Motorcycle crankshaft with wear-resistant coating

Abstract

The utility model discloses a motorcycle crankshaft with wear -resisting coating relates to wear -resisting coating technical field, this motorcycle crankshaft with wear -resisting coating, including front spindle neck, the one end fixedly connected with middle spindle neck of front spindle neck, the one end fixedly connected with rear spindle neck of middle spindle neck, the one end of crank arm is seted up with T type groove, and T type groove is fixedly connected with T type block, balance block is fixedly connected on T type block, the fixed connection of WC 12Co wear -resisting coating is established on front spindle neck, middle spindle neck, rear spindle neck and crank arm, this motorcycle crankshaft with wear -resisting coating, through the fixed connection of WC 12Co wear -resisting coating on front spindle neck, middle spindle neck, rear spindle neck and crank arm, utilize the very high hardness and excellent wear resistance of this coating, the wear resistance of crankshaft key stress and friction position has been improved significantly, effectively reduced the wear and tear in the long -term use process, prolonged the service life of crankshaft.

Description

Technical Field

[0001] This utility model relates to the field of wear-resistant coating technology, and in particular to a motorcycle crankshaft with a wear-resistant coating. Background Technology

[0002] As the core component of the engine that converts reciprocating motion into rotational motion, the performance of the motorcycle crankshaft directly affects the engine's power output, operational stability, and service life. During engine operation, the crankshaft must withstand periodically changing gas pressure, the inertial force of the piston and connecting rod assembly, and the centrifugal force generated by its own rotation. At the same time, there is continuous sliding friction between the main journal and the bearing, and between the connecting rod journal and the connecting rod bearing. These complex working conditions place stringent requirements on the crankshaft's wear resistance, strength, and balance.

[0003] In existing technologies, motorcycle crankshafts are mostly made of medium carbon alloy structural steel (such as 40Cr, 45Cr, etc.) through forging and tempering. Some products will improve surface hardness through surface treatment processes such as carburizing and nitriding. However, traditional surface treatment processes have obvious limitations. The depth of the carburized layer is limited (usually 0.8-2mm), and the increase in hardness is small (generally 58-62HRC), which is difficult to cope with continuous wear under high load conditions. Although nitriding can achieve higher surface hardness (60-70HRC), the processing cycle is long and the cost is high. Moreover, the coating is brittle and is prone to peeling under impact load, leading to early failure of the crankshaft. Utility Model Content

[0004] The purpose of this invention is to at least solve one of the technical problems existing in the prior art, and to provide a motorcycle crankshaft with a wear-resistant coating that can solve the above-mentioned problem.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a motorcycle crankshaft with a wear-resistant coating, comprising a front main journal, a middle main journal fixedly connected to one end of the front main journal, a rear main journal fixedly connected to one end of the middle main journal, an angular contact ball bearing sleeved on the rear main journal, a crank arm fixedly connected to one end of the rear main journal, a support shaft fixedly connected to the crank arm, a connecting rod fixedly connected to the support shaft, a weight-reducing hole being formed inside the connecting rod, and a reinforcing ring fixedly connected around the weight-reducing hole;

[0006] The crank arm has a weight-reducing groove inside;

[0007] A T-slot is provided at one end of the crank arm, a T-block is fixedly connected to the T-slot, and a balance block is fixedly connected to the T-block;

[0008] The front main journal, middle main journal, and rear main journal are arranged symmetrically. A sealing groove is provided on one side of the front main journal, and a skeleton oil seal is fixedly connected inside the sealing groove. A keyway is provided on the other side of the front main journal, and a toothed groove is provided on the middle main journal.

[0009] The front main journal, middle main journal, rear main journal, and crank arm are fixedly connected with a WC-12Co wear-resistant coating.

[0010] Preferably, the axes of the front main journal, middle main journal, and rear main journal are on the same straight line.

[0011] Preferably, the angular contact ball bearing is interference-fitted with the rear main journal.

[0012] Preferably, the reinforcing ring and the connecting rod are integrally formed.

