High-efficiency heat-dissipation motorcycle crankshaft structure

Abstract

The utility model discloses a high -efficient heat dissipation's motorcycle crankshaft structure relates to high -efficient heat dissipation technical field. This high -efficient heat dissipation's motorcycle crankshaft structure, including the front main journal, one end fixedly connected with the middle main journal of front main journal, one end fixedly connected with the rear main journal of middle main journal, is equipped with angular contact ball bearing on the rear main journal, the one end of crank arm is seted up with T type groove, fixedly connected with T type block on T type groove, fixedly connected with crescent balance weight on T type block, fixedly connected with the fin of heat dissipation on crescent balance weight, the fin of heat dissipation symmetrical even distribution is in on crescent balance weight, the fin of heat dissipation symmetrical even distribution that sets up on crescent balance weight, with air full contact when rotating with crankshaft, has accelerated the heat dissipation speed of balance weight and entire crankshaft structure greatly.

Description

Technical Field

[0001] This utility model relates to the field of high-efficiency heat dissipation technology, and in particular to a high-efficiency heat dissipation motorcycle crankshaft structure. Background Technology

[0002] In the existing technology, traditional motorcycle crankshafts mostly adopt a solid structure design. Although this structure can ensure the strength of the crankshaft to a certain extent, the heat dissipation area is limited, and the heat is difficult to dissipate quickly. At the same time, the materials used in traditional crankshafts are mostly ordinary steel or cast iron, which have relatively poor thermal conductivity and cannot dissipate the heat generated inside in time. This causes the crankshaft temperature to rise sharply after long-term high-speed operation. Excessive temperature will reduce the mechanical properties of the crankshaft material, reduce its strength and toughness, and make it prone to deformation, cracks or even breakage, which seriously affects the normal operation of the engine.

[0003] In terms of structural design, the existing crankshaft lubrication and heat dissipation systems lack coordination. Although some crankshafts have simple oil passages, the passage layout is unreasonable, resulting in high oil flow resistance and low flow rate, which cannot adequately lubricate and dissipate heat from key heat-generating parts. Moreover, the traditional crankshaft counterweight structure design is relatively simple, mostly solid blocks, which not only increases the overall mass of the crankshaft, leading to increased inertial force and affecting the engine's power performance, but also has an unsatisfactory heat dissipation effect, further exacerbating the problem of crankshaft temperature rise. 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 highly efficient heat dissipation motorcycle crankshaft structure that can solve the above-mentioned problems.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a high-efficiency heat dissipation motorcycle crankshaft structure, including 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, and an angular contact ball bearing sleeved on the rear main journal.

[0006] A crank arm is fixedly connected to one end of the rear main journal. A support shaft is fixedly connected to the crank arm. A connecting rod is fixedly connected to the support shaft. A weight-reducing hole is formed inside the connecting rod, and a weight-reducing groove is formed inside the crank arm.

[0007] One end of the crank arm has a T-slot, a T-block is fixedly connected to the T-slot, a crescent-shaped balance weight is fixedly connected to the T-block, and heat dissipation fins are fixedly connected to the crescent-shaped balance weight. The heat dissipation fins are symmetrically and evenly distributed on the crescent-shaped balance weight.

[0008] The front, middle, and rear main journals are symmetrically arranged. Oil passages are formed inside each of the front, middle, and rear main journals, and one end of each oil passage has a 45° oil outlet.

[0009] 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.

[0010] Preferably, the number of weight-reducing holes is one, and they are arranged in an elongated shape on the connecting rod.

[0011] Preferably, the depth of the weight-reducing groove is 1 / 2 of the crank arm thickness.

[0012] Preferably, the number of heat dissipation fins is 8, the fin thickness is 2mm, and they are evenly distributed on the crescent-shaped balance block.

[0013] Preferably, the angular contact ball bearing is interference-fitted with the rear main journal.

[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 T-block is fixedly connected to the T-slot, and different T-slots can be replaced according to different working scenarios. The balance of the crankshaft can be changed by adjusting the position of the adjusting block on the counterweight block, reducing vibration and extra heat caused by imbalance. The design of multiple adjusting holes can provide more adjustment options to meet the balance requirements under different working conditions.

