CN111664161A

CN111664161A - Novel crankshaft shafting arrangement structure of V-shaped 20-cylinder diesel engine

Info

Publication number: CN111664161A
Application number: CN202010575822.8A
Authority: CN
Inventors: 王黎明; 季永会
Original assignee: Henan Diesel Engine Industry Co Ltd
Current assignee: Henan Diesel Engine Industry Co Ltd
Priority date: 2020-06-22
Filing date: 2020-06-22
Publication date: 2020-09-15

Abstract

The invention discloses a novel crankshaft shafting arrangement structure of a V-type 20-cylinder diesel engine, which comprises a crankshaft group, a flywheel end equivalent system, a vibration reduction end equivalent system and a balance block group, wherein the crankshaft group is correspondingly provided with the balance block group, one end of the crankshaft group is provided with the flywheel end equivalent system, and one end of the crankshaft group is provided with the vibration reduction end equivalent system.

Description

Novel crankshaft shafting arrangement structure of V-shaped 20-cylinder diesel engine

Technical Field

The invention relates to the technical field of novel crankshafts, in particular to a novel crankshaft shafting arrangement structure of a V-shaped 20-cylinder diesel engine.

Background

In a diesel engine having a crank mechanism as a main motion mechanism, a reciprocating inertial force and a rotating inertial force are generated by the diesel engine, the reciprocating inertial force and the rotating inertial force being alternately changed in magnitude and direction, because of the existence of a reciprocating member (such as a piston assembly and a valve assembly) and a member having unbalanced rotating mass (such as a crankshaft and a connecting rod). Due to the characteristic of large pressure change in the working process of the diesel engine, the output torque has periodic pulsation. All this forms the vibration source of the diesel engine, resulting in various forms of vibration when the diesel engine is in operation. These vibrations of the diesel engine can cause severe wear of the parts of the diesel engine, increase noise, affect the proper operation of the machine and the instruments, and may cause damage to the accessories in the diesel engine installation due to resonance.

Because the engine intensification degree is improved, the steel piston is mostly adopted in the prior art, this has inevitably increased the reciprocating mass of diesel engine moving part, simultaneously because the restriction of engine structure, and all inertial force can't be balanced to conventional balancing piece, this can cause the increase of bent axle internal bending moment, increases the range of vibration to influence the vibration index of diesel engine to a great extent.

Disclosure of Invention

The technical problem to be solved by the invention is to overcome the existing defects, and provide a novel crankshaft shafting arrangement structure of a V-shaped 20-cylinder diesel engine, through reasonably arranging each component of a crankshaft, the internal bending moment of the crankshaft is effectively reduced, the deformation of the crankshaft is reduced, the vibration of the whole engine caused by larger disturbance when the crankshaft rotates at high speed is effectively reduced, and the problems in the background art can be effectively solved.

In order to achieve the purpose, the invention provides the following technical scheme: the utility model provides a novel bent axle shafting arrangement structure of V type jar diesel engine, includes bent axle group, flywheel end equivalent system, damping end equivalent system and balanced block group, bent axle group correspondence is provided with balanced block group, the one end of bent axle group is provided with flywheel end equivalent system, the other end of bent axle group is provided with damping end equivalent system.

As a preferable technical solution of the present invention, the crankshaft set includes a first crankshaft, a second crankshaft and a third crankshaft, the first crankshaft is composed of a first crank throw and a crank arm, the second crankshaft is composed of a second crank throw and a crank arm, the third crankshaft is composed of a third crank throw and a crank arm, and the crank arms are correspondingly disposed at two ends of the first crank throw, the second crank throw and the third crank throw.

As a preferable technical solution of the present invention, the balancing block set includes a first balancing block, a second balancing block, and a third balancing block, the number of the first balancing block and the second balancing block is eight, and the number of the third balancing block is two.

As a preferable technical solution of the present invention, the crank arm corresponding to the first crank throw is provided with a first balance weight, the crank arm corresponding to the second crank throw is provided with a second balance weight, the crank arm corresponding to the third crank throw is provided with a third balance weight, and the first balance weight, the second balance weight and the third balance weight are fixedly connected to the crank arm through a fastening member.

As a preferable technical scheme of the invention, the deflection angle of the first balance weight relative to the first crankshaft is 10-30 degrees, the deflection angle of the second balance weight relative to the first crankshaft is 30-70 degrees, and the deflection angle of the third balance weight relative to the first crankshaft is 60-90 degrees.

As a preferred technical scheme of the invention, the flywheel end equivalent system comprises a flywheel, a flywheel flange and a first equivalent ring; the flywheel is connected with the first crankshaft through a flywheel flange, and the first equivalent ring is arranged on one side of the flywheel flange.

As a preferable technical scheme of the invention, the first equivalent ring adopts a fan-shaped ring mounting structure, and the deflection angle of the first crankshaft at the opposite end part of the first equivalent ring is 130-175 degrees.

