CN116480678A - Bent axle system structure of V-shaped engine and full balance process - Google Patents
Bent axle system structure of V-shaped engine and full balance process Download PDFInfo
- Publication number
- CN116480678A CN116480678A CN202310632123.6A CN202310632123A CN116480678A CN 116480678 A CN116480678 A CN 116480678A CN 202310632123 A CN202310632123 A CN 202310632123A CN 116480678 A CN116480678 A CN 116480678A
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- CN
- China
- Prior art keywords
- crankshaft
- flywheel
- balance
- shock absorber
- weight
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims abstract description 17
- 239000006096 absorbing agent Substances 0.000 claims abstract description 34
- 230000035939 shock Effects 0.000 claims abstract description 34
- 238000012360 testing method Methods 0.000 claims abstract description 16
- 238000005553 drilling Methods 0.000 claims description 4
- 238000004519 manufacturing process Methods 0.000 claims description 4
- 210000003739 neck Anatomy 0.000 claims description 3
- 238000013461 design Methods 0.000 abstract description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000004323 axial length Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000011900 installation process Methods 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 238000004080 punching Methods 0.000 description 1
Classifications
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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
- F16C3/10—Crankshafts assembled of several parts, e.g. by welding by crimping
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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
Abstract
The invention discloses a crankshaft structure of a V-shaped engine and a full-balance process, comprising a crankshaft, a shock absorber and a flywheel; the front end and the rear end of the crankshaft are respectively provided with a first balancing weight, the crank in the middle of the crankshaft is respectively provided with a second balancing weight, the inner side of the shock absorber is provided with a first balancing weight, and the inner side of the flywheel is provided with a second balancing weight; the shock absorber is arranged at the left end of the crankshaft; the flywheel is arranged at the right end of the crankshaft; and each connecting rod journal of the crankshaft is respectively provided with an equivalent gauge block. The crankshaft is provided with the balance weight, the front-end shock absorber and the rear-end flywheel are provided with the balance weights, the balance weights of the shock absorber and the flywheel and the balance weight on the crankshaft are subjected to a test by the dynamic balancing machine in the whole test process, and the balance weights are subjected to a weight removal correction according to the test result of the dynamic balancing machine, so that the torsional vibration and noise of the crankshaft are consistent with the design targets.
Description
Technical Field
The invention relates to the field of engines, in particular to a V-shaped engine crankshaft structure and a full-balance process.
Background
The crankshaft system is the main rotating mechanism of the engine, and when the engine works, qu Zhouji makes high-speed rotary motion to drive the piston to make reciprocating linear motion. In the motion process, the crankshaft system has a rotation inertia force, the piston has a reciprocating inertia force, the processing is bad, the vibration noise of the engine can be large, and the service performance and the service life of the engine are influenced.
In the prior art, in-line engine crankshafts are balanced, and a balance weight is designed on each crank throw of the crankshaft according to the required balance weight to ensure that the crankshaft achieves dynamic balance, so that the engine is required to have enough axial length to meet the arrangement of the balance weight, meanwhile, in production, dynamic balance test is carried out on the crankshaft, and if the test finds that the dynamic unbalance of the crankshaft is out of tolerance, the dynamic unbalance is adjusted by a de-weighting mode to achieve dynamic balance. The crankshaft of the V-shaped engine is shorter than that of the in-line engine, and the structure is compact, so that the balancing weight is difficult to arrange on the crank.
The foregoing background is only for the purpose of aiding in the understanding of the inventive concepts and technical aspects of the present invention and is not necessarily prior art to the present application and should not be used to evaluate the novelty or creativity of the present application in the event that no clear evidence indicates that such is already disclosed at the filing date of the present application.
Disclosure of Invention
The invention aims to provide a crankshaft system structure of a V-shaped engine and a full balancing process, and solves the problem that a crankshaft of the existing V-shaped engine is shorter in length, compact in structure and difficult to arrange a balancing weight on a crank compared with a crankshaft of an in-line engine.