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

[0018] (1) The high-efficiency heat dissipation motorcycle crankshaft structure has a weight reduction groove inside the crank arm, which reduces weight and increases the contact area with air, thus accelerating heat dissipation. The symmetrical and evenly distributed heat dissipation fins on the crescent-shaped balance block are in full contact with air when the crankshaft rotates, which greatly accelerates the heat dissipation speed of the balance block and the entire crankshaft structure. The 45° oil outlet of the oil passage inside the main journal is designed in the shape of a flared mouth, which reduces the oil flow resistance, increases the oil flow speed and flow rate, enhances the lubrication and heat dissipation effect, and improves the overall heat dissipation performance in multiple dimensions.

[0019] (2) The high-efficiency heat dissipation motorcycle crankshaft structure has an angular contact ball bearing on the rear main journal, which can support the main journal, reduce rotational friction resistance, and withstand certain axial and radial loads to ensure the stability of the crankshaft when rotating at high speed. The crescent-shaped balance block can effectively balance the centrifugal force generated by the crankshaft rotation, reduce vibration, make the engine run more smoothly, and improve the reliability and comfort of use.

[0020] (3) This high-efficiency heat dissipation motorcycle crankshaft structure addresses the issue that some existing crankshafts may sacrifice structural strength in pursuit of heat dissipation, while this invention fully guarantees the strength and toughness of the crankshaft while improving heat dissipation performance. The crankshaft body is made of alloy cast iron, which has high strength and wear resistance; the diameter of the axial main heat dissipation channel is reasonably designed to ensure heat dissipation without excessively weakening the strength of the crankshaft body. These designs enable the crankshaft to withstand the huge impact force and continuous friction during operation, ensuring its stable and reliable 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 structure with high-efficiency heat dissipation according to the present invention;

[0023] Figure 2 This is a schematic diagram of a motorcycle crankshaft structure with high-efficiency heat dissipation according to the present invention;

[0024] Figure 3 This is a schematic diagram of a motorcycle crankshaft structure with high-efficiency heat dissipation according to the present invention;

[0025] Figure 4 This is a schematic cross-sectional view of a motorcycle crankshaft structure with high-efficiency heat dissipation according to the present invention.

[0026] Reference numerals: 1. 45° oil outlet; 2. Front main journal; 3. Skeleton oil seal; 4. Middle main journal; 5. Rear main journal; 6. Angular contact ball bearing; 7. Support shaft; 8. Crank arm; 9. Connecting rod; 10. Weight reduction hole; 11. Gear groove; 12. Keyway; 13. Crescent-shaped balance weight; 14. Heat dissipation fins; 15. T-block; 16. T-slot; 17. Weight reduction groove; 18. Sealing groove. 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 high-efficiency heat dissipation motorcycle crankshaft structure, including a front main journal 2, a middle main journal 4 fixedly connected to one end of the front main journal 2, 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, wherein the angular contact ball bearing 6 provides support for the rear main journal 5 and reduces its frictional resistance during 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 9 is fixedly connected to the support shaft 7. A weight reduction hole 10 is provided inside the connecting rod 9. The weight reduction hole 10 reduces the weight of the connecting rod 9 while ensuring its strength, reduces the inertial force during the movement, and makes the movement of the connecting rod 9 more flexible and efficient, which helps to improve the power output efficiency of the engine.

[0033] The crank arm 8 has a weight reduction groove 17 inside. The weight reduction groove 17 reduces the inertia of the crankshaft during rotation, reduces energy loss, and also helps the crank arm 8 dissipate heat because the weight reduction groove 17 increases the contact area between the crank arm 8 and the air, thus accelerating heat dissipation.

[0034] A T-slot 16 is provided at one end of the crank arm 8. A T-block 15 is fixedly connected to the T-slot 16. A crescent-shaped balance block 13 is fixedly connected to the T-block 15. Cooling fins 14 are fixedly connected to the crescent-shaped balance block 13. The cooling fins 14 are symmetrically and evenly distributed on the crescent-shaped balance block 13. The crescent-shaped balance block 13 can balance the centrifugal force generated when the crankshaft rotates, reduce vibration, and improve the smoothness of engine operation.

[0035] The heat dissipation fins 14 are in full contact with the air, which accelerates the heat dissipation speed of the crescent-shaped balance block 13 and the entire crankshaft structure, further improving the heat dissipation efficiency.

