CN115163647A - Engine crankshaft structure, engine crank connecting rod mechanism and engine - Google Patents
Engine crankshaft structure, engine crank connecting rod mechanism and engine Download PDFInfo
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- CN115163647A CN115163647A CN202210692593.7A CN202210692593A CN115163647A CN 115163647 A CN115163647 A CN 115163647A CN 202210692593 A CN202210692593 A CN 202210692593A CN 115163647 A CN115163647 A CN 115163647A
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- 230000005540 biological transmission Effects 0.000 claims description 3
- 238000005452 bending Methods 0.000 abstract description 7
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- 230000004048 modification Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 238000004088 simulation Methods 0.000 description 2
- 238000000429 assembly Methods 0.000 description 1
- 230000000712 assembly Effects 0.000 description 1
- 238000004364 calculation method Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C3/00—Shafts; Axles; Cranks; Eccentrics
- F16C3/04—Crankshafts, eccentric-shafts; Cranks, eccentrics
- F16C3/06—Crankshafts
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C3/00—Shafts; Axles; Cranks; Eccentrics
- F16C3/04—Crankshafts, eccentric-shafts; Cranks, eccentrics
- F16C3/20—Shape of crankshafts or eccentric-shafts having regard to balancing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/28—Counterweights, i.e. additional weights counterbalancing inertia forces induced by the reciprocating movement of masses in the system, e.g. of pistons attached to an engine crankshaft; Attaching or mounting same
- F16F15/283—Counterweights, i.e. additional weights counterbalancing inertia forces induced by the reciprocating movement of masses in the system, e.g. of pistons attached to an engine crankshaft; Attaching or mounting same for engine crankshafts
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- Aviation & Aerospace Engineering (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
Abstract
The invention relates to the technical field of engines, and particularly discloses an engine crankshaft structure, an engine crank connecting rod mechanism and an engine. The engine crankshaft structure comprises a first connecting end, a second connecting end and a crank set for connecting the first connecting end and the second connecting end, wherein the crank set comprises a first crank, a second crank, a third crank, a fourth crank, a fifth crank, a sixth crank, a seventh crank and an eighth crank; the first bell crank is arranged in a first direction, the second bell crank is rotated clockwise 225 degrees in the first direction, the third bell crank is rotated clockwise 90 degrees in the first direction, the fourth bell crank is rotated clockwise 315 degrees in the first direction, the fifth bell crank is rotated clockwise 135 degrees in the first direction, the sixth bell crank is rotated clockwise 270 degrees in the first direction, the seventh bell crank is rotated clockwise 45 degrees in the first direction, and the eighth bell crank is rotated clockwise 180 degrees in the first direction. Through the reasonable design of crankshaft arrangement, the torsional vibration stress and the internal bending moment are reduced, and therefore the reliability of the crankshaft and the bearing bush is improved.
Description
Technical Field
The invention relates to the technical field of engines, in particular to an engine crankshaft structure, an engine crank connecting rod mechanism and an engine.
Background
With the development and progress of the technology in the field of engines, the performance requirements of people for different engines are gradually increased. In the field of V-shaped engines, the cranks of multi-cylinder crankshafts thereof are found to have various arrangement situations through research, and different crank arrangements can generate different ignition sequences. As in the prior art, the arrangement of the first crank throw and the eighth crank throw, the third crank throw and the sixth crank throw, the second crank throw and the seventh crank throw, and the fourth crank throw and the fifth crank throw are parallel to each other, which are parallel to each other, in turn, usually in a clockwise direction. Such an arrangement results in high estimated crankshaft torsional stress, which requires matching larger dampers to ensure crankshaft strength. And the bending moment in the crankshaft is large, so that the load of the bearing bush is increased, and the weight and the length of the whole machine can be increased. Therefore, how to reduce torsional stress and internal bending moment by reasonably arranging the crankshaft arrangement, and further improve the reliability of the crankshaft and the bearing bush still needs to be solved urgently.