In order to achieve the above object, the present invention adopts the following technical scheme:
a V-shaped engine crankshaft structure is characterized in that: comprises a crankshaft, a shock absorber and a flywheel; the front end and the rear end of the crankshaft are respectively provided with a first balancing weight, the crank in the middle of the crankshaft is respectively provided with a second balancing weight, the inner side of the shock absorber is provided with a first balancing weight, and the inner side of the flywheel is provided with a second balancing weight; the shock absorber is arranged at the left end of the crankshaft; the flywheel is arranged at the right end of the crankshaft; and each connecting rod journal of the crankshaft is respectively provided with an equivalent gauge block.
Further, the thickness of the second balance weight is smaller than that of the first balance weight; the first and second weights are integrally formed with the crankshaft.
Further, the first balancing weight is arranged on the inner side of the shock absorber, the direction of the first balancing weight is 180 degrees with the direction of the first crank, and the first balancing weight and the shock absorber are integrally formed or arranged on the shock absorber in a bolt fixing mode.
Further, the second balancing weight is arranged on the inner side of the flywheel, the direction of the second balancing weight is 180 degrees with the direction of the last gear crank, and the second balancing weight and the flywheel are integrally formed or are arranged on the flywheel in a bolt fixing mode.
Further, the equivalent block is detachably arranged on the connecting rod journal and is used for replacing an engine piston connecting rod group to perform dynamic balance test.
The full-balance process of the V-shaped engine crankshaft structure is characterized by mainly comprising the following steps of:
s1: the method comprises the steps of designing, analyzing and calculating first-order reciprocating inertia force and reciprocating inertia moment of a crankshaft system (a crankshaft, a damper and a flywheel) through software, calculating the inertia moment generated by a piston connecting rod group of each cylinder and the residual inertia moment required by complete balance of the crankshaft system, reasonably distributing the residual inertia moment required by a balance shaft system to each crank of the crankshaft, the flywheel and the damper by combining the specific structure of the crankshaft system, and finally determining the angle position and the size of each balance weight on each crank of the crankshaft, the flywheel and the damper through calculation of dynamic unbalance. Simultaneously calculating equivalent mass of the piston connecting rod group and designing corresponding equivalent blocks;
s2: the manufacturing, the balancing weight, the shock absorber and the flywheel are respectively cast integrally or connected through bolts; the balance weight and the crankshaft are integrally cast;
s3: the method comprises the steps of firstly, integrally assembling a crankshaft, a shock absorber and a flywheel, installing equivalent blocks on the shaft necks of all connecting rods, then integrally placing a crankshaft system on a dynamic balancing machine, connecting a driving belt, and starting equipment to detect. And after the dynamic balancing machine is detected, displaying the dynamic unbalance amount existing at a certain position, if the dynamic unbalance amount exceeds the dynamic unbalance standard value of the crankshaft system, drilling and removing the weight at the position indicated by the dynamic balancing machine, and performing a dynamic balance test again after the weight is removed until the dynamic unbalance standard of the crankshaft system is met, so that the full balance of the crankshaft, the shock absorber and the flywheel is achieved.
Compared with the prior art, the invention has the advantages that:
the crankshaft is provided with the balance weight, the inner sides of the front-end shock absorber and the rear-end flywheel are provided with the balance weights, the balance weights of the shock absorber and the flywheel and the balance weight on the crankshaft are subjected to a test by the dynamic balancing machine in the test process, and the balance weights are subjected to drilling and weight removal according to the test result of the dynamic balancing machine in the test process, so that torsional vibration and noise of the crankshaft are consistent with design targets.
Drawings
FIG. 1 is a schematic diagram of the structure of the present invention;
fig. 2 is a front view of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the following embodiments. It should be emphasized that the following description is merely exemplary in nature and is in no way intended to limit the scope of the invention or its applications.
