CN201074653Y - Monopodium balance mechanism of motorcycle engine - Google Patents

Abstract

The utility model relates to a uniaxle balance mechanism for an engine of a motorcycle, wherein a piston is connected with the small head end of a connecting rod through a piston pin, and the big head end of the connecting rod is installed between a left crank and a right crank through the crank pin, a left bent axle bearing is assembled on the left crank, a right bent axle bearing and a balance driving gear are respectively assembled on the right bent crank, the balance driving gear is engaged with a balance driven gear combination which is installed on the right end of a balance axle, the deviation to the right position on the central position on a first balance block is provided with a second balance block, and the relative faces of the crank portions of the left crank and the right crank are symmetrically provided with gaps. When the balance axle rotates, the second balance block can pass through the two gaps on the crank portions of the left crank and the right crank. The utility model can effectively balance reciprocate inertia force when a motorcycle engine with large output volume is operated, which leads to basic improvement of the vibration of the engine, thereby improving the employing comfort, the life span and the reliability of a motorcycle, and the utility model can be installed without changing the structure of a crankcase, which effectively reduces the manufacturing cost of an entire motorcycle.

Description

Motorcycle engine uniaxial balance mechanism

technical field

The utility model belongs to the technical field of motorcycle engines, and in particular relates to a motorcycle engine single-axis balance mechanism.

Background technique

At present, in order to solve the problem of large vibration of the motorcycle engine, a biaxial balance mechanism or a single-axis balance mechanism is generally used on the motorcycle engine to balance the reciprocating inertial force generated when the crank connecting rod mechanism is in operation, so as to reduce the impact of engine vibration on the motorcycle. The influence of the whole vehicle ensures the comfort of driving. The single-axis balance mechanism often adopts the following structure: the piston is connected with the small end of the connecting rod through the piston pin, and the large end of the connecting rod is installed between the left and right cranks through the crank pin, and the left crank is assembled on the left crank. Assemble the right crankshaft bearing and the balance driving gear in turn, the balance driving gear meshes with the balance driven gear combination installed on the right end of the balance shaft, and the left and right balance shafts are respectively assembled on both sides of the fan-shaped first balance weight on the balance shaft bearings, and the first balance weight is provided with a second balance weight. The single-axis balance mechanism can effectively balance the first-order reciprocating inertial force (the rotational inertial force is balanced by the counterweights on the left and right crank handles), and has a simple structure and is easy to implement without changing the original crankcase body, so the small row It is widely used in motorcycle engines.

For large-displacement motorcycle engines, due to the increase in displacement, the rotational inertial force and reciprocating inertial force generated by the movement of the moving parts of the engine (crank-link mechanism) also increase accordingly. The shaft balance mechanism cannot completely balance the first-order reciprocating inertial force, and the purpose of reducing vibration cannot be achieved.

Some large-displacement motorcycle engines use a biaxial balance mechanism to balance the reciprocating inertial force generated during the operation of the crank-link mechanism (the balance method of the rotational inertia force is the same as that of the uniaxial balance mechanism), and the biaxial balance mechanism has a complex structure and a large volume. , the original crankcase cannot be installed, and the crankcase still has to be molded again, which leads to an increase in cost. The complete motorcycle is expensive and difficult for users to accept.

Utility model content

The technical problem to be solved by the utility model is to provide a motorcycle engine uniaxial balance mechanism that can effectively balance the reciprocating inertial force generated when the engine is running without changing the structure of the crankcase.

The technical scheme of the utility model is as follows: a motorcycle engine uniaxial balance mechanism, the piston is connected with the small end of the connecting rod through the piston pin, and the large end of the connecting rod is installed between the left and right cranks through the crank pin, and the left The left crankshaft bearing is assembled on the crank, and the right crankshaft bearing and the balance driving gear are assembled sequentially on the right crank. The balance driving gear meshes with the balance driven gear combination installed on the right end of the balance shaft, and the fan-shaped first balance weight on the balance shaft The left and right balance shaft bearings are respectively assembled on both sides, and the second balance weight is arranged on the first balance weight. When the balance shaft rotates, the block can pass between the two notches on the left and right crank handles.

By adopting the above technical scheme, a second balance weight is added to the original balance shaft, and the second balance weight, together with the existing first balance weight, effectively balances half of the first-order reciprocating inertial force when the crank linkage mechanism is running; Notches are symmetrically opened on the opposite sides of the left and right crank handles to reduce the weight of the left and right cranks. This not only effectively balances the other half of the first-order reciprocating inertial force and the entire rotational inertial force, but also gives balance to the balance shaft. The second balance weight leaves room for running. Compared with the existing structure, the volume of the left and right cranks in the utility model has basically not changed, so it can be installed without changing the crankcase. The cost of the car makes it easier for users to accept.

The above-mentioned second balance weight is also fan-shaped, and the second balance weight rides on the arc surface of the first balance weight and has an integral structure with the first balance weight, and the center of the first balance weight and the center of the second balance weight are located on the axis of the balance shaft. The weight of the second balance weight is determined by the first-order reciprocating inertial force of the large-displacement engine. By increasing the total weight of the balance weight and reducing the weight of the left and right cranks, the whole mechanism can be in a good position during operation. The state of dynamic balance is used to further improve the strong vibration generated by large-displacement motorcycles when they are running.

In order to achieve a better shock absorption effect, the notch on the left crank is arc-shaped, distributed along the edge of the lower half of the handle of the left crank; the notch on the right crank is also arc-shaped, along the lower half of the handle of the right crank marginal distribution.

The cross-section of the piston along its axis is "T" shape, and the piston adopts a light weight "T" shape structure, and is equipped with a thin piston ring, which can reduce the reciprocating inertial force.

