An assembled motorcycle crankshaft

Abstract

The utility model relates to the technical field of motorcycle crankshaft, specifically relates to an assembly type motorcycle crankshaft, including left crank, right crank, crank pin, connecting rod, semicircle key, left bearing and right bearing, left crank and right crank are symmetrically arranged, the fixed connection of crank pin and left crank is connected with right crank fixedly, and connecting rod is arranged between left crank and right crank, semicircle key is arranged on left crank, left bearing is fixedly connected with crank pin, right bearing is fixedly connected with crank pin, during the use of crankshaft, lubricating oil enters the use of crank pin through oil hole, makes full lubrication to crank pin, reduces abrasion, through setting left bearing and right bearing on the both sides of crank pin, make the diameter of left bearing less than the diameter of right bearing, thereby through the change eccentricity and increase horsepower, avoid the insufficient horsepower situation of motorcycle when using.

Description

Technical Field

[0001] This utility model relates to the field of motorcycle crankshaft technology, and in particular to an assembled motorcycle crankshaft. Background Technology

[0002] Current crankshafts are prone to jamming during use, which can easily cause problems and compromise engine performance. In severe cases, the engine may even fail to operate normally.

[0003] Existing technology, by setting up oil pump gears, can increase the wear resistance of intermediate gears and provide sufficient lubrication during the use of crankshaft, effectively improving the service life of crankshaft, thereby improving the performance and service life of oil pump.

[0004] However, using the above method results in a lower engine horsepower during crankshaft use, which can lead to insufficient horsepower in the motorcycle. Utility Model Content

[0005] The purpose of this utility model is to provide an assembled motorcycle crankshaft that can increase horsepower by changing the eccentricity during use, thereby avoiding insufficient horsepower in the motorcycle.

[0006] To achieve the above objectives, this utility model provides an assembled motorcycle crankshaft, including a left crank, a right crank, a crank pin, a connecting rod, a semi-circular key, a left bearing, and a right bearing. The left crank and the right crank are symmetrically arranged. The crank pin is fixedly connected to the left crank and also fixedly connected to the right crank. The connecting rod is disposed between the left crank and the right crank. The semi-circular key is disposed on the left crank. The left bearing is fixedly connected to the crank pin and is located on one side of the crank pin. The right bearing is fixedly connected to the crank pin and is located on the side of the crank pin away from the left bearing.

[0007] The left crank is provided with a timing sprocket, which is rotatably connected to the left crank and located on one side of the left crank.

[0008] The right crank is provided with a transmission gear, which is fixedly connected to the right crank and located on one side of the right crank.

[0009] The crank pin is provided with a needle roller bearing, which is fixedly connected to the crank pin and located on one side of the crank pin.

[0010] The left crank is provided with an oil slinger, which is detachably connected to the left crank and located on one side of the left crank.

[0011] This utility model discloses an assembled motorcycle crankshaft, comprising a left crank, a right crank, a crank pin, a connecting rod, a semi-circular key, a left bearing, and a right bearing. During use, lubricating oil enters the crank pin through oil holes, ensuring sufficient lubrication and reducing wear. By placing the left and right bearings on both sides of the crank pin, with the diameter of the left bearing being smaller than that of the right bearing, the horsepower is increased by changing the eccentricity, thus preventing insufficient horsepower during motorcycle use. Attached Figure Description

[0012] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below.

[0013] Figure 1 This is a schematic diagram of the overall structure of the assembled motorcycle crankshaft of this utility model.

[0014] Figure 2 This is a cross-sectional view of the crank pin of this utility model.

[0015] In the diagram: 101-Left crank, 102-Right crank, 103-Crank pin, 104-Connecting rod, 105-Half-circular key, 106-Left bearing, 107-Right bearing, 108-Timing sprocket, 109-Drive gear, 110-Needle roller bearing, 111-Oil slinger. Detailed Implementation

[0016] The embodiments of the present invention are described in detail below. Examples of the embodiments are shown in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, but should not be construed as limiting the present invention.

[0017] The embodiment of this application is as follows:

[0018] Please see Figures 1-2 , Figure 1 This is a schematic diagram of the overall structure of the assembled motorcycle crankshaft of this utility model. Figure 2 This is a cross-sectional view of the crank pin.

[0019] This utility model provides an assembled motorcycle crankshaft, comprising a left crank 101, a right crank 102, a crank pin 103, a connecting rod 104, a semi-circular key 105, a left bearing 106, and a right bearing 107. A timing sprocket 108 is mounted on the left crank 101, a transmission gear 109 is mounted on the right crank 102, a needle roller bearing 110 is mounted on the crank pin 103, and an oil slinger 111 is mounted on the left crank 101. This solution addresses the issue of insufficient engine horsepower during motorcycle operation due to the crankshaft's low power output. It can be understood that this solution can increase horsepower by changing the eccentricity of the crankshaft during use, thus preventing insufficient horsepower in motorcycle operation. It can also be used to increase weight and act as a counterweight.