As shown in fig. 1 and fig. 2, a V-shaped engine crankshaft structure is characterized in that: comprises a crankshaft 1, a shock absorber 2 and a flywheel 3; the front end and the rear end of the crankshaft 1 are respectively provided with a first balance weight 4, a second balance weight 7 is respectively designed on a crank in the middle of the crankshaft 1 to play a role in overall balance of the state, and the thickness of the second balance weight 7 is smaller than that of the first balance weight 4; the first balancing weight 4 and the second balancing weight 7 are integrally formed with the crankshaft 1, so that balancing errors generated in the installation process can be effectively avoided, the inner side of the shock absorber 2 is provided with a first balancing weight 5, the first balancing weight 5 is installed on the inner side of the shock absorber 2, the direction of the first balancing weight 5 is 180 degrees with the direction of a first crank, the first balancing weight 5 is integrally formed with the shock absorber 2 or is installed on the shock absorber 2 in a bolt fixing mode, the inner side of the flywheel 3 is provided with a second balancing weight 6, the second balancing weight 6 is installed on the inner side of the flywheel 3, the direction of the second balancing weight 6 is 180 degrees with the direction of a last crank, the second balancing weight 6 is integrally formed with the flywheel 3 or is installed on the flywheel 3 in a bolt fixing mode, and after a dynamic balancing machine on the crankshaft is tested, the whole balance of the crankshaft can be adjusted in a punching and weight removing mode of the first balancing weight 5 and the second balancing weight 6; the shock absorber 2 is installed at the left end of the crankshaft 1; the flywheel 3 is arranged at the right end of the crankshaft 1; and each connecting rod journal of the crankshaft 1 is respectively provided with an equivalent block 8, and the equivalent blocks 8 are detachably arranged on the connecting rod journals and are used for replacing a piston connecting rod group of an engine to perform dynamic balance test.
The full-balance process of the V-shaped engine crankshaft structure is characterized by mainly comprising the following steps of:
s1: the method comprises the steps of designing, analyzing and calculating first-order reciprocating inertia force and reciprocating inertia moment of a crankshaft system (a crankshaft, a damper and a flywheel) through software, calculating the inertia moment generated by a piston connecting rod group of each cylinder and the residual inertia moment required by complete balance of the crankshaft system, reasonably distributing the residual inertia moment required by the balance shaft system to each gear of crank of the crankshaft 1, the flywheel 3 and the damper 2 by combining the specific structure of the crankshaft system, and finally determining the angle positions and the sizes of each gear of crank of the crankshaft 1, the flywheel 3 and each balance weight on the damper 2 through calculation of dynamic unbalance. Simultaneously calculating equivalent mass of the piston connecting rod group and designing a corresponding equivalent block 8;
s2: the manufacturing, the balancing weight, the shock absorber 2 and the flywheel 3 are respectively cast integrally or connected through bolts; the balance weight and the crankshaft 1 are integrally cast;
s3: the test is that the crankshaft 1, the shock absorber 2 and the flywheel 3 are assembled integrally, the equivalent block 8 is arranged on the shaft neck of each connecting rod, then the crankshaft system is arranged on the dynamic balancing machine integrally, the driving belt is connected, and the opening device starts to detect. And after the dynamic balancing machine is detected, displaying the dynamic unbalance amount existing at a certain position, if the dynamic unbalance amount exceeds the dynamic unbalance standard value of the crankshaft system, drilling and removing the weight at the position indicated by the dynamic balancing machine, and performing a dynamic balance test again after the weight is removed until the dynamic unbalance standard of the crankshaft system is met, so that the full balance of the crankshaft, the shock absorber and the flywheel is achieved.
The foregoing is a further detailed description of the invention in connection with specific/preferred embodiments, and is not intended to limit the practice of the invention to such description. It will be apparent to those skilled in the art that several alternatives or modifications can be made to the described embodiments without departing from the spirit of the invention, and these alternatives or modifications should be considered to be within the scope of the invention.
