CN220869518U - Engine and motorcycle - Google Patents

Abstract

The utility model provides an engine and a motorcycle, and relates to the field of engines. The utility model provides an engine, which comprises a balance shaft group, wherein the balance shaft group comprises a crank connecting rod part and at least one balance shaft, and the crank connecting rod part is provided with a balance driving tooth; the at least one balance shaft comprises a front balance shaft and a rear balance shaft, a front balance driven tooth meshed with the balance driving tooth is arranged on the front balance shaft, a rear balance driven tooth meshed with the balance driving tooth is arranged on the rear balance shaft, and the center distance from the crank connecting rod part to the front balance shaft is equal to the center distance from the crank connecting rod part to the rear balance shaft. Through setting up the overall arrangement including preceding balance shaft, back balance shaft and crank connecting rod part, guaranteed that possess the same center distance between preceding balance shaft and the back balance shaft respectively and the crank connecting rod part to the compact engine has been guaranteed.

Description

Engine and motorcycle

Technical Field

The utility model relates to the field of engines, in particular to an engine and a motorcycle.

Background

The existing engine balance shaft layout generally adopts a single balance shaft, and part of the engine adopts a double balance shaft structure, and because a certain rotation space is required when the balance shaft rotates, the balance shaft layout generally needs to be laid in a relatively open space.

Most common machine types in the market are arranged in front of the crankshaft, and the layout is easy due to the large front space.

The small part of engine is arranged at the rear side of the crankshaft, and because the crankshaft is provided with a main shaft, a secondary shaft, a piston and other parts, the layout space is effective, so the layout easily influences the compactness of the engine at the rear side or the balance shaft can not be enlarged in a limited space, and the engine is not suitable for the engine with high compact requirement and large displacement. Meanwhile, because the inclination angles of the engine cylinders are all forward inclinations, the connecting rods are forward inclined, when the crankshaft connecting rods run, the height of the protruding crank is larger when the connecting rods run to the rear side of the crankshaft than when the connecting rods run to the front side, so that the balance shafts are distributed on the rear side, particularly on the rear lower side, the balance shafts and the crankshaft need larger center distances, and the connecting rods and the balance shafts can not interfere. But the balance shaft and the crankshaft require a larger center distance, so that the engine is compact.

Disclosure of utility model

The utility model aims to provide an engine and a motorcycle, which ensure that the center distances between a front balance shaft and a rear balance shaft and a crank connecting rod part are the same, and ensure the compactness of the engine.

Embodiments of the present utility model are implemented as follows:

The utility model provides an engine, which comprises a balance shaft group, wherein the balance shaft group comprises a crank connecting rod component and at least one balance shaft, and the crank connecting rod component is provided with a balance driving tooth; the at least one balance shaft comprises a front balance shaft and a rear balance shaft, a front balance driven tooth meshed with the balance driving tooth is arranged on the front balance shaft, a rear balance driven tooth meshed with the balance driving tooth is arranged on the rear balance shaft, and the center distance from the crank connecting rod part to the front balance shaft is equal to the center distance from the crank connecting rod part to the rear balance shaft.

Further, the center of the front balance shaft and the center of the crank connecting rod component are positioned on the same split surface; the center horizontal line of the rear balance shaft and the center horizontal line of the crank connecting rod component form an included angle.

Further, the at least one balance shaft is provided with a balance weight, a yielding structure and a balance driven tooth meshed with the balance driving tooth, and the yielding structure is used for yielding a rotation space required by the crank connecting rod component so as to reduce the center distance between the crank connecting rod component and the at least one balance shaft.

Further, the yielding structure comprises a yielding groove, and the yielding groove is arranged at the joint of the balance weight and the balance shaft.

Further, the yielding structure further comprises a first yielding step and a second yielding step; the engine further comprises a countershaft, and the first step-down and the second step-down are used for letting out a rotation space of the countershaft so as to reduce the center distance between the balance shaft and the countershaft.

Further, the balance weight arranged on the rear balance shaft is a rear balance weight, the connection part of the rear balance weight and the rear balance shaft is provided with the rear abdication groove, and the first abdication step and the second abdication step are arranged on the rear balance weight.

Further, the front balance shaft, the crank connecting rod component and the rear balance shaft are all arranged on a box body of the engine, and a connecting part is arranged in the box body along the gravity center line of the box body; the two ends of the crank connecting rod component are arranged on the box body, and the crank connecting rod component is connected with the connecting part; the front balance shaft is arranged between the inner wall of the box body and the crank connecting rod component, two ends of the front balance shaft are arranged on the box body, and the front balance shaft is also connected with the connecting part; the rear balance shaft is arranged at the lower part of the box body.

Further, the front balance shaft and the crank connecting rod component are connected with the box body through a tile shaft; the rear balance shaft is connected with the box body through a ball bearing.

Another aspect of the utility model proposes a motorcycle comprising an engine as defined in any one of the preceding claims.

