A twin balance shaft system for a motorcycle engine

Abstract

The utility model relates to motorcycle engine technical field discloses a motorcycle engine double balance axle system, including balance axle system one, balance axle system two and crankshaft, the one end of crankshaft is assembled with balance driving tooth one and balance driving tooth two, balance axle system one is driven by balance driving tooth one, balance axle system two is driven by balance driving tooth two. Its structure design is ingenious, simple and compact structure can balance the vibration problem of engine completely to improve the whole car riding comfort.

Description

Technical Field

[0001] This utility model relates to the field of motorcycle engine technology, specifically to a dual balance shaft system for a motorcycle engine. Background Technology

[0002] Currently, motorcycle engines have undergone continuous upgrades and replacements, and engines with balance shaft structures have become the mainstream development route. As users' use of motorcycles is no longer limited to just functional satisfaction, their requirements for engine riding comfort are also increasing.

[0003] Chinese patent document CN219035456U discloses a balance shaft structure for a single-cylinder motorcycle engine, including a crankshaft and a crank arm. A left crankshaft bearing and a right crankshaft bearing are mounted on both sides of the crankshaft. The key feature is that a balance drive gear is sleeved on the right crankshaft bearing, meshing with a balance driven gear. The balance driven gear is press-fitted onto the balance shaft. A water pump impeller is located at one end of the balance shaft away from the crankshaft, and a needle roller bearing is located at the other end. One side of the balance driven gear is a drive sprocket, which connects to a timing chain. This design results in a more compact engine size, ease of use, reliability, and low cost.

[0004] The existing technology has the following shortcomings: engines with balance shafts are usually single balance shafts, which can only counteract the first-order reciprocating inertial force of the engine, but they themselves will generate lateral forces and torques in the left and right directions when rotating, which cannot be balanced. Utility Model Content

[0005] To solve the above-mentioned technical problems, this utility model provides a dual balance shaft system for a motorcycle engine, characterized in that it includes a balance shaft system one, a balance shaft system two, and a crankshaft, wherein a balance drive gear one and a balance drive gear two are mounted on one end of the crankshaft; the balance shaft system one is driven by the balance drive gear one, and the balance shaft system two is driven by the balance drive gear two.

[0006] Preferably, the balance shaft system includes a balance driven tooth and a balance shaft, the balance driving tooth meshes with the balance driven tooth, the balance driven tooth and the balance shaft are press-fitted together, and a balance block is provided on the balance shaft.

[0007] Preferably, the balancing drive gear and the crankshaft are press-fitted together.

[0008] Preferably, the second balance shaft system includes a second balance driven gear and a main shaft assembly. The inner hole of the second balance driven gear is provided with a bushing and together they are assembled on the mandrel of the main shaft assembly through clearance fit.

[0009] To further improve balance performance, the upper part of the second balancing driven tooth is designed in a bowl shape, and a counterweight is set directly below it.

[0010] Preferably, the rotation centers of the balancing active gear one, balancing active gear two, balancing driven gear one, balancing driven gear two, and the crankshaft are on the same horizontal plane.

[0011] Preferably, the transmission ratio of the first balancing drive tooth and the first balancing driven tooth is 1:1, and the transmission ratio of the second balancing drive tooth and the second balancing driven tooth is 1:1.

[0012] This utility model has the following beneficial effects: 1. Due to the single balance shaft structure of the engine, the balance shaft can only reduce the vertical vibration of the piston, but cannot cancel out the lateral forces generated by rotation. The dual balance shaft system of this invention is arranged on both sides of the crankshaft, which can cancel out the lateral forces generated by rotation. At the same time, with the crankshaft as the center point, the torque is balanced by distributing the counterweights. Its ingenious structural design, simple and compact structure, and ability to completely balance the engine vibration problem can improve the overall riding comfort of the vehicle. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of an embodiment of the dual balance shaft system for a motorcycle engine according to this utility model; Figure 2 A schematic diagram for balancing the driven tooth 2. Detailed Implementation

[0014] The following detailed description illustrates the specific implementation method: The reference numerals in the accompanying drawings of the instruction manual include: crankshaft 1, balance drive gear 1, balance drive gear 2, balance driven gear 2, balance driven gear 1, balance driven gear 2, balance shaft 6, bushing 7, main shaft assembly 8, balance weight 9, counterweight 10.