Disclosure of Invention
The invention discloses an engine crankshaft structure, an engine crank connecting rod mechanism and an engine, which improve the reliability of a crankshaft and a bearing bush by reasonably designing the arrangement of the crankshaft.
In order to achieve the purpose, the invention provides the following technical scheme:
an engine crankshaft structure comprises a first connecting end, a second connecting end and a crank throw group connected between the first connecting end and the second connecting end;
the crank set comprises eight crank throws which are sequentially arranged; the eight crank throws comprise a first crank throw, a second crank throw, a third crank throw, a fourth crank throw, a fifth crank throw, a sixth crank throw, a seventh crank throw and an eighth crank throw which are sequentially arranged in the direction of pointing to the second end around the first connecting end;
the first crank throw is arranged in a first direction, and the direction perpendicular to the first direction is the direction in which the first connecting end points to the second connecting end; the second crank throw is arranged by rotating 225 degrees clockwise along the first direction, the third crank throw is arranged by rotating 90 degrees clockwise along the first direction, the fourth crank throw is arranged by rotating 315 degrees clockwise along the first direction, the fifth crank throw is arranged by rotating 135 degrees clockwise along the first direction, the sixth crank throw is arranged by rotating 270 degrees clockwise along the first direction, the seventh crank throw is arranged by rotating 45 degrees clockwise along the first direction, and the eighth crank throw is arranged by rotating 180 degrees clockwise along the first direction.
The application provides an engine crankshaft structure arranges through the rational design bent axle, adjusts the angle between the different crank throws, reduces torsional vibration stress and interior moment of flexure to the realization improves the reliability of bent axle, axle bush, and then improves the performance of engine.
Optionally, each said bell crank comprises a first crank, a second crank and a connecting rod journal;
the connecting rod journal is parallel to the direction in which the first connecting end points to the second connecting end, the first crank is connected to one end, facing the first connecting end, of the connecting rod journal, and the second crank is connected to one end, facing the second connecting end, of the connecting rod journal.
Optionally, the first crank of first crank throw with the second crank is provided with balanced heavy subassembly respectively, the second crank throw the first crank is provided with balanced heavy subassembly, the second crank throw the second crank is provided with balanced heavy subassembly, the fourth crank throw the first crank with the second crank is provided with balanced heavy subassembly respectively, the fifth crank throw the first crank with the second crank is provided with balanced heavy subassembly respectively, the sixth crank throw the first crank is provided with balanced heavy subassembly, the seventh crank throw the second crank is provided with balanced heavy subassembly, the eighth crank throw the first crank with the second crank is provided with balanced heavy subassembly respectively.
Optionally, the counterweight assembly comprises a counterweight body having a connecting plane and a structural arc; the connecting plane is detachably fixed to the crank.
Optionally, the counterweight body is fixed to the crank by a bolt.
Optionally, the counterweight assembly further comprises a positioning sleeve, and the positioning sleeve is sleeved on the bolt.
An engine crank-connecting rod mechanism comprises a plurality of connecting rods, a plurality of pistons and the crankshaft structure;
each crank is correspondingly connected with two connecting rods, and each connecting rod is in one-to-one transmission connection with one piston; each piston is adapted to be movably disposed within a cylinder of an engine.