The embodiment of the utility model has the beneficial effects that:

Through setting up the overall arrangement including preceding balance shaft, back balance shaft and crank connecting rod part, guaranteed that possess the same center distance between preceding balance shaft and the back balance shaft respectively and the crank connecting rod part to the compact engine has been guaranteed.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present utility model, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some embodiments of the present utility model and therefore should not be considered as limiting the scope, and other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic view of a reverse gear mechanism built into an engine case according to an embodiment of the present utility model;

FIG. 2 is a side view of a reverse gear mechanism built into an engine case according to an embodiment of the present utility model;

FIG. 3 is a schematic view illustrating a first direction structure of a reverse gear mechanism according to an embodiment of the present utility model;

FIG. 4 is a schematic view of a second direction structure of a reverse gear mechanism according to an embodiment of the present utility model;

FIG. 5 is a side view of a reverse gear mechanism according to an embodiment of the present utility model;

FIG. 6 is a schematic structural view of an integrally formed spindle according to an embodiment of the present utility model;

FIG. 7 is a cross-sectional view of the reverse gear mechanism built into the housing in accordance with an embodiment of the present utility model;

FIG. 8 is a cross-sectional view of a reverse gear mechanism in an embodiment of the utility model;

FIG. 9 is a partial schematic view of FIG. 8 in accordance with an embodiment of the utility model;

FIG. 10 is a schematic view of a wrap angle of a chain in a reverse gear mechanism according to an embodiment of the present utility model;

FIG. 11 is a cross-sectional view of the reverse gear mechanism built into the engine case in an embodiment of the present utility model;

FIG. 12 is a schematic diagram of a gear set in accordance with an embodiment of the utility model;

FIG. 13 is a partial schematic view of a clutch and balance shaft assembly according to an embodiment of the present utility model;

FIG. 14 is a side view of a gear set in an embodiment of the present utility model;

FIG. 15 is a cross-sectional view of a gear set in an embodiment of the present utility model;

FIG. 16 is a schematic illustration of primary drive teeth coinciding with balance drive teeth in an embodiment of the present utility model;

FIG. 17 is a schematic representation of a gearset without primary drive teeth according to an embodiment of the utility model;

FIG. 18 is a schematic diagram of an unbalanced active tooth in a gear set according to an embodiment of the present utility model;

FIG. 19 is a schematic view of a crank-connecting rod assembly according to an embodiment of the utility model;

FIG. 20 is a schematic view of a first direction of a rear balance shaft according to an embodiment of the present utility model;

FIG. 21 is a schematic view of a connecting rod going deep into a relief groove according to an embodiment of the present utility model;

FIG. 22 is a second schematic view of the rear balance shaft according to an embodiment of the present utility model;

FIG. 23 is a schematic illustration of the rear balance shaft and crank link assembly, countershaft in spatial position in an embodiment of the utility model;

FIG. 24 is a front view of the rear balance shaft and crank link member, countershaft in a spatial position according to an embodiment of the utility model;

FIG. 25 is a first directional cross-sectional view of the rear balance shaft and auxiliary shaft in an embodiment of the present utility model;

FIG. 26 is a second directional cross-sectional view of the rear balance shaft and auxiliary shaft in an embodiment of the present utility model;

FIG. 27 is a schematic view of the front balance shaft according to an embodiment of the present utility model;

FIG. 28 is a cross-sectional view of the balance shaft set and countershaft and clutch according to an embodiment of the utility model;

Fig. 29 is a schematic diagram of the balance shaft set and the auxiliary shaft and the clutch according to the embodiment of the utility model.

Icon: a 100-engine; 10-a reverse gear mechanism; 11-a main shaft; 111-a reverse gear driving wheel; 113-limiting steps; 1131-a cutter relief groove; 114-a second bearing; 12-lay shaft; 121-a reverse driven wheel; 123-a secondary shaft center oil hole; 124-cover plate; 125-a first bearing; 126-a stop ring groove; 127-a first oil inlet; 128-a second oil inlet; 13-a chain; 131-wrapping the angle of the chain; 14-yielding gaps; 15-mounting a bearing; 16-a bushing; 161-oil groove; 20-clutch; 21-primary driven teeth; 30-crank connecting rod part; 31-primary active teeth; 311-first pair of tooth marks; 32-balancing active teeth; 33-crank; 34-connecting rod; 40-balance shaft; 41-balancing weight; 42-yielding slots; 421-edge extension; 43-spring shock absorbing structure; 50-front balance shaft; 51-front balance driven teeth; 52-front balance weight; 60-a rear balance shaft; 61-rear balancing driven teeth; 63-a rear counterweight; 631-a first step of yielding; 632-a second step of yielding; 64-rear relief groove; 65-included angle; 70-bearing bush; 80-ball bearings; 90-a box body; 91-connection.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the embodiments of the present utility model more apparent, the technical solutions of the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present utility model, and it is apparent that the described embodiments are some embodiments of the present utility model, but not all embodiments of the present utility model. The components of the embodiments of the present utility model generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations.

Thus, the following detailed description of the embodiments of the utility model, as presented in the figures, is not intended to limit the scope of the utility model, as claimed, but is merely representative of selected embodiments of the utility model. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.

It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further definition or explanation thereof is necessary in the following figures.

In the description of the present utility model, it should be noted that, if the terms "upper", "lower", "inner", "outer", and the like indicate an azimuth or a positional relationship based on the azimuth or the positional relationship shown in the drawings, or the azimuth or the positional relationship in which the inventive product is conventionally put in use, it is merely for convenience of describing the present utility model and simplifying the description, and it is not indicated or implied that the apparatus or element referred to must have a specific azimuth, be configured and operated in a specific azimuth, and thus it should not be construed as limiting the present utility model.

Furthermore, the terms "first," "second," and the like, if any, are used merely for distinguishing between descriptions and not for indicating or implying a relative importance.

It should be noted that the features of the embodiments of the present utility model may be combined with each other without conflict.

Referring to fig. 1, 2 and 13, an engine 100 for a motorcycle is provided in an embodiment of the present utility model, the engine 100 is compact, and a case 90 of the engine 100 in the structure can be fully compatible with a reverse gear main shaft 11 and a secondary shaft 12 or a main shaft 11 and a secondary shaft 12 which are not in reverse gear, so that the case 90 is convenient for universality; and the structural adaptability is strong, and the method can be applied to a reverse gear scheme compatible with a multi-cylinder engine 100 with a similar structure.