[0015] Example 1 like Figure 1 and 2 As shown, a dual balance shaft system for a motorcycle engine is characterized by comprising a balance shaft system one, a balance shaft system two, and a crankshaft 1. A balance drive gear one 2 and a balance drive gear two 3 are mounted on one end of the crankshaft 1. The balance shaft system one is driven by the balance drive gear one 2, and the balance shaft system two is driven by the balance drive gear two 3.

[0016] The balance shaft system includes a balance driven tooth 4 and a balance shaft 6. The balance driving tooth 2 meshes with the balance driven tooth 4. The balance driven tooth 4 and the balance shaft 6 are press-fitted together. A balance sling block 9 is provided on the balance shaft 6.

[0017] The balancing drive gear 2 and the crankshaft 1 are press-fitted together.

[0018] The second balance shaft system includes a second balance driven gear 5 and a main shaft assembly 8. The inner hole of the second balance driven gear 5 is provided with a bushing 7 and together they are assembled on the spindle of the main shaft assembly 8 through clearance fit.

[0019] The upper part of the balancing driven tooth 5 is designed in a bowl shape, and a counterweight 10 is set directly below it.

[0020] The rotation centers of the balancing active gear 1, balancing active gear 2, balancing driven gear 1, balancing driven gear 2, and crankshaft 1 are on the same horizontal plane.

[0021] The transmission ratio of the balancing driving gear 2 and the balancing driven gear 4 is 1:1, and the transmission ratio of the balancing driving gear 3 and the balancing driven gear 5 is 1:1.

[0022] The above descriptions are merely embodiments of this utility model. Commonly known structures and characteristics are not described in detail here. Those skilled in the art are aware of all common technical knowledge in the field prior to the application date or priority date, are knowledgeable of all existing technologies in that field, and possess the ability to apply conventional experimental methods prior to that date. Therefore, those skilled in the art can, based on the guidance provided in this application, improve and implement this solution in conjunction with their own capabilities. Typical known structures or methods should not be obstacles for those skilled in the art to implement this application. 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. These modifications and improvements should also be considered within the scope of protection of this utility model, and will not affect the effectiveness of the implementation of this utility model or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. A dual balance shaft system for a motorcycle engine, characterized in that, It includes a balance shaft system one, a balance shaft system two, and a crankshaft. One end of the crankshaft is equipped with a balance drive gear one and a balance drive gear two. The balance shaft system one is driven by the balance drive gear one, and the balance shaft system two is driven by the balance drive gear two.

2. The motorcycle engine dual balance shaft system according to claim 1, characterized in that: The balance shaft system includes a balance driven gear and a balance shaft. The balance driving gear meshes with the balance driven gear. The balance driven gear and the balance shaft are press-fitted together. A balance block is provided on the balance shaft.

3. The motorcycle engine dual balance shaft system according to claim 2, characterized in that: The balancing drive gear is press-fitted to the crankshaft.

4. The motorcycle engine dual balance shaft system according to claim 3, characterized in that: The second balance shaft system includes a second balance driven gear and a main shaft assembly. The inner hole of the second balance driven gear is provided with a bushing and together they are assembled on the mandrel of the main shaft assembly through clearance fit.

5. The motorcycle engine dual balance shaft system according to claim 4, characterized in that: The upper part of the balancing driven tooth is designed in a bowl shape, and a counterweight is set directly below it.

6. The motorcycle engine dual balance shaft system according to claim 5, characterized in that: The rotation centers of the balancing active gear one, balancing active gear two, balancing driven gear one, balancing driven gear two, and the crankshaft are on the same horizontal plane.

7. The motorcycle engine dual balance shaft system according to claim 6, characterized in that: The transmission ratio of the first balanced driving gear and the first balanced driven gear is 1:1, and the transmission ratio of the second balanced driving gear and the second balanced driven gear is 1:1.

Images