An engine comprising a cylinder block and said engine crank link mechanism;
the cylinder groups include a first cylinder group and a second cylinder group, the first cylinder group including a first group of first cylinders, a first group of second cylinders, a first group of third cylinders, a first group of fourth cylinders, a first group of fifth cylinders, a first group of sixth cylinders, a first group of seventh cylinders, a first group of eighth cylinders;
the second cylinder group comprises a second group of first cylinders, a second group of second cylinders, a second group of third cylinders, a second group of fourth cylinders, a second group of fifth cylinders, a second group of sixth cylinders, a second group of seventh cylinders, and a second group of eighth cylinders;
the first group of first cylinders and the second group of first cylinders are respectively and correspondingly connected with the two pistons of the first crank throw;
the first group of second cylinders and the second group of second cylinders are respectively and correspondingly connected with the two pistons of the second crank throw;
the first group of third cylinders and the second group of third cylinders are respectively and correspondingly connected with the two pistons of the third crank throw;
the first group of fourth cylinders and the second group of fourth cylinders are respectively and correspondingly connected with the two pistons of the fourth crank throw;
the first group of fifth cylinders and the second group of fifth cylinders are respectively and correspondingly connected with the two pistons of the fifth crank throw;
the first group of sixth cylinders and the second group of sixth cylinders are respectively and correspondingly connected with the two pistons of the sixth crank throw;
the first group of seventh cylinders and the second group of seventh cylinders are respectively and correspondingly connected with the two pistons of the seventh crank throw;
the first group of eighth cylinders and the second group of eighth cylinders are respectively and correspondingly connected with the two pistons of the eighth crank throw.
Optionally, the firing order of the cylinder groups is in the order: the first set of first cylinders, the second set of seventh cylinders, the first set of sixth cylinders, the second set of fourth cylinders, the second set of sixth cylinders, the first set of fifth cylinders, the second set of eighth cylinders, the first set of seventh cylinders, the second set of third cylinders, the first set of fourth cylinders, the second set of first cylinders, the first set of second cylinders, the first set of eighth cylinders, the second set of second cylinders, the first set of third cylinders, the second set of fifth cylinders.
Optionally, the included angle between the first set of first cylinders and the second set of first cylinders is 90 °; the included angle between the first group of second cylinders and the second group of second cylinders is 90 degrees; the included angle between the first group of third cylinders and the second group of third cylinders is 90 degrees; the included angle between the first group of fourth cylinders and the second group of fourth cylinders is 90 degrees; the included angle between the first group of fifth cylinders and the second group of fifth cylinders is 90 degrees; the included angle between the first group of sixth cylinders and the second group of sixth cylinders is 90 degrees; the included angle between the first group of seventh cylinders and the second group of seventh cylinders is 90 degrees; the included angle between the first group of eighth cylinders and the second group of eighth cylinders is 90 degrees.
Drawings
FIG. 1 is a schematic illustration of a crankshaft configuration provided in an embodiment of the present application;
FIG. 2 is an enlarged schematic view of the Z structure of FIG. 1;
FIG. 3 is a schematic view of a simple structure of a crank throw according to an embodiment of the present application;
FIG. 4 is a schematic diagram of a crank throw structure provided in the prior art;
fig. 5 is a schematic structural diagram of a counterweight assembly according to an embodiment of the present application.
Reference numerals:
1-a first bell crank; 2-a second crank throw; 3-a third crank throw; 4-a fourth crank throw; 5-fifth crank throw;
6-sixth crank throw; 7-seventh crank throw; 8-eighth crank throw; 9-a first crank; 10-a second crank;
11-connecting rod journal; 12-a counterweight body; 13-a bolt; 14-positioning sleeve.
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, and not all of the embodiments. 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.
As shown in fig. 1, an engine crankshaft structure provided in an embodiment of the present invention includes a first connection end E, a second connection end F, and a crank throw group connected between the first connection end E and the second connection end F. The crank throw group comprises eight crank throws which are sequentially arranged in a direction pointing to the second connecting end F from the first connecting end E, and the eight crank throws are a first crank throw 1, a second crank throw 2, a third crank throw 3, a fourth crank throw 4, a fifth crank throw 5, a sixth crank throw 6, a seventh crank throw 7 and an eighth crank throw 8 in sequence. The direction in which the first connecting end E points to the second connecting end F can be regarded as the axial direction of the crank.