Referring to fig. 1-2, an engine 100 according to the present embodiment includes a reverse gear mechanism 10, a clutch 20, a balance shaft 40 and a gear set thereof.

Referring to fig. 3 to 5 and 7 to 10, in the reverse gear mechanism 10, a main shaft 11 and a sub shaft 12 are included; a reverse gear driving wheel 111 is arranged on the main shaft 11; the auxiliary shaft 12 is provided with a reverse driven wheel 121, and the main shaft 11 and the auxiliary shaft 12 are arranged on the box body 90; the reverse driving wheel 111 and the reverse driven wheel 121 are in transmission connection through a chain 13, a yielding gap 14 is arranged between the inner wall of the reverse driven wheel 121 and the outer wall of the auxiliary shaft 12, and a limiting piece is arranged in the yielding gap 14.

Specifically, there is a backlash 14 between the reverse driven wheel 121 and the countershaft 12. Therefore, when in installation, the chain 13 is sleeved between the reverse driving wheel 111 and the reverse driven wheel 121 from the side; the limiting piece is sleeved in the yielding gap 14, and the reverse driven wheel 121 is reset, so that the chain 13 sleeved between the reverse driving wheel 111 and the reverse driven wheel 121 is stretched.

When the chain 13 is detached, the limiting piece is detached sequentially, the reverse driven wheel 121 is moved, the reverse driven wheel 121 can be eccentric, the center distance between the reverse driven wheel 121 and the reverse driving wheel 111 is reduced, and the chain 13 is loosened and other parts such as the chain 13 are taken out.

Further, in this way, the reverse gear mechanism 10 is compactly arranged in the case 90 in a limited space; and the quick mounting and quick dismounting of the main shaft 11, the auxiliary shaft 12 and the chain 13 are realized without affecting the stability of the reverse gear mechanism 10.

In the limiting member, the limiting member comprises a mounting bearing 15 and a bushing 16, wherein the mounting bearing 15 is sleeved on the auxiliary shaft 12, and the bushing 16 is sleeved between the mounting bearing 15 and the reverse driven wheel 121.

Specifically, the limiting piece can be integrally formed, or can be separately and independently installed. It will be appreciated that the mounting bearing 15 and the bushing 16 may be integrally formed as a single retainer to be mounted in the relief gap 14, or the mounting bearing 15 and the bushing 16 may be separately mounted in the relief gap 14.

In this embodiment, the mounting bearing 15 and bushing 16 are separately mounted and nested within the relief gap 14. Wherein the bushing 16 and the mounting bearing 15 are mounted on the same center line and detachably arranged in the mounting gap. When the bushing 16 and the mounting bearing 15 are detached from the side, the reverse driven wheel 121 can be eccentric, and the center distance between the bushing and the reverse driven wheel 111 is reduced, so that the chain 13 can be detached and mounted conveniently.

In the main shaft 11, a reverse drive pulley 111 is provided on the main shaft 11, and the main shaft 11 is provided on the case 90. And one end of the main shaft 11 is in driving connection with the clutch 20.

In detail, the main shaft 11 has a rod-shaped structure of a middle cylinder, and a multi-stage spline structure for mounting and driving gears is provided on an outer wall of the main shaft 11. And the main shaft 11 is provided with an oil through hole for introducing lubricating oil to lubricate the gears arranged on the main shaft 11.

In this embodiment, referring to fig. 6, the reverse driving wheel 111 and the main shaft 11 are integrally formed; along the axial direction of the reverse gear driving wheel 111, limiting steps 113 for limiting the chain 13 are arranged on two sides of the reverse gear driving wheel 111, and cutter yielding grooves 1131 are formed in the limiting steps 113.

In detail, the reverse drive wheel 111 is integrated onto the main shaft 11, wherein the tooth root size of the reverse drive wheel 111 is close to the outer diameter of the main shaft 11 by a difference of not more than 2mm. The integral molding can greatly reduce the number of teeth of the reverse driving wheel 111, thereby facilitating the matching of the transmission ratio. The limiting step 113 mainly serves as a bearing and a gear on two sides of the limiting step. The cutter relief groove 1131 is generated when the limit step 113 is machined with the tooth form of the reverse gear driving wheel 111, so that the slave gear tooth root of the reverse gear driving wheel 111 is smaller than the limit step 113, and the engine 100 is more compact in structure.

In this embodiment, the main shaft 11 is further provided with a multi-gear main shaft gear, which is in meshed connection with the multi-gear auxiliary shaft gear.

Wherein, the multi-gear main shaft gear cooperates with the multi-gear auxiliary shaft gear to adjust the gear of the motorcycle.

It should be noted that, the present utility model designs the reverse chain 13, the reverse driving wheel 111 and the reverse driven wheel 121 to the positions of the first gear main shaft gear and the first gear auxiliary shaft gear of the original engine 100. Therefore, the transmission ratio is ensured to be closer to the original first gear, the gear shifting logic of the engine 100 is not changed, and the universal gear shifting system is more beneficial to being compatible with the same engine 100. The gear of the original engine 100 is 1-N-2-3-4-5-6, and the gear of the existing engine 100 is R-N-1-2-3-4-5.

Further, both ends of the main shaft 11 are disposed on the case 90 through the second bearing 114. The multi-speed spindle gear is built into the housing 90.