[0036] The front main journal 2, middle main journal 4, and rear main journal 5 are arranged symmetrically. Oil passages are opened inside the front main journal 2, middle main journal 4, and rear main journal 5. One end of the oil passage is provided with a 45° oil outlet 1. A sealing groove 18 is provided on one side of the front main journal 2. A skeleton oil seal 3 is fixedly connected inside the sealing groove 18. A keyway 12 is provided on the other side of the front main journal 2, and a toothed groove 11 and a 45° oil outlet 1 are provided on the middle main journal 4. This flared design can reduce the resistance when the oil flows out of the heat dissipation channel, increase the oil flow speed and flow rate, and enhance the heat dissipation effect.

[0037] Working principle: The front main journal 2, middle main journal 4 and rear main journal 5 are arranged symmetrically to form the support part of the crankshaft, providing stable rotational support for the entire crankshaft structure. One end of the front main journal 2 is fixedly connected to the middle main journal 4, and the other end of the middle main journal 4 is fixedly connected to the rear main journal 5. This series fixed connection method ensures the integrity and stability of the crankshaft during rotation, so that power can be smoothly transmitted between the main journals.

[0038] The angular contact ball bearing 6 fitted on the rear main journal 5 serves two purposes: firstly, it supports the rear main journal 5 and reduces its frictional resistance during rotation; secondly, it can withstand certain axial and radial loads to ensure the stability of the crankshaft during high-speed rotation. One end of the rear main journal 5 is fixedly connected to the crank arm 8. When the crankshaft rotates, the rear main journal 5 transmits the rotational power to the crank arm 8, causing the crank arm 8 to rotate accordingly.

[0039] The support shaft 7, which is fixedly connected to the crank arm 8, rotates as the crank arm 8 rotates, thereby driving the connecting rod 9, which is fixedly connected to the support shaft 7, to move. The connecting rod 9 has a weight reduction hole 10 inside, which reduces its own weight while ensuring the strength of the connecting rod 9, reduces the inertial force during the movement, and makes the movement of the connecting rod 9 more flexible and efficient, which helps to improve the power output efficiency of the engine.

[0040] The weight-reducing groove 17 inside the crank arm 8 also serves to reduce the weight of the crank arm 8, reduce the inertia when the crankshaft rotates, reduce energy loss, and also facilitate the heat dissipation of the crank arm 8, because the weight-reducing groove 17 increases the contact area between the crank arm 8 and the air, accelerating heat dissipation.

[0041] A T-slot 16 is provided at one end of the crank arm 8, and a T-block 15 is fixedly connected to the T-slot 16. A crescent-shaped balance block 13 is fixedly connected to the T-block 15. This connection method ensures a stable connection between the crescent-shaped balance block 13 and the crank arm 8. During crankshaft rotation, the crescent-shaped balance block 13 can balance the centrifugal force generated during crankshaft rotation, reduce vibration, and improve the smoothness of engine operation. The heat dissipation fins 14 fixedly connected to the crescent-shaped balance block 13 are symmetrically and evenly distributed on the crescent-shaped balance block 13. As the crescent-shaped balance block 13 rotates, the heat dissipation fins 14 come into full contact with the air, which accelerates the heat dissipation speed of the crescent-shaped balance block 13 and the entire crankshaft structure, further improving the heat dissipation efficiency.

[0042] The oil passages inside the front main journal 2, middle main journal 4, and rear main journal 5 are important channels for lubrication and heat dissipation. The oil flows through the oil passages to lubricate each main journal and its related components, reducing friction and wear. One end of the oil passage has a 45° oil outlet 1. This flared design reduces the resistance when the oil flows out of the heat dissipation channel, increases the oil flow speed and flow rate, and enhances the heat dissipation effect.

[0043] A sealing groove 18 is provided on one side of the front main journal 2. The skeleton oil seal 3 is fixedly connected inside the sealing groove 18, which can prevent oil leakage from the connection between the main journal and other components, ensure the oil pressure in the oil passage, and ensure that the oil can circulate normally to fully play its lubrication and heat dissipation functions. The keyway 12 provided on the other side of the front main journal 2 is used to connect with other transmission components to realize power transmission. The tooth groove 11 provided on the middle main journal 4 can mesh with corresponding gears and other components, further expanding the power transmission path of the crankshaft and meeting the different transmission needs of the engine.

[0044] Structural Description:

[0045] 45° oil outlet 1: The 45° oil outlet 1 is located at one end of the oil passage and adopts a flared shape design to reduce the resistance when the oil flows out of the cooling passage, increase the oil flow speed and flow rate, and enhance the cooling effect.