In a direction perpendicular to the first connection end E toward the second connection end F, as shown in fig. 3, the direction in which the first bell crank 1 is disposed is set to be the first direction. The direction of the second connecting end F is pointed by surrounding the first connecting end E, the second crank throw 2 is arranged along the first direction by clockwise rotating 225 degrees, the third crank throw 3 is arranged along the first direction by clockwise rotating 90 degrees, the fourth crank throw 4 is arranged along the first direction by clockwise rotating 315 degrees, the fifth crank throw 5 is arranged along the first direction by clockwise rotating 135 degrees, the sixth crank throw 6 is arranged along the first direction by clockwise rotating 270 degrees, the seventh crank throw 7 is arranged along the first direction by clockwise rotating 45 degrees, and the eighth crank throw 8 is arranged along the first direction by clockwise rotating 180 degrees.
The data comparison shown in table 1 can be obtained by performing experimental simulation comparison on the internal bending moment of the crank throw structure provided in the embodiment of the present application. Wherein reference to a bell crank configuration is prior art, the prior art bell crank configuration is illustrated in fig. 4. As can be seen from Table 1, the crankshaft structure provided by the embodiment of the application enables the internal bending moment of the engine to be obviously reduced, the lower internal bending moment can ensure the stable operation of the engine, and the performance of the engine is improved.
TABLE 1
| Crank structure | Internal bending moment |
| Reference crank structure | 3.154 |
| Crank structure of the present application | 0.628 |
Each crank throw in the crank throw group comprises a crank set and a connecting rod journal 11 arranged at the top end of the crank set, as shown in fig. 2, taking the first crank throw 1 as an example, wherein the crank set comprises a first crank 9 and a second crank 10, and two ends of the connecting rod journal 11 are respectively hinged with the first crank 9 and the second crank 10.
By arranging the balance weight assembly on the crank, the performance of the engine can be further improved, the crankshaft can run stably, and the load born by the connecting rod journal is reduced. Specifically, as shown in fig. 1, the balance weight assemblies are respectively disposed on the first crank 9 and the second crank 10 of the first crank throw 1, the first crank 9 of the second crank throw 2, the second crank 10 of the third crank throw 3, the first crank 9 and the second crank 10 of the fourth crank throw 4, the first crank 9 and the second crank 10 of the fifth crank throw 5, the first crank 9 of the sixth crank throw 6, the second crank 10 of the seventh crank throw 7, and the first crank 9 and the second crank 10 of the eighth crank throw 8.
The design of the balancing weight assembly can be as shown in fig. 5, taking the balancing weight assembly on the first crank 9 as an example, the balancing weight assembly comprises a balancing weight body 12, the balancing weight body 12 is crescent-shaped and has a plane and a cambered surface, and the balancing weight body 12 can be detachably connected with the crank through the plane.
Specifically, the counterweight body 12 has a fixing groove penetrating the counterweight, and both ends of the fixing groove are located on the plane and the arc surface of the counterweight body 12, respectively. Correspondingly, the side of the crank provided with the balancing weight assembly (in the example of the first crank 9) remote from the axis of the crankshaft structure is provided with a mounting groove. The balance weight body 12 can be attached to the crank by fixing bolts to the mounting grooves through the fixing grooves. Illustratively, two fixing grooves are provided, and two mounting grooves are provided, which correspond to the two fixing grooves one by one, as shown in fig. 5, the arc surface of the balancing weight assembly 12 is provided with a counter bore for receiving the head of the bolt 13. The tail part of the bolt 13 is in threaded connection with the mounting groove.
In addition, the balance weight assembly further includes a positioning sleeve 14, and the positioning sleeve 14 may be disposed between the balance weight assembly 12 and the crank to ensure the stability of the installation.
In addition, the invention also provides an engine crank connecting rod mechanism which comprises a plurality of connecting rods, a plurality of pistons and the crankshaft structure. Each crank throw is correspondingly connected with two connecting rods, and each connecting rod is in one-to-one transmission connection with one piston; each piston is adapted to be movably disposed within a cylinder of the engine. The crankshaft structures and the cylinder groups are connected in one-to-one correspondence, so that the movement of the crankshaft structures can drive the movement of the connecting rods and the pistons, and the movement of the pistons further ensures the normal work and the ignition process of the cylinder groups.