Referring to fig. 7-9, in the auxiliary shaft 12, the auxiliary shaft 12 is provided with a reverse driven wheel 121, and the auxiliary shaft 12 is arranged on the box body 90; the reverse driving wheel 111 and the reverse driven wheel 121 are in transmission connection through a chain 13, a yielding gap 14 is arranged between the inner wall of the reverse driven wheel 121 and the outer wall of the auxiliary shaft 12, and a limiting piece is arranged in the yielding gap 14.

In this embodiment, further referring to fig. 8-9, the auxiliary shaft 12 is provided with a cover plate 124 at one end of the auxiliary shaft 12; both ends of the auxiliary shaft 12 are arranged on the box body 90 through a first bearing 125, and a stop ring groove 126 is arranged between the first bearing 125 and the inner wall of the box body 90.

Specifically, one end of the counter shaft 12 is provided with a counter shaft center oil hole 123, lubricating oil is provided in the counter shaft center oil hole 123, and the counter shaft 12 is provided with a cover plate 124 at one end of the counter shaft center oil hole 123. Wherein the cover plate 124 is provided outside the case 90 such that the cover plate 124 can be independently installed or removed at the time of installation or removal. The first bearing 125 can also be sequentially mounted and dismounted from the side after the cover plate 124 is dismounted.

Wherein, a stop ring groove 126 is arranged between the first bearing 125 and the inner wall of the box body 90, and a half stop ring is arranged in the stop ring groove 126. During assembly, the auxiliary shaft 12 and related components thereof are firstly installed, then the bearing 15 and the bushing 16 are installed, and finally the half-stop ring is installed; thereby making the posture of the auxiliary shaft 12 more flexible when the auxiliary shaft 12 is assembled.

Further, referring to fig. 8-9, the bushing 16 is a T-shaped bushing, and the bushing 16 is closely attached to the first bearing 125 and forms a plurality of oil grooves 161.

Further, referring to fig. 8-9, the auxiliary shaft 12 is provided with a plurality of first oil inlets 127 and a plurality of second oil inlets 128 penetrating through the outer wall of the auxiliary shaft 12 and the auxiliary shaft center oil hole 123; the first oil inlet 127 is used for introducing lubricating oil to the bushing 16; the oil groove 161 communicates with the second oil inlet 128, and the second oil inlet 128 is used for introducing lubricating oil into the oil groove 161.

Specifically, referring to fig. 3 and 9, the bushing 16 is a T-shaped bushing, and four oil grooves 161 are provided at one end of the bushing 16, which is in close contact with the first bearing 125, and the outer diameter of the oil grooves 161 is smaller than the outer diameter of the first bearing 125. The second oil inlet 128 is disposed at a position corresponding to the positions of the four oil grooves 161, so that lubricating oil can enter the oil grooves 161 through the second oil inlet 128 to lubricate the first bearing 125, the bushing 16, and the like. The first oil inlet 127 is disposed corresponding to the bushing 16, so as to lubricate the auxiliary shaft 12, the bushing 16, and other components such as the mounting bearing 15.

In other embodiments, the number of oil grooves 161 is not less than one, and may be set according to specific lubrication requirements.

Further, referring to fig. 8-9, the reverse driven wheel 121 employs a concave gear, and the distance from the center line of the concave gear to the lower end surface of the first bearing 125 is greater than the distance from the center line of the bushing 16 and the mounting bearing 15 to the lower end surface of the first bearing 125.

Specifically, the reverse driven wheel 121 employs a concave gear. So as to give up a gap between the chain 13 and the case 90 and facilitate the installation and the removal of the chain 13. That is, the distance from the center line of the concave gear to the lower end surface of the first bearing 125 is greater than the distance from the center line of the bushing 16 and the mounting bearing 15 to the lower end surface of the first bearing 125, wherein the distance from the center line of the upper gear of the reverse driven wheel 121 to the lower end surface of the first bearing 125 is D, and the distance from the center line of the bushing 16 and the mounting bearing 15 to the lower end surface of the first bearing 125 is C, that is, D > C.

In this embodiment, the counter shaft 12 is further provided with a multi-gear counter shaft gear, and the multi-gear counter shaft gear is meshed with the multi-gear main shaft gear.

In the present embodiment, when the chain 13 is drivingly connected between the reverse drive pulley 111 and the reverse driven pulley 121, the relationship of the reverse mechanism 10 is as follows:

further, the distance of the relief gap 14 is greater than the thickness of the chain 13.

Referring to fig. 5, the thickness of the chain 13 is X, i.e. the distance of the yielding gap 14 is > X.

Further, referring to fig. 10, the chain wrap angle 131 is less than 50 °.

Further, the distance from the inner wall of the case 90 to the reverse driving wheel 111 is greater than the thickness of the chain 13; the distance from the inner wall of the case 90 to the reverse driven pulley 121 is greater than the thickness of the chain 13.

Referring to fig. 5 and 11, the thickness of the chain 13 is X, and the distance from the inner wall of the case 90 to the reverse driving wheel 111 is a, i.e., a > X; the distance from the inner wall of the case 90 to the reverse driving wheel 111 is Y, that is, Y > X.

Further, the distance of the relief clearance 14 is smaller than the tooth tip clearance distance between the reverse driving wheel 111 and the reverse driven wheel 121.

Referring to fig. 10, the distance of the relief gap 14 is F, and the distance of the tooth tip gap between the reverse driving wheel 111 and the reverse driven wheel 121 is E, i.e. F < E.

Further, the distance from the reverse driven pulley 121 to the lower end face of the first bearing 125 is greater than the total width of the chain 13.