[0013] Preferably, the weight-reducing groove has a rectangular cross-section and there are multiple of them.

[0014] Preferably, the T-block and the T-slot are fitted with a clearance fit, and the T-block is fixedly connected to the T-slot by bolts.

[0015] Preferably, the outer ring of the skeleton oil seal is in close contact with the inner wall of the sealing groove.

[0016] Preferably, the thickness of the WC-12Co wear-resistant coating is 0.1-0.3 mm.

[0017] Compared with the prior art, the beneficial effects of this utility model are:

[0018] (1) The motorcycle crankshaft with wear-resistant coating has WC-12Co wear-resistant coating fixedly connected to the front main journal, middle main journal, rear main journal and crank arm. The coating has extremely high hardness and excellent wear resistance, which significantly improves the wear resistance of the key stress and friction parts of the crankshaft, effectively reduces wear during long-term use and extends the service life of the crankshaft.

[0019] (2) The motorcycle crankshaft with wear-resistant coating has a weight reduction hole in the connecting rod and a reinforcing ring around it, and a weight reduction groove in the crank arm. While reducing the overall weight of the crankshaft and reducing the inertial force, the structural strength of the components is guaranteed by the reinforcing ring and reasonable structural design, which helps to improve the engine response speed and power output efficiency.

[0020] (3) The motorcycle crankshaft with wear-resistant coating has a structure on the crank arm that connects to the balance block through T-slots and T-blocks. The position of the balance block can be adjusted according to actual needs, effectively balancing the centrifugal force generated when the crankshaft rotates, further reducing vibration, avoiding premature damage to components due to imbalance, and enhancing the reliability of crankshaft operation. Attached Figure Description

[0021] The present invention will be further described below with reference to the accompanying drawings and embodiments:

[0022] Figure 1 This is a schematic diagram of a motorcycle crankshaft with a wear-resistant coating according to the present invention;

[0023] Figure 2 This is a cross-sectional schematic diagram of a motorcycle crankshaft with a wear-resistant coating according to the present invention;

[0024] Figure 3 This is a schematic diagram of a motorcycle crankshaft with a wear-resistant coating according to the present invention;

[0025] Figure 4 This is a schematic diagram of a motorcycle crankshaft with a wear-resistant coating according to the present invention.

[0026] Reference numerals: 1. Sealing groove; 2. Skeleton oil seal; 3. Front main journal; 4. Middle main journal; 5. Rear main journal; 6. Angular contact ball bearing; 7. Support shaft; 8. Crank arm; 9. Counterweight; 10. Connecting rod; 11. Weight reduction hole; 12. Reinforcing ring; 13. Weight reduction groove; 14. Gear groove; 15. Keyway; 16. T-block; 17. T-slot; 18. WC-12Co wear-resistant coating. Detailed Implementation

[0027] 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.

[0028] 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.

[0029] 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.

[0030] 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.

[0031] Please see Figure 1-4 This utility model provides a technical solution: a motorcycle crankshaft with a wear-resistant coating, including a front main journal 3, a middle main journal 4 fixedly connected to one end of the front main journal 3, a rear main journal 5 fixedly connected to one end of the middle main journal 4, and an angular contact ball bearing 6 sleeved on the rear main journal 5. The angular contact ball bearing 6 sleeved on the rear main journal 5 plays an important supporting role. The angular contact ball bearing 6 can simultaneously bear radial load and axial load. During the high-speed rotation of the crankshaft, it provides stable support for the rear main journal 5, reduces the shaking caused by radial and axial forces, and ensures the accuracy of crankshaft rotation.

[0032] A crank arm 8 is fixedly connected to one end of the rear main shaft journal 5. A support shaft 7 is fixedly connected to the crank arm 8. A connecting rod 10 is fixedly connected to the support shaft 7. A weight-reducing hole 11 is opened inside the connecting rod 10. A reinforcing ring 12 is fixedly connected around the weight-reducing hole 11. The weight-reducing hole 11 inside the connecting rod 10 plays a role in weight reduction. The reinforcing ring 12 fixedly connected around the weight-reducing hole 11 compensates for the possible reduction in the structural strength of the connecting rod 10 due to the weight-reducing hole 11, and ensures the stability of the connecting rod 10 when subjected to large loads.