Meanwhile, the invention provides an engine which comprises a cylinder group and the engine crank connecting rod mechanism, wherein the cylinder group comprises a first cylinder group and a second cylinder group, and the engine crankshaft structure is connected with the first cylinder group and the second cylinder group. The first cylinder group comprises a first group of first cylinders, a first group of second cylinders, a first group of third cylinders, a first group of fourth cylinders, a first group of fifth cylinders, a first group of sixth cylinders, a first group of seventh cylinders and a first group of eighth cylinders; the second cylinder group includes a second group of first cylinders, a second group of second cylinders, a second group of third cylinders, a second group of fourth cylinders, a second group of fifth cylinders, a second group of sixth cylinders, a second group of seventh cylinders, and a second group of eighth cylinders.
The first group of first cylinders and the second group of first cylinders are respectively and correspondingly connected with two pistons of a first crank throw 1 correspondingly to the engine crank connecting rod mechanism; the first group of second cylinders and the second group of second cylinders are respectively and correspondingly connected with the two pistons of the second crank throw 2; the first group of third cylinders and the second group of third cylinders are respectively and correspondingly connected with two pistons of a third crank throw 3; the first group of fourth cylinders and the second group of fourth cylinders are respectively and correspondingly connected with two pistons of a fourth crank throw 4; the first group of fifth cylinders and the second group of fifth cylinders are respectively and correspondingly connected with two pistons of a fifth crank 5; the first group of sixth cylinders and the second group of sixth cylinders are respectively and correspondingly connected with two pistons of a sixth crank throw 6; the first group of seventh cylinders and the second group of seventh cylinders are respectively and correspondingly connected with two pistons of a seventh crank 7; the first group of eighth cylinders and the second group of eighth cylinders are respectively and correspondingly connected with the two pistons of the eighth crank throw 8.
Wherein the included angle between the first group of first cylinders and the second group of first cylinders is 90 degrees; the included angle between the first group of second cylinders and the second group of second cylinders is 90 degrees; the included angle between the first group of third cylinders and the second group of third cylinders is 90 degrees; the included angle between the first group of fourth cylinders and the second group of fourth cylinders is 90 degrees; the included angle between the first group of fifth cylinders and the second group of fifth cylinders is 90 degrees; the included angle between the first group of sixth cylinders and the second group of sixth cylinders is 90 degrees; the included angle between the first group of seventh cylinders and the second group of seventh cylinders is 90 degrees; the angle between the first set of eighth cylinders and the second set of eighth cylinders is 90 deg.. The angle between the cylinders of the first cylinder group and the cylinders of the corresponding second cylinder group is set to 90 deg., corresponding to the angle between the respective crank throws in the crank arrangement. The angle between two adjacent crank throws is at least 135 degrees, so that the angle between adjacent ignited engine cylinders is not too small, and the normal operation of the engine is ensured.
Specifically, the first group of first cylinders and the second group of first cylinders are symmetrical with respect to the arrangement direction of the first crank throw 1, the first group of second cylinders and the second group of second cylinders are symmetrical with respect to the arrangement direction of the second crank throw 2, the first group of third cylinders and the second group of third cylinders are symmetrical with respect to the arrangement direction of the third crank throw 3, the first group of fourth cylinders and the second group of fourth cylinders are symmetrical with respect to the arrangement direction of the fourth crank throw 4, the first group of fifth cylinders and the second group of fifth cylinders are symmetrical with respect to the arrangement direction of the fifth crank throw 5, the first group of sixth cylinders and the second group of sixth cylinders are symmetrical with respect to the arrangement direction of the sixth crank throw 6, the first group of seventh cylinders and the second group of seventh cylinders are symmetrical with respect to the arrangement direction of the seventh crank throw 7, and the first group of eighth cylinders and the second group of eighth cylinders are symmetrical with respect to the arrangement direction of the eighth crank throw 8.