Referring to fig. 8, specifically, the distance from the upper end surface of the gear of the reverse driven wheel 121 to the lower end surface of the first bearing 125 is B, and the total width of the chain 13 is W, i.e., B > W.

The reverse gear mechanism 10 of the engine 100 according to the present embodiment operates according to the following principle:

When in installation, the chain 13 is sleeved between the reverse driving wheel 111 and the reverse driven wheel 121 from the side; the limiting piece is sleeved in the yielding gap 14, and the reverse driven wheel 121 is reset, so that the chain 13 sleeved between the reverse driving wheel 111 and the reverse driven wheel 121 is stretched. When the chain 13 is detached, the limiting parts are detached sequentially, the reverse driving wheel 111 is moved, the reverse driven wheel 121 can be eccentric, the center distance between the reverse driving wheel 111 and the chain 13 is reduced, and other parts such as the chain 13 can be loosened and taken out.

In this way, the reverse gear mechanism 10 is compactly arranged in the box body 90 in a limited space; and the quick mounting and quick dismounting of the main shaft 11, the auxiliary shaft 12 and the chain 13 are realized without affecting the stability of the reverse gear mechanism 10.

In summary, the engine 100 according to the present embodiment solves the problem of installing and dismantling the chain 13 in the limited space of the box 90 by arranging the limiting member and the limiting space of the reverse gear mechanism 10, thereby solving the problem of compatible reverse gear structure in the space of the engine 100. The reverse gear structure composed of the main shaft 11, the auxiliary shaft 12, the reverse gear driving wheel 111, the reverse gear driven wheel 121 and the chain 13 is compatible with the box body 90, so that the universality of the reverse gear mechanism 10 mounted on the box body 90 is realized.

The center distance and other distances between the main shaft 11 and the auxiliary shaft 12 are finely adjusted, so that the main shaft 11 and the auxiliary shaft 12 for non-reverse gear and reverse gear share one box body 90, and the small center distance between the main shaft 11 and the auxiliary shaft 12 is met; so that the primary shaft 11 and the secondary shaft 12 are compatible with one engine 100 in a small gear-open condition, a reverse gear condition, and a non-reverse gear condition. While ensuring compactness and light weight of engine 100, an engine 100 structure compatible with a built-in reverse gear structure is realized, greatly increasing the use of engine 100.

In engine 100, clutch 20 is further included in a compact arrangement within engine 100.

Referring to fig. 13, in the clutch 20, primary driven teeth 21 are provided on the clutch 20, and the clutch 20 is in driving connection with the main shaft 11.

Specifically, one end of the main shaft 11 extends out of the housing 90 to be in driving connection with the clutch 20. Specifically, the clutch 20 can drive the main shaft 11 by pressing the pedal of the clutch 20, so that the multi-gear main shaft gears of the main shaft 11 are respectively meshed with the multi-gear auxiliary shaft gears of the auxiliary shaft 12, and the speed change effect is achieved.

Further, the primary driven tooth 21 is in driving connection with the crank link member 30. Specifically, the primary driven tooth 21 meshes with a primary driving tooth 31 provided on the crank link member 30.

In engine 100, a gear set compactly disposed within engine 100 is further included.

Referring to fig. 12-16, in the crank connecting rod 30, a balance driving tooth 32 and a primary driving tooth 31 are sleeved in sequence from one end of the crank connecting rod 30, the balance driving tooth 32 and the primary driving tooth 31 are press-fitted to one end of the crank connecting rod 30 by interference fit, and the balance driving tooth 32 and the primary driving tooth 31 are pressed.

Specifically, referring to fig. 19, crank throw 33 is connected to a piston set (not shown) through a connecting rod 34, and a plurality of sets of piston sets are operated in a cylinder of engine 100, and crank link member 30 is driven to rotate by connecting rod 34. The crank link assembly 30 is of the prior art and will not be described in detail.

The primary driving teeth 31 and the balance driving teeth 32 are integrally arranged on the crank connecting rod component 30, so that the space layout is greatly reduced, and meanwhile, the number of teeth of the primary driving teeth 31 and the number of teeth of the balance shaft 40 can be flexibly adjusted respectively, and the mutual influence is avoided. So that the engine 100 is more convenient and flexible in layout and the transmission ratio of the engine 100 is easier to realize in the later stage of upgrading and adjusting.

The balance driving tooth 32 and the primary driving tooth 31 are press-fitted to one end of the crank connecting rod member 30 by interference fit, and the balance driving tooth 32 and the primary driving tooth 31 are pressed together, so that the left-right axial dimension of the whole engine 100 can be further reduced.

Further, referring to fig. 16, the diameter of the tip circle of the balance driving tooth 32 is consistent with that of the primary driving tooth 31, and the number of teeth of the balance driving tooth 32 is inconsistent with that of the primary driving tooth 31.

In particular in order to adapt to the tooth profile parameters of different intensity, sound requirements.

Further, referring to fig. 16-18, the balance driving teeth 32 are provided with a first pair of teeth marks 311, the primary driving teeth 31 are provided with a second pair of teeth marks, and the first pair of teeth marks 311 and the second pair of teeth marks are arranged in a one-to-one correspondence.

Specifically, since the primary driving teeth 31 mask the balance driving teeth 32, it is inconvenient to visually observe the tooth alignment mark line. Therefore, the primary driving teeth 31 are provided with the second pair of tooth marks which are arranged in one-to-one correspondence with the first pair of tooth marks 311, so that the observation is convenient.

