CN203463554U - Counter weight structure of automobile engine crankshaft - Google Patents
Counter weight structure of automobile engine crankshaft Download PDFInfo
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- CN203463554U CN203463554U CN201320546773.0U CN201320546773U CN203463554U CN 203463554 U CN203463554 U CN 203463554U CN 201320546773 U CN201320546773 U CN 201320546773U CN 203463554 U CN203463554 U CN 203463554U
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- crank
- weight plate
- rubber layer
- vibration isolation
- isolation rubber
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- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
Abstract
The utility model provides a counter weight structure of an automobile engine crankshaft, belongs to the technical field of automobile engines, and aims to solve the problem that the conventional crankshaft is poor in effect of absorbing crankshaft torsional vibration energy. According to the counter weight structure of the automobile engine crankshaft, the engine crankshaft comprises a main shaft and a plurality groups of crank throws arranged on the main shaft and used for being connected with an engine connecting rod; each group of the crank throws comprises a first crank and a second crank which are distributed at intervals; the first crank and the second crank are fixedly connected through a connecting rod neck. The counter weight structure comprises a first arc-shaped counter weight plate which is fixedly arranged on the side wall of the first crank and a second arc-shaped counter weight plate which is fixedly arranged on the side wall of the second crank; a first vibration attenuation rubber layer is arranged between the side walls of the first arc-shaped counter weight plate and the first crank; a second vibration attenuation rubber layer is arranged between side walls of the second arc-shaped counter weight plate and the second crank. The counter weight structure is better in effect of absorbing the crankshaft torsional vibration energy.
Description
Technical field
The utility model belongs to technical field of automobile engine, relates to a kind of counterweight structure of automobile engine crankshaft.
Background technique
Along with advancing and the fast development of automotive industry of society, people's living standard constantly improves, and automobile has become one of a kind of important traffic tool that people ride instead of walk.
Internal-combustion engine in automobile is a kind of dynamic power machine, and it is to burn at machine intimate by fuel, and the heat energy of being emitted is directly converted to the heat engine of power.
In the using process of internal-combustion engine, it is found that, when internal-combustion engine reaches a certain rotating speed luck, change very inhomogeneously, be accompanied by machinery and knock and shake, performance is variation also, and this phenomenon is mainly caused by crankshaft torsion vibration.Under the effect of singly turning torque changing along with the cycle, between each crank throw, can produce sizable periodicity relative torsion, number of cylinders is more, and bent axle is longer, and this phenomenon is just more serious; When the torque that the cycle changes on being applied to bent axle conforms to the vibration frequency of bent axle own, just there will be resonance phenomenon, while there is resonance, the amplitude of the torsional deflection of bent axle will be well beyond normal value, light noise that generation is very large, wearing and tearing are increased severely, heavy make crankshaft breakdown.
Present motor, is mainly that torsional balancer is integrated on the belt of crankshaft front end, and to subdue crankshaft torsional vibrations, but effect is not fine.
Summary of the invention
The purpose of this utility model is to have the problems referred to above for existing technology, has proposed a kind of counterweight structure that absorbs the good automobile engine crankshaft of crankshaft torsional vibrations energy effect that has.
The purpose of this utility model can realize by following technical proposal: a kind of counterweight structure of automobile engine crankshaft, on this engine crankshaft comprises main shaft and is arranged on main shaft and for the some suites that are connected with engine link, turn, it is characterized in that, every suite turns and comprises the first crank spaced apart and the second crank, between described the first crank and the second crank, by a connecting rod neck, be connected mutually, this counterweight structure comprises the arched weight plate one being admittedly arranged on the first crank sidewall, admittedly be arranged on the arched weight plate two on the second crank sidewall, between this arched weight plate one and the sidewall of the first crank, be provided with vibration isolation rubber layer one, between this arched weight plate two and the sidewall of the second crank, be provided with vibration isolation rubber layer two.
The counterweight structure of this automobile engine crankshaft mainly arranges arched weight plate one, arched weight plate two, this arched weight plate one is all connected by vibration isolation rubber layer and crank sidewall mutually with arched weight plate two, when crankshaft vibration, this arched weight plate one, arched weight plate two can absorbing vibrational energies, subdue torsional oscillation.