The optimal cylinder firing sequence corresponding to the engine crankshaft structure provided by the invention is a first group of first cylinders, a second group of seventh cylinders, a first group of sixth cylinders, a second group of fourth cylinders, a second group of sixth cylinders, a first group of fifth cylinders, a second group of eighth cylinders, a first group of seventh cylinders, a second group of third cylinders, a first group of fourth cylinders, a second group of first cylinders, a first group of second cylinders, a first group of eighth cylinders, a second group of second cylinders, a first group of third cylinders and a second group of fifth cylinders in sequence.
The torsional vibration stress of the engine provided by the embodiment of the application is subjected to calculation experiment simulation comparison, and the data comparison shown in the table 2 can be obtained. Wherein reference to an ignition sequence is prior art. As can be seen from table 2, the crankshaft torsional stress of the engine proposed in the embodiment of the present application is significantly reduced compared to the prior art. Therefore, the optimal cylinder firing sequence matched with the crankshaft arrangement can be designed on the basis of the crankshaft arrangement provided by the invention, so that the crankshaft torsional stress can be reduced.
TABLE 2
| Sequence of firing | Stress of torsional vibration |
| Reference firing sequence | 71.4 |
| The present application of the firing sequence | 66.5 |
Therefore, the engine provided by the embodiment of the application combines the crank throw structure, the strength of the crankshaft can be ensured by adopting the ignition sequence, and the reliability of the bearing bush is higher. The first cylinder group and the second cylinder group can work alternately as far as possible, and two cylinders which work continuously are far away as possible, so that the performance of the engine is improved.
It will be apparent to those skilled in the art that various changes and modifications may be made in the embodiments of the present invention without departing from the spirit and scope of the invention. Thus, if such modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include such modifications and variations.
Claims (10)
1. An engine crankshaft structure is characterized by comprising a first connecting end, a second connecting end and a crank throw group connected between the first connecting end and the second connecting end;
the crank set comprises eight crank throws which are sequentially arranged; the eight crank throws comprise a first crank throw, a second crank throw, a third crank throw, a fourth crank throw, a fifth crank throw, a sixth crank throw, a seventh crank throw and an eighth crank throw which are sequentially arranged along the direction that the first connecting end points to the second connecting end;
the first crank throw is arranged in a first direction; the second crank throw is arranged along the first direction in a clockwise rotating mode of 225 degrees, the third crank throw is arranged along the first direction in a clockwise rotating mode of 90 degrees, the fourth crank throw is arranged along the first direction in a clockwise rotating mode of 315 degrees, the fifth crank throw is arranged along the first direction in a clockwise rotating mode of 135 degrees, the sixth crank throw is arranged along the first direction in a clockwise rotating mode of 270 degrees, the seventh crank throw is arranged along the first direction in a clockwise rotating mode of 45 degrees, and the eighth crank throw is arranged along the first direction in a clockwise rotating mode of 180 degrees.
2. The engine crankshaft arrangement of claim 1, wherein each said bell crank comprises a first crank, a second crank and a connecting rod journal;
the connecting rod journal is parallel to the direction in which the first connecting end points to the second connecting end, the first crank is connected to one end, facing the first connecting end, of the connecting rod journal, and the second crank is connected to one end, facing the second connecting end, of the connecting rod journal.
3. The engine crankshaft structure according to claim 2, wherein the first crank and the second crank of the first crank throw are provided with a balance weight assembly, respectively, the first crank of the second crank throw is provided with a balance weight assembly, the second crank of the third crank throw is provided with a balance weight assembly, the first crank and the second crank of the fourth crank throw are provided with a balance weight assembly, respectively, the first crank and the second crank of the fifth crank throw are provided with a balance weight assembly, respectively, the first crank of the sixth crank throw is provided with a balance weight assembly, the second crank of the seventh crank throw is provided with a balance weight assembly, and the first crank and the second crank of the eighth crank throw are provided with a balance weight assembly, respectively.
4. The engine crankshaft structure of claim 3, wherein said counterweight assembly comprises a counterweight body having a connecting plane and a structural arc;
the connecting plane is detachably fixed to the crank.