[0033] The crank arm 8 has a weight reduction groove 13 inside. The weight reduction groove 13 reduces the weight of the crank arm 8 itself without significantly reducing its structural strength, thereby reducing the inertial force when the crankshaft rotates and improving the engine response speed.

[0034] A T-slot 17 is provided at one end of the crank arm 8. A T-block 16 is fixedly connected to the T-slot 17. A balance block 9 is fixedly connected to the T-block 16. The balance block 9 fixedly connected to the T-block 16 can change its center of gravity distribution by adjusting its position on the T-slot 17, thereby effectively balancing the centrifugal force when the crankshaft rotates, reducing engine vibration, and improving the stability and service life of the crankshaft.

[0035] The front main journal 3, middle main journal 4, and rear main journal 5 are arranged symmetrically. A sealing groove 1 is provided on one side of the front main journal 3, and a skeleton oil seal 2 is fixedly connected inside the sealing groove 1. A keyway 15 is provided on the other side of the front main journal 3, and a toothed groove 14 is provided on the middle main journal 4. The skeleton oil seal 2 fits tightly against the inner wall of the sealing groove 1, which can effectively prevent the lubricating oil in the engine from leaking from the front end, and at the same time prevent external dust and impurities from entering the crankshaft, ensuring the cleanliness of the crankshaft working environment and the normal operation of the lubrication system. The keyway 15 on the other side of the front main journal 3 is used to install a key, which is used to achieve circumferential fixation with other transmission parts, accurately transmitting power to the crankshaft and driving the crankshaft to rotate as a whole.

[0036] The front main journal 3, middle main journal 4, rear main journal 5 and crank arm 8 are fixedly connected with WC-12Co wear-resistant coating 18. With its high hardness and excellent wear resistance, WC-12Co wear-resistant coating 18 can significantly reduce the wear rate of these parts, extend the overall service life of the crankshaft, and ensure the long-term stable operation of the crankshaft.

[0037] Working principle: In the overall structure, the front main journal 3, the middle main journal 4, and the rear main journal 5 are arranged symmetrically. This symmetrical structure provides the basis for the stable rotation of the crankshaft. When the engine is running, the power is transmitted to the crankshaft through the relevant transmission components. The front main journal 3 serves as the front support part of the crankshaft. A skeleton oil seal 2 is fixedly connected in the sealing groove 1 on one side. The skeleton oil seal 2 fits tightly against the inner wall of the sealing groove 1, which can effectively prevent the lubricating oil in the engine from leaking from the front end. At the same time, it prevents external dust and impurities from entering the crankshaft, ensuring the cleanliness of the crankshaft working environment and the normal operation of the lubrication system. The keyway 15 on the other side of the front main journal 3 is used to install a key. The key and other transmission parts are circumferentially fixed, accurately transmitting power to the crankshaft and driving the crankshaft to rotate as a whole.

[0038] One end of the front main journal 3 is fixedly connected to the middle main journal 4. The toothed groove 14 on the middle main journal 4 can cooperate with the corresponding transmission structure to further optimize the power transmission path and improve the power transmission efficiency. One end of the middle main journal 4 is fixedly connected to the rear main journal 5. The angular contact ball bearing 6 sleeved on the rear main journal 5 plays an important supporting role. The angular contact ball bearing 6 can bear both radial and axial loads at the same time. During the high-speed rotation of the crankshaft, it provides stable support for the rear main journal 5, reduces the shaking caused by radial and axial forces, and ensures the accuracy of crankshaft rotation.