As a preferred technical solution of the present invention, the damper end equivalence system includes a damper flange and a second equivalence ring, the damper flange is fixedly connected with the first crankshaft through a fastener, and the second equivalence ring is disposed on the damper flange.

As a preferable technical scheme of the invention, the number of the second equivalent rings adopts a semicircular ring structure, and the deflection angle of the first crankshaft at the opposite end parts of the second equivalent rings is 130-175 degrees.

Compared with the prior art, the invention has the beneficial effects that: this novel crankshaft shafting arrangement structure of V type 20 jar diesel engine adopts reasonable arrangement, improve diesel engine shafting balance, reduce the influence of reciprocal inertial force and gyration inertial force, and then reduce the vibration of the power of shaking, balanced block group symmetrical arrangement, the centrifugal force that realizes the shafting and externally produces is zero with centrifugal torque, guarantee diesel engine during operation, the crankshaft shafting can not produce extra effort and moment outwards, guarantee good equilibrium, simultaneously this kind of arrangement also reduces by a wide margin at the deformation of crankshaft shafting and the organism that its inside moment of flexure arouses of during operation, the clearance of axle bush and crankshaft main journal and connecting rod neck is more even, and then make the running-in performance of bent axle and axle bush better.

Drawings

FIG. 1 is a schematic structural view of the present invention;

FIG. 2 is a front view of the present invention;

FIG. 3 is a cross-sectional view A-A of FIG. 2;

FIG. 4 is a cross-sectional view B-B of FIG. 2;

FIG. 5 is a cross-sectional view C-C of FIG. 2;

FIG. 6 is an X-view of FIG. 2;

fig. 7 is a Y-direction view of fig. 2.

In the figure: 1 crankshaft group, 11 first crankshaft, 111 first crank throw, 12 second crankshaft, 121 second crank throw, 13 third crankshaft, 131 third crank throw, 14 crank arm, 2 flywheel end equivalent system, 21 flywheel, 22 flywheel flange, 23 first equivalent ring, 3 damping end equivalent system, 31 damper flange, 32 second equivalent ring, 4 balance block group, 41 first balance block, 42 second balance block and 43 third balance block.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, but not all of the embodiments (for convenience of description and understanding, the upper side of fig. 2 is referred to as the upper side below). All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

Referring to fig. 1-7, the present invention provides a technical solution: a novel crankshaft shafting arrangement structure of a V-type 20-cylinder diesel engine comprises a crankshaft group 1, a flywheel end equivalent system 2, a vibration reduction end equivalent system 3 and a balance block group 4, wherein the crankshaft group 1 comprises a first crankshaft 11, a second crankshaft 12 and a third crankshaft 13, the first crankshaft 11 consists of a first crank throw 111 and a crank arm 14, the second crankshaft 12 consists of a second crank throw 121 and a crank arm 14, the third crankshaft 13 consists of a third crank throw 131 and a crank arm 14, the crank arm 14 is correspondingly arranged at two ends of the first crank throw 111, the second crank throw 121 and the third crank throw 131, the crankshaft group 1 is correspondingly provided with the balance block group 4, the balance block group 4 comprises a first balance block 41, a second balance block 42 and a third balance block 43, the first balance block 41 and the second balance block 42 are eight in number, the third balance block 43 is two in number, the crank arm 14 corresponding to the first crank throw 111 is provided with a first balance block 41, the crank arm 14 corresponding to the second crank throw 121 is provided with a second balance block 42, the crank arm 14 corresponding to the third crank throw 131 is provided with a third balance block 43, the first balance block 41, the second balance block 42 and the third balance block 43 are fixedly connected with the crank arm 14 through fasteners, the first balance block 41, the second balance block 42 and the third balance block 43 are symmetrically arranged, so that the centrifugal force and the centrifugal moment generated by the shaft system outwards are zero, the crankshaft system can not generate extra acting force and moment outwards when the diesel engine works, good balance is ensured, the deflection angle of the first balance block 41 relative to the first crankshaft 11 is 10-30 degrees, the deflection angle of the second balance block 42 relative to the first crankshaft 11 is 30-70 degrees, the deflection angle of the third balance block 43 relative to the first crankshaft 11 is 60-90 degrees, and the arrangement mode greatly reduces the vibration amplitude of the engine, the deformation of a crankshaft system and a machine body is greatly reduced, so that the gaps among the bearing bushes, a crankshaft main journal and a connecting rod journal are more uniform, one end of the crankshaft group 1 is provided with a flywheel end equivalent system 2, and the flywheel end equivalent system 2 comprises a flywheel 21, a flywheel flange 22 and a first equivalent ring 23; the flywheel 21 is connected with the first crankshaft 11 through the flywheel flange 22, the first equivalent ring 23 is arranged on one side of the flywheel flange 22, the first equivalent ring 23 adopts a fan-shaped annular structure, the deflection angle of the first crankshaft 11 at the opposite end part of the first equivalent ring 23 is 130-175 degrees, one end of the crankshaft group 1 is provided with a damping end equivalent system 3, the damping end equivalent system 3 comprises a damper flange 31 and a second equivalent ring 32, the damper flange 31 is fixedly connected with the first crankshaft 11 through a fastener, the second equivalent ring 32 is arranged on the damper flange 31, the number of the second equivalent rings 32 adopts a semi-circular structure, the deflection angle of the first crankshaft 11 at the opposite end part of the second equivalent ring 32 is 130-175 degrees, the deflection angle of the crankshaft 11 generated in the crankshaft shaft system of the device is greatly reduced, and the deformation of the crankshaft shaft system and the machine body caused by the internal bending moment is also greatly reduced, the reliability of the engine is greatly improved.