Further, referring to fig. 19, a plurality of crank throws 33 are provided on the crank link member 30, and a link 34 is connected to the crank throws 33, and the link 34 is used for connecting with a piston group; the bell crank 33 is provided corresponding to the weight 41.

Wherein the crank link member 30 of the engine 100 includes a plurality of unit throws 33, the relative positions of the unit throws 33 or the arrangement of the throws 33 depend on the number of cylinders, the arrangement of the cylinders, and the operation order of the engine 100. In the present embodiment, two sets of bellcrank 33 are provided on the crank link member 30 to correspond to the two-cylinder motorcycle engine 100. In other embodiments, other sets of bellcrank 33 may be provided, such as four sets of bellcrank 33, etc.

Referring to fig. 12-15, in at least one balance shaft 40, a balance driven tooth engaged with the balance driving tooth 32 is provided on the balance shaft 40.

Further, referring to fig. 14-15, the balance follower teeth are disposed on the balance shaft 40 by fasteners.

The fastening piece can be a bolt or a nut and is fastened by adopting a bolt or nut compacting mode.

Further, a spring shock absorbing structure 43 is provided on the balance driven teeth.

Further, the balance driven teeth are in clearance fit with the balance shaft 40, and the balance driven teeth are provided on the balance shaft 40 by fasteners.

In the present embodiment, it is worth mentioning that the at least one balance shaft 40 includes a front balance shaft 50 and a rear balance shaft 60, the balance driven teeth on the front balance shaft 50 engaged with the balance driving teeth 32 are front balance driven teeth 51, and the balance driven teeth on the rear balance shaft 60 engaged with the balance driving teeth 32 are rear balance driven teeth 61.

Further, the front balance driven tooth 51 is press-fitted to one end of the front balance shaft 50 by interference.

Further, the rear balance driven tooth 61 is fitted to one end of the rear balance shaft 60 by a clearance fit.

Specifically, when two balance shafts 40 are present, at least one balance driven tooth is in clearance fit with the balance shafts 40; and through the mounting mode of different balance shafts 40 shaft diameters, the combined state of the driven gears of the two balance shafts 40 is ensured to be completely consistent, the combined state can be exchanged, the state is reduced, and the consistency is increased.

In the present embodiment, the front balance driven tooth 51 is press-fitted to one end of the front balance shaft 50 by interference, and the angular relationship of the installation between the front balance shaft 50 and the front balance driven tooth 51 is controlled by the press-fitting mark and the press-fitting angle; the rear balance driven tooth 61 is clearance fitted to one end of the rear balance shaft 60, and the key way ensures the angular relationship of the rear balance shaft 60 driven tooth to the rear balance shaft 60.

In engine 100, a balance shaft 40 group compactly disposed in engine 100 is further included.

Referring to fig. 13-14 and 17-18, at least one balance shaft 40 includes a front balance shaft 50 and a rear balance shaft 60, a front balance driven tooth 51 engaged with the balance driving tooth 32 is provided on the front balance shaft 50, a rear balance driven tooth 61 engaged with the balance driving tooth 32 is provided on the rear balance shaft 60, and a center distance from the crank link member 30 to the front balance shaft 50 is equal to a center distance from the crank link member 30 to the rear balance shaft 60.

Specifically, the double balance shaft 40 is laid out in the engine 100 to improve the sound marketability of the engine 100 while ensuring compactness of the overall layout of the engine 100.

Referring to fig. 20-21, in at least one balance shaft 40, at least one balance shaft 40 is provided with a balance weight 41, a yielding structure and a balance driven tooth engaged with the balance driving tooth 32, wherein the yielding structure is used for yielding a rotation space required by the crank connecting rod component 30 so as to reduce a center distance between the crank connecting rod component 30 and the at least one balance shaft 40.

When the center distance between the balance shaft 40 and the crank connecting rod 30 is reduced, a yielding structure is arranged on the balance shaft 40 to prevent the crank connecting rod 30 from colliding with the balance shaft 40 when rotating, so as to ensure that the crank connecting rod 30 and the balance shaft 40 do not interfere with each other. The configuration of the balance shaft 40 is optimized by providing a yielding structure, so that the center distance between the balance shaft 40 and the crank connecting rod 30 can be greatly reduced. And the same center distance between the crank link member 30 and the plurality of balance shafts 40 can be ensured when there is more than one balance shaft 40, thereby ensuring the compactness of the engine 100.

Further, referring to fig. 21, the yielding structure includes a yielding groove 42 disposed at a connection portion between the balance weight 41 and the balance shaft 40.

Specifically, the shape of the relief groove 42 may be circular arc, but is not limited to circular arc. And the bottom profile of the relief groove 42 does not exceed the center point of the balance shaft 40.

Wherein, because the engine 100 works with the cylinder, the piston is driven to move in the cylinder, and the plurality of groups of piston groups drive the plurality of crank throws 33 through the connecting rods 34, so that the crank connecting rod component 30 rotates. Since the bell crank 33 and the balance weight 41 are correspondingly arranged, the joint of the balance weight 41 and the balance shaft 40 is provided with the abdication groove 42, so that the rotating space of the protruding connecting rod 34 part during rotation is given off, the center distance between the balance shaft 40 and the crank connecting rod part 30 is reduced under the condition that the balance shaft 40 and the crank connecting rod part 30 are not interfered with each other, and the compactness of the engine 100 is ensured.

Further, the yielding structure further includes a first yielding step 631 and a second yielding step 632; the first step 631 and the second step 632 are configured to step out a rotational space of the auxiliary shaft 12 to reduce a center distance between the balance shaft 40 and the auxiliary shaft 12.