[0046] Front main journal 2: One end of the front main journal 2 is fixedly connected to the middle main journal 4. A sealing groove 18 is opened on one side and a keyway 12 is opened on the other side. An oil passage is opened inside, and one end of the oil passage is provided with a 45° oil outlet 1. The fixed connection with the middle main journal 4 ensures the integrity of the crankshaft support part and provides stable support for rotation. The sealing groove 18 is equipped with a skeleton oil seal 3 to prevent oil leakage. The keyway 12 facilitates connection with other transmission components to realize power transmission. The oil passage and the 45° oil outlet 1 can efficiently transport oil, enhance lubrication and heat dissipation.

[0047] The skeleton oil seal 3 is fixedly connected inside the sealing groove 18 to prevent oil leakage from the connection between the main journal and other components, ensure the oil pressure in the oil passage, ensure that the oil can circulate normally, and give full play to the functions of lubrication and heat dissipation.

[0048] Middle main journal 4: The two ends of the middle main journal 4 are fixedly connected to the front main journal 2 and the rear main journal 5 respectively. An oil passage is opened inside, and one end of the oil passage is provided with a 45° oil outlet 1. A toothed groove 11 is provided on the top, which connects the front and rear main journals in series to ensure smooth power transmission. The oil passage and the 45° oil outlet 1 participate in lubrication and heat dissipation. The toothed groove 11 can mesh with gears to expand the power transmission path.

[0049] 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 the upper part, and an oil passage is opened inside. One end of the oil passage is provided with a 45° oil outlet 1, which connects the middle main journal 4 and the crank arm 8 to realize power transmission. The angular contact ball bearing 6 reduces rotational friction resistance and bears axial and radial loads. The oil passage and the 45° oil outlet 1 ensure lubrication and heat dissipation.

[0050] Angular contact ball bearing 6: Angular contact ball bearing 6 is mounted on the rear main journal 5, which supports the rear main journal 5, reduces frictional resistance during rotation, and can withstand certain axial and radial loads to ensure the smoothness of crankshaft rotation at high speed.

[0051] Support shaft 7: Support shaft 7 is fixedly connected to crank arm 8 and connecting rod 9. It transmits the rotational power of crank arm 8 to connecting rod 9. It is an important intermediate component for power transmission and ensures that connecting rod 9 moves synchronously with crank arm 8.

[0052] Crank arm 8: One end of crank arm 8 is fixedly connected to the rear main journal 5, and a support shaft 7 is fixedly connected to the upper end. A weight reduction groove 17 is opened inside, and a T-slot 16 is opened at one end. It connects the rear main journal 5 and the support shaft 7 to realize the transmission of power from the main journal to the support shaft. The weight reduction groove 17 reduces its own weight, reduces rotational inertia, reduces energy loss, and increases the contact area with air to facilitate heat dissipation. The T-slot 16 provides an installation position for the T-block 15 to ensure the stable connection of the crescent-shaped balance block 13.

[0053] Link 9: Link 9 is fixedly connected to the support shaft 7 and has a weight reduction hole 10 inside. It moves under the drive of the support shaft 7 to further transmit power. The weight reduction hole 10 reduces weight while ensuring strength, reduces motion inertial force, makes movement more flexible and efficient, and improves engine power output efficiency.

[0054] Weight reduction hole 10: The weight reduction hole 10 is opened inside the connecting rod 9. While ensuring the strength of the connecting rod 9, it reduces its own weight, reduces the inertial force during the movement, and makes the connecting rod 9 move more flexibly and efficiently, which helps to improve the power output efficiency of the engine.

[0055] Gear 11: Gear 11 is formed on the middle main journal 4 and can mesh with corresponding gears and other components to further expand the power transmission path of the crankshaft, meet different transmission requirements of the engine, and improve the applicability of the crankshaft.

[0056] Keyway 12: Keyway 12 is provided on the front main journal 2 on the other side and is used to connect with other transmission components to realize the transmission of power and ensure that the power can be smoothly transmitted from the crankshaft to other components.

[0057] Crescent-shaped balance block 13: The crescent-shaped balance block 13 is fixedly connected to the T-shaped block 15, and the heat dissipation fins 14 are fixedly connected to it. During the crankshaft rotation, it balances the centrifugal force generated by the rotation, reduces vibration, and improves the smoothness of engine operation; it provides a mounting carrier for the heat dissipation fins 14 and enhances the heat dissipation effect in conjunction with the heat dissipation fins.