Claims (6)
1. A V-shaped engine crankshaft structure is characterized in that: comprises a crankshaft, a shock absorber and a flywheel; the front end and the rear end of the crankshaft are respectively provided with a first balancing weight, the crank in the middle of the crankshaft is respectively provided with a second balancing weight, the inner side of the shock absorber is provided with a first balancing weight, and the inner side of the flywheel is provided with a second balancing weight; the shock absorber is arranged at the left end of the crankshaft; the flywheel is arranged at the right end of the crankshaft; and each connecting rod journal of the crankshaft is respectively provided with an equivalent gauge block.
2. The V-engine crankshaft structure of claim 1, wherein: the thickness of the second balance weight is smaller than that of the first balance weight; the first and second weights are integrally formed with the crankshaft.
3. The V-engine crankshaft structure of claim 1, wherein: the first balancing weight is arranged on the inner side of the shock absorber, the direction of the first balancing weight is 180 degrees with the direction of the first crank, and the first balancing weight and the shock absorber are integrally formed or are arranged on the shock absorber in a bolt fixing mode.
4. The V-engine crankshaft structure of claim 1, wherein: the second balancing weight is arranged on the inner side of the flywheel in a direction 180 degrees with the direction of the last gear crank, and the second balancing weight and the flywheel are integrally formed or arranged on the flywheel in a bolt fixing mode.
5. The V-engine crankshaft structure of claim 1, wherein: the equivalent block is detachably arranged on the connecting rod journal and is used for replacing an engine piston connecting rod group to perform dynamic balance test.
6. A full balance process for ensuring the crankshaft structure of the V-type engine according to any one of claims 1 to 5, which is characterized by mainly comprising the following steps:
s1: the method comprises the steps of designing, analyzing and calculating first-order reciprocating inertia force and reciprocating inertia moment of a crankshaft system (a crankshaft, a damper and a flywheel) through software, calculating the inertia moment generated by a piston connecting rod group of each cylinder and the residual inertia moment required by complete balance of the crankshaft system, reasonably distributing the residual inertia moment required by a balance shaft system to each crank of the crankshaft, the flywheel and the damper by combining the specific structure of the crankshaft system, and finally determining the angle position and the size of each balance weight on each crank of the crankshaft, the flywheel and the damper through calculation of dynamic unbalance. Simultaneously calculating equivalent mass of the piston connecting rod group and designing corresponding equivalent blocks;
s2: the manufacturing, the balancing weight, the shock absorber and the flywheel are respectively cast integrally or connected through bolts; the balance weight and the crankshaft are integrally cast;
s3: the method comprises the steps of firstly, integrally assembling a crankshaft, a shock absorber and a flywheel, installing equivalent blocks on the shaft necks of all connecting rods, then integrally placing a crankshaft system on a dynamic balancing machine, connecting a driving belt, and starting equipment to detect. And after the dynamic balancing machine is detected, displaying the dynamic unbalance amount existing at a certain position, if the dynamic unbalance amount exceeds the dynamic unbalance standard value of the crankshaft system, drilling and removing the weight at the position indicated by the dynamic balancing machine, and performing a dynamic balance test again after the weight is removed until the dynamic unbalance standard of the crankshaft system is met, so that the full balance of the crankshaft, the shock absorber and the flywheel is achieved.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310632123.6A CN116480678A (en) | 2023-05-31 | 2023-05-31 | Bent axle system structure of V-shaped engine and full balance process |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310632123.6A CN116480678A (en) | 2023-05-31 | 2023-05-31 | Bent axle system structure of V-shaped engine and full balance process |
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| Publication Number | Publication Date |
|---|---|
| CN116480678A true CN116480678A (en) | 2023-07-25 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310632123.6A Pending CN116480678A (en) | 2023-05-31 | 2023-05-31 | Bent axle system structure of V-shaped engine and full balance process |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114184321A (en) * | 2021-11-30 | 2022-03-15 | 珠海华粤传动科技有限公司 | Balance detection method, device and equipment for centrifugal pendulum shock absorber |
-
2023
- 2023-05-31 CN CN202310632123.6A patent/CN116480678A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114184321A (en) * | 2021-11-30 | 2022-03-15 | 珠海华粤传动科技有限公司 | Balance detection method, device and equipment for centrifugal pendulum shock absorber |
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