[0039] The crank arm 8, which is fixedly connected to one end of the rear main journal 5, is a key component connecting the main journal and the connecting rod. The weight-reducing groove 13 inside the crank arm 8 reduces its own weight without significantly reducing its structural strength, thereby reducing the inertial force when the crankshaft rotates and improving the engine response speed. The support shaft 7 fixedly connected to the crank arm 8 provides mounting support for the connecting rod 10. The connecting rod 10 is fixedly connected to the support shaft 7. When the crankshaft rotates, the connecting rod 10 will oscillate back and forth with the rotation of the crankshaft, converting the rotational motion of the crankshaft into the reciprocating linear motion of the piston, realizing the power output of the engine. The weight-reducing hole 11 inside the connecting rod 10 also plays a role in weight reduction. The reinforcing ring 12 fixedly connected around the weight-reducing hole 11 compensates for the possible reduction in the structural strength of the connecting rod 10 due to the weight-reducing hole 11, ensuring the stability of the connecting rod 10 when bearing a large load.

[0040] To balance the centrifugal force generated when the crankshaft rotates, a T-block 16 is fixedly connected to a T-slot 17 at one end of the crank arm 8. The fit between the T-block 16 and the T-slot 17 ensures the stability of the connection. The balance block 9 fixedly connected to the T-block 16 can change its center of gravity distribution by adjusting its position on the T-slot 17, thereby effectively balancing the centrifugal force when the crankshaft rotates, reducing engine vibration, and improving the stability and service life of the crankshaft.

[0041] In addition, the WC-12Co wear-resistant coating 18 fixedly connected to the front main journal 3, middle main journal 4, rear main journal 5 and crank arm 8 plays an important role in wear resistance. During the operation of the crankshaft, the front main journal 3, middle main journal 4, and rear main journal 5 are in continuous friction with bearings and other components, and the crank arm 8 may also generate some friction with surrounding components. With its high hardness and excellent wear resistance, the WC-12Co wear-resistant coating 18 can significantly reduce the wear rate of these parts, extend the overall service life of the crankshaft, and ensure the long-term stable operation of the crankshaft.

[0042] In summary, this motorcycle crankshaft with a wear-resistant coating, through the reasonable connection and cooperation of its various components, achieves power conversion while possessing good sealing, wear resistance, balance, and structural stability, thus ensuring the efficient and stable operation of the motorcycle engine.

[0043] Structural Description:

[0044] Sealing groove 1: Sealing groove 1 is opened on one side of the front main journal 3, and a skeleton oil seal 2 is fixedly connected inside it, providing installation space for the skeleton oil seal 2, so that the skeleton oil seal 2 can fit tightly against its inner wall, effectively preventing the leakage of lubricating oil in the engine, while preventing external dust and impurities from entering the crankshaft, ensuring the cleanliness of the crankshaft working environment and the normal operation of the lubrication system.

[0045] 2. The skeleton oil seal 2 is fixedly connected inside the sealing groove 1, closely fitting the inner wall of the sealing groove 1, playing a good sealing role, preventing lubricating oil leakage and external impurities from entering, ensuring the cleanliness of the crankshaft working environment, maintaining the normal operation of the lubrication system, and reducing component wear.

[0046] Front main journal 3: The front main journal 3 is the front support component of the crankshaft. One end is fixedly connected to the middle main journal 4. A sealing groove 1 is opened on one side and a keyway 15 is opened on the other side. A WC-12Co wear-resistant coating 18 is fixedly connected to the surface. As a key support for the front end of the crankshaft, it provides a stable front support point for the rotation of the entire crankshaft. The fixed connection with the middle main journal 4 ensures the continuity of power transmission. The opening of the sealing groove 1 and the keyway 15 realizes the functions of sealing and power transmission, respectively. The wear-resistant coating 18 enhances its wear resistance and extends its service life.

[0047] Middle main journal 4: The two ends of the middle main journal 4 are fixedly connected to the front main journal 3 and the rear main journal 5 respectively. It has a toothed groove 14 and a WC-12Co wear-resistant coating 18 fixedly connected to its surface. It connects the front and rear main journals to form a complete main journal system, ensuring the continuity and stability of the overall crankshaft structure. The toothed groove 14 cooperates with the corresponding transmission structure to optimize the power transmission path and improve the power transmission efficiency. The wear-resistant coating 18 improves its wear resistance during operation.