[0058] Heat dissipation fins 14: Heat dissipation fins 14 are fixedly connected to crescent-shaped balance blocks 13 and are symmetrically and evenly distributed. As the crescent-shaped balance blocks 13 rotates, they come into full contact with the air, accelerating the heat dissipation speed of the crescent-shaped balance blocks 13 and the entire crankshaft structure, and further improving the heat dissipation efficiency.

[0059] T-block 15: T-block 15 is fixedly connected to T-slot 16 and to crescent-shaped balance block 13, serving to connect crank arm 8 and crescent-shaped balance block 13, so that crescent-shaped balance block 13 can be firmly installed on crank arm 8, ensuring its stable operation during crankshaft rotation.

[0060] T-slot 16: T-slot 16 is formed at one end of crank arm 8, and T-block 15 is fixedly connected to it, providing a mounting base for T-block 15. Through the cooperation with T-block 15, a stable connection between crescent-shaped balance block 13 and crank arm 8 is ensured, and the crescent-shaped balance block 13 can stably play a balancing role when the crankshaft rotates.

[0061] Weight reduction groove 17: The weight reduction groove 17 is opened inside the crank arm 8 to reduce the weight of the crank arm 8, reduce the inertia when the crankshaft rotates, reduce energy loss, and at the same time increase the contact area between the crank arm 8 and the air, accelerate heat dissipation, and facilitate heat dissipation.

[0062] Sealing groove 18: Sealing groove 18 is opened on one side of the front main journal 2, and a skeleton oil seal 3 is fixedly connected inside it, providing installation space for the skeleton oil seal 3. The skeleton oil seal 3 prevents oil leakage from the connection between the main journal and other components, ensures the oil pressure in the oil passage, and ensures normal oil circulation.

[0063] 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 high-efficiency heat dissipation motorcycle crankshaft structure, comprising a front main journal (2), characterized in that: One end of the front main journal (2) is fixedly connected to the middle main journal (4), and 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 shaft journal (5). A support shaft (7) is fixedly connected to the crank arm (8). A connecting rod (9) is fixedly connected to the support shaft (7). A weight reduction hole (10) is opened inside the connecting rod (9). A weight reduction groove (17) is opened inside the crank arm (8). A T-slot (16) is provided at one end of the crank arm (8). A T-block (15) is fixedly connected to the T-slot (16). A crescent-shaped balance block (13) is fixedly connected to the T-block (15). Heat dissipation fins (14) are fixedly connected to the crescent-shaped balance block (13). The heat dissipation fins (14) are symmetrically and evenly distributed on the crescent-shaped balance block (13). The front main journal (2), middle main journal (4), and rear main journal (5) are arranged symmetrically. Oil passages are opened inside the front main journal (2), middle main journal (4), and rear main journal (5). One end of the oil passage is provided with a 45° oil outlet (1). A sealing groove (18) is provided on one side of the front main journal (2), and a skeleton oil seal (3) is fixedly connected inside the sealing groove (18). A keyway (12) is provided on the other side of the front main journal (2), and a toothed groove (11) is provided on the middle main journal (4).

2. The high-efficiency heat dissipation motorcycle crankshaft structure according to claim 1, characterized in that: The number of weight reduction holes (10) is one, and they are arranged in a long strip on the connecting rod (9).

3. The high-efficiency heat dissipation motorcycle crankshaft structure according to claim 2, characterized in that: The depth of the weight reduction groove (17) is half the thickness of the crank arm (8).

4. The high-efficiency heat dissipation motorcycle crankshaft structure according to claim 3, characterized in that: The number of heat dissipation fins (14) is 8, the fin thickness is 2mm, and they are evenly distributed on the crescent-shaped balance block (13).

5. The high-efficiency heat dissipation motorcycle crankshaft structure according to claim 4, characterized in that: The angular contact ball bearing (6) is interference-fitted with the rear main journal (5).

6. The high-efficiency heat dissipation motorcycle crankshaft structure according to claim 5, characterized in that: The T-block (15) is clearance-fitted with the T-slot (16), and the T-block (15) is fixedly connected to the T-slot (16) by bolts.

7. The high-efficiency heat dissipation motorcycle crankshaft structure according to claim 6, characterized in that: The outer ring of the skeleton oil seal (3) is tightly fitted to the inner wall of the sealing groove (18); The T-block (15) is fixedly connected to the T-slot (16).

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