The crankshaft shaft system does not generate additional acting force and moment to the outside, ensures good balance, reduces the influence of reciprocating inertia force and rotary inertia force, greatly reduces the vibration amplitude of an engine, greatly reduces the bending moment generated inside the crankshaft shaft system, greatly reduces the deformation of the crankshaft shaft system and an engine body, ensures that the gaps among the bearing bush, the crankshaft main journal and the connecting rod journal are more uniform, and improves the reliability of the engine.

Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that changes, modifications, substitutions and alterations can be made in these embodiments without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents.

Claims

1. The utility model provides a novel bent axle shafting arrangement structure of 20 jar diesel engines of V type, includes bent axle group (1), flywheel end equivalent system (2), damping end equivalent system (3) and balanced block group (4), its characterized in that: the crankshaft group (1) is correspondingly provided with a balance block group (4), one end of the crankshaft group (1) is provided with a flywheel end equivalent system (2), and the other end of the crankshaft group (1) is provided with a vibration damping end equivalent system (3).

2. The novel crankshaft shafting arrangement structure of the V-shaped 20-cylinder diesel engine as claimed in claim 1, wherein: the crankshaft group (1) comprises a first crankshaft (11), a second crankshaft (12) and a third crankshaft (13), the first crankshaft (11) is composed of a first crank throw (111) and a crank arm (14), the second crankshaft (12) is composed of a second crank throw (121) and a crank arm (14), the third crankshaft (13) is composed of a third crank throw (131) and a crank arm (14), and the crank arm (14) is correspondingly arranged at two ends of the first crank throw (111), the second crank throw (121) and the third crank throw (131).

3. The novel crankshaft shafting arrangement structure of the V-shaped 20-cylinder diesel engine as claimed in claim 1, wherein: the balancing block set (4) comprises a first balancing block (41), a second balancing block (42) and a third balancing block (43), the number of the first balancing block (41) and the second balancing block (42) is eight, and the number of the third balancing block (43) is two.

4. The novel crankshaft shafting arrangement structure of the V-shaped 20-cylinder diesel engine as claimed in claim 2, wherein: the crank arm (14) corresponding to the first crank (111) is provided with a first balance block (41), the crank arm (14) corresponding to the second crank (121) is provided with a second balance block (42), the crank arm (14) on one side corresponding to the third crank (131) is provided with a third balance block (43), and the first balance block (41), the second balance block (42) and the third balance block (43) are fixedly connected with the crank arm (14) through fasteners.

5. The novel crankshaft shafting arrangement structure of the V-shaped 20-cylinder diesel engine as claimed in claim 3, wherein: the first counterweight (41) is deflected by an angle of 10 DEG to 30 DEG relative to the first crankshaft (11), the second counterweight (42) is deflected by an angle of 30 DEG to 70 DEG relative to the first crankshaft (11), and the third counterweight (43) is deflected by an angle of 60 DEG to 90 DEG relative to the first crankshaft (11).

6. The novel crankshaft shafting arrangement structure of the V-shaped 20-cylinder diesel engine as claimed in claim 1, wherein: the flywheel end equivalent system (2) comprises a flywheel (21), a flywheel flange (22) and a first equivalent ring (23); the flywheel (21) is connected with the first crankshaft (11) through a flywheel flange (22), and the first equivalent ring (23) is arranged on one side of the flywheel flange (22).

7. The novel crankshaft shafting arrangement structure of the V-shaped 20-cylinder diesel engine as claimed in claim 6, wherein: the first equivalent ring (23) adopts a fan-shaped ring mounting structure, and the deflection angle of the first crankshaft (11) at the opposite end part of the first equivalent ring (23) is 130-175 degrees.

8. The novel crankshaft shafting arrangement structure of the V-shaped 20-cylinder diesel engine as claimed in claim 1, wherein: the damper end equivalent system (3) comprises a damper flange (31) and a second equivalent ring (32), the damper flange (31) is fixedly connected with the first crankshaft (11) through a fastener, and the second equivalent ring (32) is arranged on the damper flange (31).

9. The novel crankshaft shafting arrangement structure of the V-shaped 20-cylinder diesel engine, according to claim 8, is characterized in that: the number of the second equivalent rings (32) adopts a semicircular annular structure, and the deflection angle of the first crankshaft (11) at the opposite end parts of the second equivalent rings (32) is 130-175 degrees.