5. The engine crankshaft structure according to claim 4, wherein said counterweight body is fixed to said crank by bolts.
6. The engine crankshaft structure of claim 5, wherein said counterweight assembly further comprises a locating sleeve, said locating sleeve being disposed over said bolt.
7. An engine crank-connecting rod mechanism characterized by comprising a plurality of connecting rods, a plurality of pistons, and a crankshaft structure according to any one of claims 1 to 6;
each crank throw is correspondingly connected with two connecting rods, and each connecting rod is in one-to-one transmission connection with one piston; each piston is adapted to be movably disposed within a cylinder of an engine.
8. An engine comprising a cylinder bank and the engine crank link mechanism of claim 7;
the cylinder groups include a first cylinder group and a second cylinder group, the first cylinder group including a first group of first cylinders, a first group of second cylinders, a first group of third cylinders, a first group of fourth cylinders, a first group of fifth cylinders, a first group of sixth cylinders, a first group of seventh cylinders, a first group of eighth cylinders;
the second cylinder group comprises a second group of first cylinders, a second group of second cylinders, a second group of third cylinders, a second group of fourth cylinders, a second group of fifth cylinders, a second group of sixth cylinders, a second group of seventh cylinders, and a second group of eighth cylinders;
the first group of first cylinders and the second group of first cylinders are respectively and correspondingly connected with the two pistons of the first crank throw;
the first group of second cylinders and the second group of second cylinders are respectively and correspondingly connected with the two pistons of the second crank throw;
the first group of third cylinders and the second group of third cylinders are respectively and correspondingly connected with the two pistons of the third crank throw;
the first group of fourth cylinders and the second group of fourth cylinders are respectively and correspondingly connected with the two pistons of the fourth crank throw;
the first group of fifth cylinders and the second group of fifth cylinders are respectively and correspondingly connected with the two pistons of the fifth crank throw;
the first group of sixth cylinders and the second group of sixth cylinders are respectively and correspondingly connected with the two pistons of the sixth crank throw;
the first group of seventh cylinders and the second group of seventh cylinders are respectively and correspondingly connected with the two pistons of the seventh crank throw;
the first group of eighth cylinders and the second group of eighth cylinders are respectively and correspondingly connected with the two pistons of the eighth crank throw.
9. The engine of claim 8, wherein the firing order of the cylinder groups is, in order: the first set of first cylinders, the second set of seventh cylinders, the first set of sixth cylinders, the second set of fourth cylinders, the second set of sixth cylinders, the first set of fifth cylinders, the second set of eighth cylinders, the first set of seventh cylinders, the second set of third cylinders, the first set of fourth cylinders, the second set of first cylinders, the first set of second cylinders, the first set of eighth cylinders, the second set of second cylinders, the first set of third cylinders, the second set of fifth cylinders.
10. The engine of claim 8, wherein the included angle between the first set of first cylinders and the second set of first cylinders is 90 °; the included angle between the first group of second cylinders and the second group of second cylinders is 90 degrees; the included angle between the first group of third cylinders and the second group of third cylinders is 90 degrees; the included angle between the first group of fourth cylinders and the second group of fourth cylinders is 90 degrees; the included angle between the first group of fifth cylinders and the second group of fifth cylinders is 90 degrees; the included angle between the first group of sixth cylinders and the second group of sixth cylinders is 90 degrees; the included angle between the first group of seventh cylinders and the second group of seventh cylinders is 90 degrees; the included angle between the first group of eighth cylinders and the second group of eighth cylinders is 90 degrees.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210692593.7A CN115163647A (en) | 2022-06-17 | 2022-06-17 | Engine crankshaft structure, engine crank connecting rod mechanism and engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210692593.7A CN115163647A (en) | 2022-06-17 | 2022-06-17 | Engine crankshaft structure, engine crank connecting rod mechanism and engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN115163647A true CN115163647A (en) | 2022-10-11 |
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