In the present embodiment, it is worth mentioning that the at least one balance shaft 40 includes a front balance shaft 50 and a rear balance shaft 60.

Further, referring to fig. 13, a front balance shaft 50 is disposed on one side of the crank-link member 30, and a rear balance shaft 60 is disposed on the other side, and the center distance between the crank-link member 30 and the front balance shaft 50 is equal to the center distance between the crank-link member 30 and the rear balance shaft 60; the center of the front balance shaft 50 and the center of the crank connecting rod part 30 are positioned on the same split surface; the center horizontal of the rear balance shaft 60 is disposed at an angle 65 from the center horizontal of the crank link member 30.

Further, included angle 65 is less than 30 °.

The front balance shaft 50 and the crank link member 30 are on the same split surface of the housing 90. After the engine 100 is aligned and the whole vehicle is installed, the split surface of the box 90 may form an included angle with the horizontal line. In this embodiment, the split surface of the case may form an angle of 10 ° with the horizontal line.

Further, referring to fig. 13 and 28-29, the front balance shaft 50, the crank link member 30 and the rear balance shaft 60 are all disposed on a casing 90 of the engine 100, and a connection portion 91 is disposed in the casing 90 along a center of gravity line of the casing 90; both ends of the crank link member 30 are provided on the case 90, and the crank link member 30 is connected to the connection portion 91; the front balance shaft 50 is arranged between the inner wall of the box body 90 and the crank connecting rod component 30, two ends of the front balance shaft 50 are arranged on the box body 90, and the front balance shaft 50 is also connected with the connecting part 91; the rear balance shaft 60 is provided at a lower portion of the case 90.

Further, referring to fig. 28 to 29, the front balance shaft 50 and the crank link member 30 are connected to the case 90 through the bearing bush 70; the rear balance shaft 60 is connected to the case 90 through a ball bearing 80.

In detail, since the internal space of the engine 100 is limited, the present embodiment adopts a front-rear layout for the front balance shaft 50 and the rear balance shaft 60, lays out the front balance shaft 50 to the joint surface of the case 90, and adopts the bearing bush 70 to support and connect so as to reduce the center distance of the front balance shaft 50 and the crank link member 30. The rear balance shaft 60 is laid out to the lower portion of the case 90, and the rear balance shaft 60 is laid out by using the gap between the auxiliary shaft 12 and the crank link member 30 in the lower portion of the case 90, and the rear balance shaft 60 is supported and connected to the case 90 by the ball bearing 80, facilitating the installation of the rear balance shaft 60 and the simplification of the supporting structure.

In order to meet the condition that the dynamic balance parameters of the front balance shaft 50 and the rear balance shaft 60 are consistent, the front balance shaft 50 block on the front balance shaft 50 and the rear balance shaft 60 block on the rear balance shaft 60 adopt the same inertia, but adopt different shapes and structures to adapt to the difference of the position layout of the front balance shaft 50 and the rear balance shaft 60.

In the present embodiment, two-cylinder engine 100 is taken as an example, that is, two sets of cranks 33 are provided on crank connecting rod member 30, but it is also possible to adapt it to other multi-cylinder engines 100 in other embodiments. The following is a specific structure of the front balance shaft 50 and the rear balance shaft 60.

Referring to fig. 27, in the front balance shaft 50, two front weights 52 are disposed on the front balance shaft 50, and the design angles of the two front weights 52 on the shaft of the front balance shaft 50 are set according to the actual situation.

Wherein, the two ends of the front balance shaft 50 are connected with the box body 90 through the tile shaft, and the bearing bush 70 is also arranged in the middle of the front balance shaft 50 to be connected with the connecting part 91 because the front balance shaft 50 is distributed on the joint surface of the box body 90.

Referring to fig. 20-26, in the rear balance shaft 60, the balance weight 41 disposed on the rear balance shaft 60 is a rear balance weight 63, a rear relief groove 64 is disposed at a connection portion between the rear balance weight 63 and the rear balance shaft 60, and a first relief step 631 and a second relief step 632 are disposed on the rear balance weight 63.

Specifically, two rear weights 63 are also disposed on the rear balance shaft 60, and the design angles of the two rear weights 63 on the shaft lever of the rear balance shaft 60 are set according to actual conditions. The two rear weights 63 are each provided with a rear relief groove 64 at the connection with the shaft of the rear balance shaft 60, wherein the rear relief grooves 64 enable the bolts or nuts of the connecting rod 34 to extend into the edge extension line 421 of the weight 41.

Referring to fig. 23 to 24, since the rear balance shaft 60 is disposed at the lower portion of the housing 90, the rear balance shaft 60 is disposed by using the gap between the auxiliary shaft 12 and the crank link member 30 in the lower portion of the housing 90.

Referring to fig. 25-26, in order to reduce the center distance between the balance shaft 40 and the auxiliary shaft 12, a first step 631 and a second step 632 are provided on the rear balance shaft 60 to step the auxiliary shaft gear on the auxiliary shaft 12, so that the rear balance shaft 60 is inserted into the contour of the auxiliary shaft 12. The center distance of the rear balance shaft 60 from the counter shaft 12 is reduced while the center distance of the rear balance shaft 60 and the crank link member 30 is reduced.

Referring to fig. 28, the rear balance shaft 60 is supported by a ball bearing 80 to connect with a housing 90, which facilitates the installation of the rear balance shaft 60 and the simplification of the supporting structure.