[0048] Rear main journal 5: One end of the rear main journal 5 is fixedly connected to the middle main journal 4, and the other end is fixedly connected to the crank arm 8. An angular contact ball bearing 6 is fitted on it, and a WC-12Co wear-resistant coating 18 is fixedly connected to its surface. As the rear end support part of the crankshaft, it works in conjunction with the front and middle main journals to provide stable support for the crankshaft rotation. The fitting of the angular contact ball bearing 6 allows it to withstand radial and axial loads at the same time, ensuring rotational accuracy. The wear-resistant coating 18 enhances its wear resistance and reduces wear.

[0049] Angular contact ball bearing 6: The angular contact ball bearing 6 is mounted on the rear main journal 5 and can simultaneously bear radial and axial loads. When the crankshaft rotates at high speed, it provides stable support for the rear main journal 5, reduces the shaking caused by radial and axial forces, ensures the accuracy of crankshaft rotation, and makes the engine run more stably.

[0050] Support shaft 7: The support shaft 7 is fixedly connected to the crank arm 8, and the connecting rod 10 is fixedly connected to it. It provides a mounting support point for the connecting rod 10, transmits the movement of the crank arm 8 to the connecting rod 10, realizes the transmission of force, and ensures that the connecting rod 10 can reciprocate with the rotation of the crankshaft to complete the power conversion.

[0051] Crank arm 8: One end of crank arm 8 is fixedly connected to the rear main journal 5. It has a weight reduction groove 13 inside and a T-slot 17 at the other end. The surface is fixedly connected with a WC-12Co wear-resistant coating 18. It is a key component connecting the main journal and the connecting rod, realizing the transmission of force and motion between the main journal and the connecting rod. The weight reduction groove 13 reduces its own weight, reduces the inertial force when the crankshaft rotates, and improves the engine response speed. The T-slot 17 provides a basis for the installation of the balance weight 9. The wear-resistant coating 18 enhances its wear resistance and copes with possible friction.

[0052] Balance block 9: Balance block 9 is fixedly connected to T-block 16. By adjusting its position on T-slot 17, the center of gravity distribution can be changed, effectively balancing the centrifugal force generated when the crankshaft rotates, reducing engine vibration, and improving the stability and service life of the crankshaft.

[0053] Connecting rod 10: Connecting rod 10 is fixedly connected to support shaft 7. It has a weight reduction hole 11 inside and a reinforcing ring 12 is fixedly connected around the weight reduction hole 11. When the crankshaft rotates, it oscillates back and forth with the crankshaft, converting the rotational motion of the crankshaft into the reciprocating linear motion of the piston, thereby realizing the power output of the engine. The weight reduction hole 11 reduces its own weight and reduces inertial force. The reinforcing ring 12 compensates for the possible reduction in structural strength due to the weight reduction hole 11, ensuring its stability when subjected to large loads.

[0054] Weight reduction hole 11: The weight reduction hole 11 is opened inside the connecting rod 10. Without significantly affecting the structural strength of the connecting rod 10, it reduces the weight of the connecting rod 10 and reduces the inertial force when the crankshaft rotates, which helps to improve the engine's response speed and power output efficiency.

[0055] Reinforcing ring 12: The reinforcing ring 12 is fixedly connected around the weight reduction hole 11 of the connecting rod 10, which makes up for the possible reduction in the structural strength of the connecting rod 10 due to the opening of the weight reduction hole 11, and ensures the stability and reliability of the connecting rod 10 when subjected to large loads, so that the connecting rod 10 can transmit force and movement normally.

[0056] Weight reduction groove 13: The weight reduction groove 13 is opened inside the crank arm 8, which reduces the weight of the crank arm 8 itself without significantly reducing its structural strength, thereby reducing the inertial force when the crankshaft rotates, improving the engine response speed, and making the engine more flexible.

[0057] Gear 14: Gear 14 is formed on the middle main journal 4, which can be matched with the corresponding transmission structure to further optimize the power transmission path, increase the contact area of ​​power transmission, improve power transmission efficiency, and reduce power loss.