[0020] In this embodiment, the left crank 101 and the right crank 102 are symmetrically arranged. The crank pin 103 is fixedly connected to the left crank 101 and the right crank 102. The connecting rod 104 is disposed between the left crank 101 and the right crank 102. The semi-circular key 105 is disposed on the left crank 101. The left bearing 106 is fixedly connected to the crank pin 103 and is located on one side of the crank pin 103. The right bearing 107 is fixedly connected to the crank pin 103 and is located on the side of the crank pin 103 away from the left bearing 106. The crank pin 103 is located on the left crank 101. Between the left crank 101 and the right crank 102, the left crank 101 is formed by a left shank and a left rod, and the right crank 102 is formed by a right shank and a right rod. A connecting rod 104 is provided between the left shank of the left crank 101 and the right shank of the right crank 102. A semi-circular key 105 is provided on the left shank of the left crank 101. A connector is provided at one end of the connecting rod 104. A through hole is provided in the middle of the connecting rod 104, and a rubber block is provided in the through hole. A transverse buffer hole is provided in the middle of the rubber block. A left damping block and a right damping block are provided on both sides of the transverse buffer hole. A [missing information - likely a device or component] is placed in the middle of the transverse buffer hole. The positive electrode ball, during use, can initially buffer and dampen vibrations through the rubber block, while the remaining vibrations will all converge on the positive electrode ball. The positive electrode ball, under the influence of vibration, will float up and down or left and right. Regardless of its movement, the positive magnetic plate will generate a repulsive force to buffer and dampen the positive electrode ball, thus ensuring engine performance. The left bearing 106 and right bearing 107 are respectively located on the left and right sides of the crankpin 103. The diameter of the left bearing 106 is smaller than the diameter of the right bearing 107, thereby increasing the crankshaft's horsepower by changing the eccentricity, allowing the engine to provide power to the friction during operation. The motorcycle offers greater horsepower, and the crank pin 103, previously a flat design, is now surfaced with one side higher than the other, increasing its weight and providing a counterweight effect. During operation, lubricating oil enters the crank pin 103 through oil holes, ensuring adequate lubrication and reducing wear. By installing the left bearing 106 and the right bearing 107 on both sides of the crank pin 103, with the diameter of the left bearing 106 smaller than that of the right bearing 107, the horsepower is increased by changing the eccentricity, preventing insufficient horsepower during motorcycle use.

[0021] The timing sprocket 108 is rotatably connected to the left crank 101 and located on one side of the left crank 101; the drive gear 109 is fixedly connected to the right crank 102 and located on one side of the right crank 102. The timing sprocket 108 is located on the left shank of the left crank 101 and lubricates the crank pin 103 simultaneously. The drive gear 109 is located on the right shank of the right crank 102 and works in conjunction with the timing sprocket 108. By pressing the semi-circular key 105 on the left crank 101, the timing sprocket 108 and drive gear 109 can be opened and closed, allowing lubricating oil to enter and fully lubricate the timing sprocket 108 and drive gear 109, thereby fully lubricating the surface of the crank pin 103 and reducing friction.

[0022] Secondly, the needle roller bearing 110 is fixedly connected to the crank pin 103 and located on one side of the crank pin 103. The needle roller bearing 110 is disposed on the outer surface of the crank pin 103. During the lubrication of the crank pin 103, the needle roller bearing 110 can also be lubricated, allowing the needle roller bearing 110 to transfer lubricant to the timing sprocket 108 and the transmission gear 109, thereby lubricating the timing sprocket 108 and the transmission gear 109. This allows the lubricating oil to come into contact with the crank pin 103 and then reach the inner surface of the timing sprocket 108 through the needle roller bearing 110, achieving sufficient lubrication. When the crank pin 103 rotates, the lubricating oil can enter the gap within it, filling the gap with lubricating oil. This ensures that when the connecting rod 104 rotates around the crank pin 103, the rotating friction surface is adequately lubricated, reducing wear and improving the service life of the engine.

[0023] Meanwhile, the oil slinger 111 is detachably connected to the left crank 101 and is located on one side of the left crank 101. The oil slinger 111 is located at the left handle of the left crank 101. The oil slinger 111 is designed to absorb excess lubricating oil and temporarily store excess lubricating oil in the oil slinger 111 after use.

[0024] In this embodiment, during the use of the crankshaft, lubricating oil enters the crank pin 103 through the oil hole, thus fully lubricating the crank pin 103 and reducing wear. By setting the left bearing 106 and the right bearing 107 on both sides of the crank pin 103, the diameter of the left bearing 106 is smaller than the diameter of the right bearing 107, thereby increasing the horsepower by changing the eccentricity and avoiding insufficient horsepower in the motorcycle during use.

[0025] The above-disclosed embodiments are merely one or more preferred embodiments of this application and should not be construed as limiting the scope of this application. Those skilled in the art can understand that all or part of the processes for implementing the above embodiments and equivalent changes made in accordance with the claims of this application still fall within the scope of this application.

Claims

1. A prefabricated motorcycle crankshaft, characterized in that, The device includes a left crank, a right crank, a crank pin, a connecting rod, a semi-circular key, a left bearing, and a right bearing. The left crank and the right crank are symmetrically arranged. The crank pin is fixedly connected to the left crank and also fixedly connected to the right crank. The connecting rod is located between the left and right cranks. The semi-circular key is located on the left crank. The left bearing is fixedly connected to the crank pin and is located on one side of the crank pin. The right bearing is fixedly connected to the crank pin and is located on the side of the crank pin away from the left bearing.

2. The assembled motorcycle crankshaft as described in claim 1, characterized in that, A timing sprocket is provided on the left crank, and the timing sprocket is rotatably connected to the left crank and located on one side of the left crank.

3. The assembled motorcycle crankshaft as described in claim 1, characterized in that, A transmission gear is provided on the right crank, and the transmission gear is fixedly connected to the right crank and located on one side of the right crank.

4. The assembled motorcycle crankshaft as described in claim 1, characterized in that, A needle roller bearing is provided on the crank pin, and the needle roller bearing is fixedly connected to the crank pin and located on one side of the crank pin.

5. The assembled motorcycle crankshaft as described in claim 1, characterized in that, An oil slinger is provided on the left crank, and the oil slinger is detachably connected to the left crank and located on one side of the left crank.

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