of the main spindle journal 1 to the neodymium iron boron permanent magnet 15. The magnetic field of the rotating magnet drives the magnetic yoke 18, which is the active end of the magnetic coupling transmission.

[0063] Magnetic yoke 18: Cylindrical (inner diameter 90-110mm), made of low carbon steel (Q235) rolled and welded, with neodymium iron boron magnets 14 fixed on the inner circumference, and a connecting flange 11 connected on one side in the axial direction. The wall thickness is 8-10mm to enhance the magnetic permeability, concentrate the magnetic field of neodymium iron boron magnets 14, and enhance the magnetic coupling strength (the magnetic field strength is increased by 30% compared to the design without magnetic yoke 18). At the same time, it serves as the mounting carrier for the magnets, converting the magnetic force into rotational torque and transmitting it to the connecting flange 11.

[0064] Flanged edge 19: The radially extended edges (5-8mm wide) at both ends of the isolation cover 8 are perpendicular to the body of the isolation cover 8. Bolt holes are machined on the surface (for connection with the engine box and clutch housing). The isolation cover 8 is fixed to the engine box and clutch housing by bolts, realizing the axial positioning of the isolation cover 8, and providing an installation base for the annular groove 20.

[0065] Annular groove 20: An annular groove (3×3mm cross-section) machined on the flange 19, with an embedded fluororubber O-ring (temperature resistant from -20℃ to 200℃). The elastic deformation of the O-ring achieves the sealing between the isolation cover 8 and the engine box and clutch housing (sealing pressure ≥0.5MPa), preventing oil and impurities from leaking and ensuring the cleanliness of the magnetic coupling area.

[0066] The embodiments of the present utility model have been described in detail above with reference to the accompanying drawings. However, the present utility model is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present utility model.

Claims

1. A motorcycle crankshaft transmission connection device, including a main journal (1), characterized in that: The main journal (1) is divided into a left section, a middle section and a right section. A support end bearing (2) is fixedly connected to the left section of the main journal (1), and a crank arm (3) is provided on the right side of the support end bearing (2). The crank arm (3) is fixedly connected to the left main journal (1), and the piston arm (5) is fixedly connected to the connecting rod journal (4). A piston (6) is fixedly connected to the piston arm (5), and a power end bearing (7) is provided on the right side of the fourth crank arm (3) from left to right along the axis of the main journal (1). The power end bearing (7) is fixedly connected to the right section of the main journal (1), and a left nut (9) is provided on the right side of the power end bearing (7). The left nut (9) is fixedly connected to the right section of the main journal (1). An active loading disk (17) is provided on the right side of the left nut (9). The active loading disk (17) is fixedly connected to the right section of the main spindle (1) by a flat key. A right nut (10) is provided on the right side of the active loading disk (17). The right nut (10) is fixedly connected to the right section of the main spindle (1). A fan-shaped groove is provided on the active loading disk (17). A neodymium iron boron permanent magnet (15) is fixedly connected in the groove. A magnetic yoke (18) is provided outside the active loading disk (17). A neodymium iron boron magnet (14) is fixedly connected to the magnetic yoke (18). Each group of neodymium iron boron magnets (14) is connected to a corresponding neodymium iron boron permanent magnet (15). A connecting flange (11) is fixedly connected to one side of the magnetic yoke (18) along the axial direction. The connecting flange (11) is fixedly connected to the clutch input shaft flange (12), and the clutch input shaft flange (12) is provided with flange holes (13).

2. The motorcycle crankshaft transmission connection device according to claim 1, characterized in that: The outer ring of the magnetic yoke (18) is provided with an isolation cover (8), and the two ends of the isolation cover (8) are provided with flanges (19). The flanges (19) are provided with annular grooves (20), and the flanges (19) are respectively fixedly connected to the engine box and the clutch housing.

3. The motorcycle crankshaft transmission connection device according to claim 2, characterized in that: The clutch input shaft flange (12) is fixedly connected to the connecting flange (11) through the flange hole (13), and the clutch input shaft (16) is fixedly connected to the clutch input shaft flange (12).

4. The motorcycle crankshaft transmission connection device according to claim 3, characterized in that: The connecting flange (11) is provided with a hole that matches the flange hole (13).

5. The motorcycle crankshaft transmission connection device according to claim 4, characterized in that: The eight groups of neodymium iron boron magnets (14) are uniformly distributed along the inner periphery of the magnetic yoke (18).

6. The motorcycle crankshaft transmission connection device according to claim 5, characterized in that: The eight groups of neodymium iron boron permanent magnets (15) are evenly distributed along the outer periphery of the active carrier disk (17).

7. The motorcycle crankshaft transmission connection device according to claim 6, characterized in that: The right nut (10) and left nut (9) work together to fix the active carrier disk (17) on the right section axis of the main journal (1).

8. The motorcycle crankshaft transmission connection device according to claim 7, characterized in that: The four crank arms (3) are distributed at equal intervals along the axis of the main journal (1). A connecting rod journal (4) is fixedly connected between two crank arms (3) in the same direction. The connecting rod journal (4) is fixed on the small end of the crank arm (3). Two crank arms (3) in opposite directions are fixedly connected on both sides of the middle section of the main journal (1).

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