[0058] Keyway 15: Keyway 15 is located on the other side of the front main journal 3 and is used to install a key. The key is used to fix the key to other transmission parts in a circumferential manner, so as to accurately transmit power to the crankshaft, ensure the stability and reliability of power transmission, and drive the crankshaft to rotate as a whole.

[0059] T-block 16: T-block 16 is fixedly connected to T-slot 17, and balance block 9 is fixedly connected to it. Connecting T-slot 17 and balance block 9 allows balance block 9 to be stably installed on crank arm 8, while facilitating the adjustment of the position of balance block 9 and ensuring that balance block 9 can effectively play a balancing role.

[0060] T-slot 17: T-slot 17 is formed at one end of crank arm 8, and T-block 16 is fixedly connected to it, providing an installation position for T-block 16 and balance block 9, and allowing balance block 9 to be adjusted in position, so that balance block 9 can change the center of gravity distribution as needed to achieve effective balance of crankshaft centrifugal force.

[0061] WC-12Co wear-resistant coating 18: The WC-12Co wear-resistant coating 18 is fixedly connected to the front main journal 3, middle main journal 4, rear main journal 5 and crank arm 8. With its high hardness and excellent wear resistance, it significantly reduces the wear rate of these parts during operation, extends the overall service life of the crankshaft, and ensures the long-term stable operation of the crankshaft.

[0062] 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 with a wear-resistant coating, comprising a front main journal (3), characterized in that: One end of the front main journal (3) is fixedly connected to the middle main journal (4), one end of the middle main journal (4) is fixedly connected to the rear main journal (5), an angular contact ball bearing (6) is sleeved on the rear main journal (5), a crank arm (8) is fixedly connected to one end of the rear main journal (5), a support shaft (7) is fixedly connected to the crank arm (8), a connecting rod (10) is fixedly connected to the support shaft (7), a weight reduction hole (11) is opened inside the connecting rod (10), and a reinforcing ring (12) is fixedly connected around the weight reduction hole (11). The crank arm (8) has a weight reduction groove (13) inside; A T-slot (17) is provided at one end of the crank arm (8), a T-block (16) is fixedly connected to the T-slot (17), and a balance block (9) is fixedly connected to the T-block (16). The front main journal (3), middle main journal (4) and rear main journal (5) are arranged symmetrically. A sealing groove (1) is provided on one side of the front main journal (3), and a skeleton oil seal (2) is fixedly connected inside the sealing groove (1). A keyway (15) is provided on the other side of the front main journal (3), and a toothed groove (14) is provided on the middle main journal (4). The front main journal (3), middle main journal (4), rear main journal (5) and crank arm (8) are fixedly connected with a WC-12Co wear-resistant coating (18).

2. A motorcycle crankshaft with a wear-resistant coating according to claim 1, characterized in that: The axes of the front main journal (3), middle main journal (4), and rear main journal (5) are on the same straight line.

3. A motorcycle crankshaft with a wear-resistant coating according to claim 2, characterized in that: The angular contact ball bearing (6) is interference-fitted with the rear main journal (5).

4. A motorcycle crankshaft with a wear-resistant coating according to claim 3, characterized in that: The reinforcing ring (12) and the connecting rod (10) are integrally formed.

5. A motorcycle crankshaft with a wear-resistant coating according to claim 4, characterized in that: The cross-section of the weight-reducing groove (13) is rectangular.

6. A motorcycle crankshaft with a wear-resistant coating according to claim 5, characterized in that: The T-block (16) is clearance-fitted with the T-slot (17), and the T-block (16) is fixedly connected to the T-slot (17) by bolts.

7. A motorcycle crankshaft with a wear-resistant coating according to claim 6, characterized in that: The outer ring of the skeleton oil seal (2) is tightly fitted to the inner wall of the sealing groove (1).

8. A motorcycle crankshaft with a wear-resistant coating according to claim 7, characterized in that: The thickness of the WC-12Co wear-resistant coating (18) is 0.1-0.3 mm.

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