In summary, the engine 100 provided in the present embodiment has at least the following advantages: the reverse gear structure composed of the main shaft 11, the auxiliary shaft 12, the reverse gear driving wheel 111, the reverse gear driven wheel 121 and the chain 13 is compatible with the box body 90, so that the universality of the reverse gear mechanism 10 installed on the box body 90 is realized; still through setting up spacing clearance and locating part, solved chain 13 and installed and dismantle the problem in the limited space of box 90, and then solve the problem of compatible reverse gear structure in two-wheeled engine 100 space.

The center distance and other distances between the main shaft 11 and the auxiliary shaft 12 are finely adjusted, so that the main shaft 11 and the auxiliary shaft 12 for performing non-reverse gear and reverse gear share one box body 90, and the small center distance between the main shaft 11 and the auxiliary shaft 12 is met; so that the primary shaft 11 and the secondary shaft 12 are compatible with one engine 100 in a small gear-open condition, a reverse gear condition, and a non-reverse gear condition. While ensuring compactness and light weight of engine 100, an engine 100 structure compatible with a built-in reverse gear structure is realized, greatly increasing the use of engine 100.

The engine 100 provided in this embodiment ensures that the front balance shaft 50 and the rear balance shaft 60 have the same center distances from the crank link member 30 by arranging the balance shaft 40 group including the front balance shaft 50, the rear balance shaft 60, and the crank link member 30, respectively, thereby ensuring the compactness of the engine 100.

By providing the relief groove 42 on at least one of the balance shafts 40, the center distance between the balance shaft 40 and the crank link member 30 is reduced while ensuring that the crank link member 30 and the balance shaft 40 do not interfere with each other; further, the center distance among the crank link member 30, the balance shaft 40, the auxiliary shaft 12 and the main shaft 11 is reduced and reasonably arranged without increasing the overall size of the engine 100, thereby further ensuring the development of overall compactness and light weight of the engine 100.

The present embodiment also provides an engine 100, by integrally providing a gear set, the primary driving teeth 31 and the balance driving teeth 32 are integrally provided on the crank link member 30, which greatly reduces the space layout, and at the same time, can flexibly adjust the number of teeth of the primary driving teeth 31 and the number of teeth of the driving teeth of the balance shaft 40, respectively, and does not affect each other; further, the balance driving teeth 32 and the primary driving teeth 31 are press-fitted to one end of the crank link member 30 by interference fit, and the balance driving teeth 32 and the primary driving teeth 31 are pressed together, so that the left-right axial dimension of the whole engine 100 can be further reduced.

Further by arranging the double balance shaft 40 and gear sets thereof, the sound commercial property of the engine 100 and the vibration level of the engine 100 are greatly improved; and under the condition that the whole size of the engine 100 is not increased, the double balance shafts 40 and the driven gear damping structures thereof are reasonably distributed, and meanwhile, the uniform state of the combination of driven teeth of the two balance shafts 40 is ensured by designing different mounting modes, so that the double balance shafts are suitable for different mounting positions.

The present utility model is not limited to the above embodiments, and any changes or substitutions that can be easily understood by those skilled in the art within the technical scope of the present utility model are intended to be included in the scope of the present utility model. Therefore, the protection scope of the utility model is subject to the protection scope of the claims.

Claims (9)

1. An engine comprising a balance shaft set, the balance shaft set comprising: the crank connecting rod component is provided with a balance driving tooth;

The balance device comprises at least one balance shaft, wherein the at least one balance shaft comprises a front balance shaft and a rear balance shaft, a front balance driven tooth meshed with the balance driving tooth is arranged on the front balance shaft, a rear balance driven tooth meshed with the balance driving tooth is arranged on the rear balance shaft, and the center distance from the crank connecting rod part to the front balance shaft is equal to the center distance from the crank connecting rod part to the rear balance shaft.

2. The engine of claim 1, wherein the center of the front balance shaft is located on the same split plane as the center of the crank link member;

The center horizontal line of the rear balance shaft and the center horizontal line of the crank connecting rod component form an included angle.

3. The engine of claim 1, wherein the at least one balance shaft is provided with a weight, a yielding structure and a balance driven tooth engaged with the balance driving tooth, the yielding structure being configured to yield a rotational space required by the crank-connecting rod member to reduce a center-to-center distance between the crank-connecting rod member and the at least one balance shaft.

4. The engine of claim 3, wherein the relief structure comprises a relief groove disposed at a junction of the counterweight and the balance shaft.

5. The engine of claim 4, wherein the yield structure further comprises a first yield step and a second yield step;

The engine further comprises a countershaft, and the first step-down and the second step-down are used for letting out a rotation space of the countershaft so as to reduce the center distance between the balance shaft and the countershaft.

6. The engine of claim 5, wherein the weight disposed on the rear balance shaft is a rear weight, a rear relief groove is disposed at a connection of the rear weight and the rear balance shaft, and the first relief step and the second relief step are disposed on the rear weight.

7. The engine according to claim 1, wherein the front balance shaft, the crank link member, and the rear balance shaft are all provided on a casing of the engine, and a connecting portion is provided in the casing along a center of gravity line of the casing;

The two ends of the crank connecting rod component are arranged on the box body, and the crank connecting rod component is connected with the connecting part;

The front balance shaft is arranged between the inner wall of the box body and the crank connecting rod component, two ends of the front balance shaft are arranged on the box body, and the front balance shaft is also connected with the connecting part;

the rear balance shaft is arranged at the lower part of the box body.

8. The engine of claim 7, wherein the front balance shaft and the crank link member are connected to the housing by a waffle shaft;

the rear balance shaft is connected with the box body through a ball bearing.

9. A motorcycle comprising the engine according to any one of claims 1 to 8.