Beneficial effects: the utility model can effectively balance the reciprocating inertial force generated when the engine of a large-displacement motorcycle is in operation, so that the vibration of the engine is fundamentally improved, thereby increasing the output power and torque of the engine on the motorcycle, and at the same time improving the performance of the motorcycle. The utility model can be installed without changing the structure of the crankcase, which greatly saves the cost of mold opening, effectively reduces the production cost of the motorcycle, and is more beneficial to users in terms of performance and price. accept.

Description of drawings

Fig. 1 is the structural representation of the utility model.

Fig. 2 is a structural schematic diagram of the balance shaft in the utility model.

Fig. 3 is a left side view of Fig. 2 .

Fig. 4 is the right side view of the left crank in the utility model.

Fig. 5 is the left side view of the right crank in the utility model.

Detailed ways

Below in conjunction with accompanying drawing and embodiment the utility model is further described:

As shown in Fig. 1, Fig. 4 and Fig. 5, in order to reduce the weight of the piston 1 and reduce the reciprocating inertial force during the operation of the crank-link mechanism, the section of the piston 1 along its axis is in a "T" shape. The piston 1 is connected to the small end of the connecting rod 3 through the piston pin 2, and the large end of the connecting rod 3 is installed between the symmetrically arranged left and right cranks 5, 6 through the crank pin 4. The opposite faces of the handles of the left and right cranks 5 and 6 are symmetrically provided with gaps 5a and 6a, wherein the gaps 5a on the left crank 5 are arc-shaped and distributed along the edge of the lower half of the handles of the left crank 5 (see Fig. 1 and Fig. 4); The gap 6a on the right crank 6 is also arc-shaped, and is distributed along the edge of the lower half of the right crank 6 handle (seeing Fig. 1 and Fig. 5). Assemble left crankshaft bearing 7 on the axle body of left crank 5 close to its shank, assemble right crankshaft bearing 8 on the axle body of right crank 6 close to its shank, on the axle body on the right side of right crankshaft bearing 8, install balance active by half round key 14 gear 9.

As shown in Fig. 1, Fig. 2 and Fig. 3, a balance shaft 10 with a first balance weight 10a is arranged below the left and right cranks 5, 6, and the axis line of the balance shaft 10 is aligned with the left and right cranks 5, 6. 6 axis lines are parallel. The balance driven gear combination 11 is installed on the right end of the balance shaft 10, and is locked by a nut 15. The balance driven gear combination 11 is meshed with the balance driving gear 9. When the crank linkage mechanism is in operation, the balance driving gear 9 passes through The balance driven gear combination 11 can drive the balance shaft 10 to rotate. The structure of the balance driven gear combination 11 is the same as that of the prior art, and will not be repeated here.

It can be further seen from Fig. 1, Fig. 2 and Fig. 3 that the first balance weight 10a is fan-shaped, and the left balance shaft bearing 12 is assembled on the journal on the left side of the first balance weight 10a, and the right end surface of the first balance weight 10a is in contact with the balance driven The journal between the gear assemblies 11 is fitted with a right balance shaft bearing 13 . A second balance weight 10b is arranged at the middle right position on the first balance weight 10a, the second balance weight 10b is also fan-shaped, and the second balance weight 10b rides on the arc surface of the first balance weight 10a and It has an integral structure with the first balance weight 10a, and the center of the first balance weight 10a and the center of the second balance weight 10b are located on the axis line of the balance shaft 10. When the balance shaft 10 rotates, the second balance weight 10b can pass between the two notches 5a, 6a on the handles of the left and right cranks 5, 6.

In the utility model, the second balance weight 10b and the first balance weight 10a effectively balance half of the first-order reciprocating inertial force when the crank linkage mechanism is running; Said to open gaps 5a, 6a, so that the weight of left and right cranks 5, 6 is reduced, which has not only effectively balanced the first-order reciprocating inertial force and all rotational inertial forces of the other half, but also gives the second balance weight on the balance shaft 10 10b leaves room for maneuvering. The utility model can fundamentally improve the vibration of the large-displacement engine, thereby increasing the output power and torque of the engine on the motorcycle, and at the same time improving the comfort, life and reliability of the motorcycle; it does not need to change the crankcase The structure can be installed, which greatly saves the cost of mold opening, effectively reduces the production cost of the motorcycle, and is more conducive to user acceptance in terms of performance and price.

Claims (3)

1. A motorcycle engine uniaxial balance mechanism, the piston (1) is connected with the small end of the connecting rod (3) through the piston pin (2), and the large end of the connecting rod (3) is installed on the Between the left and right cranks (5, 6), the left crank bearing (7) is assembled on the left crank (5), and the right crank bearing (8) and balance driving gear (9) are assembled successively on the right crank (6). The driving gear (9) meshes with the balance driven gear combination (11) installed on the right end of the balance shaft (10), and the left and right sides of the fan-shaped first balance weight (10a) on the balance shaft (10) are assembled respectively. Right balance shaft bearings (12, 13), and a second balance weight (10b) is arranged on the first balance weight (10a), and it is characterized in that: the opposite faces of the shanks of the left and right cranks (5, 6) Notches (5a, 6a) are provided, and when the balance shaft (10) rotates, the second balance weight (10b) can be moved from the two notches (5a, 6a) on the shank of the left and right cranks (5, 6 ). pass between. 2. The motorcycle engine uniaxial balance mechanism according to claim 1, characterized in that: the notch (5a) on the left crank (5) is arc-shaped, along the bottom half of the handle of the left crank (5). Edge distribution; the notch (6a) on the right crank (6) is also arc-shaped, and is distributed along the edge of the lower half of the handle of the right crank (6). 3. The motorcycle engine uniaxial balance mechanism according to claim 1, characterized in that: the cross-section of the piston (1) along its axis is in a "T" shape.

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