In the counterweight structure of above-mentioned a kind of automobile engine crankshaft, one side welding of described vibration isolation rubber layer one is fixed on the outer side wall of the first crank, the another side welding of this vibration isolation rubber layer one is fixed on a sidewall of arched weight plate one, one side welding of described vibration isolation rubber layer two is fixed on the outer side wall of the second crank, and the another side welding of this vibration isolation rubber layer two is fixed on a sidewall of arched weight plate two.
In the counterweight structure of above-mentioned a kind of automobile engine crankshaft, described arched weight plate one and arched weight plate two are respectively arc platy structure identical in quality.
In the counterweight structure of above-mentioned a kind of automobile engine crankshaft, peripheral edge between described vibration isolation rubber layer one and arched weight plate one is solid sheathed flexible sheath one also, and the peripheral edge between this vibration isolation rubber layer two and arched weight plate two is solid sheathed flexible sheath two also.
In the counterweight structure of above-mentioned a kind of automobile engine crankshaft, described main shaft is provided with even number crank throw.
Compared with prior art, the counterweight structure of this automobile engine crankshaft mainly comprises the arched weight plate one that is admittedly arranged on the first crank sidewall, is admittedly arranged on the arched weight plate two on the second crank sidewall, between this arched weight plate one and the sidewall of the first crank, be provided with vibration isolation rubber layer one, between this arched weight plate two and the sidewall of the second crank, be provided with vibration isolation rubber layer two, this vibration isolation rubber layer one, vibration isolation rubber layer two can absorbing vibrational energies, subdue torsional oscillation; It is better that the utility model absorbs crankshaft torsional vibrations energy effect, and according to the relation of successively decreasing of crank shaft angle amplitude, the size of adjustable balance, so just can be cut to same ideal value by the vibration of each crank throw.
Accompanying drawing explanation
Fig. 1 is the sectional structure schematic diagram of the counterweight structure of this automobile engine crankshaft.
In figure, 1, main shaft; 2, crank throw; 3, the first crank; 4, the second crank; 5, connecting rod neck; 6, arched weight plate one; 7, arched weight plate two; 8, vibration isolation rubber layer one; 9, vibration isolation rubber layer two; 10, flexible sheath one; 11, flexible sheath two.
Embodiment
Be below specific embodiment of the utility model by reference to the accompanying drawings, the technical solution of the utility model is further described, but the utility model be not limited to these embodiments.
As shown in Figure 1, this engine crankshaft mainly by main shaft 1 be arranged on main shaft 1 on and for four suites that are connected with engine link, turn 2 and form, every suite turns 2 and comprises the first crank 3 spaced apart and the second crank 4, between the first crank 3 and the second crank 4, by a connecting rod neck 5, be connected mutually, this counterweight structure comprises the arched weight plate 1 being admittedly arranged on the first crank 3 sidewalls, admittedly be arranged on the arched weight plate 27 on the second crank 4 sidewalls, between this arched weight plate 1 and the sidewall of the first crank 3, be provided with vibration isolation rubber layer 1, when Practical manufacturing, one side welding of this vibration isolation rubber layer 1 is fixed on the outer side wall of the first crank 3, the another side welding of this vibration isolation rubber layer 1 is fixed on a sidewall of arched weight plate 1, peripheral edge between vibration isolation rubber layer 1 and arched weight plate 1 is solid sheathed flexible sheath 1 also, between this arched weight plate 27 and the sidewall of the second crank 4, be provided with vibration isolation rubber layer 29, when Practical manufacturing, one side welding of this vibration isolation rubber layer 29 is fixed on the outer side wall of the second crank 4, the another side welding of this vibration isolation rubber layer 29 is fixed on a sidewall of arched weight plate 27, and the peripheral edge between this vibration isolation rubber layer 29 and arched weight plate 27 is solid sheathed flexible sheath 2 11 also.When practical application, this arched weight plate 1 and arched weight plate 27 are respectively arc platy structure identical in quality.
The counterweight structure of this automobile engine crankshaft mainly arranges vibration isolation rubber layer on each crank throw, on the first crank 3 vibration isolation rubber layer 1, on the second crank 4 vibration isolation rubber layer 29, this vibration isolation rubber layer 1, vibration isolation rubber layer 29 can absorbing vibrational energies, subdue torsional oscillation; It is better that the utility model absorbs crankshaft torsional vibrations energy effect, and according to the relation of successively decreasing of crank shaft angle amplitude, the size of adjustable balance, so just can be cut to same ideal value by the vibration of each crank throw.
Specific embodiment described herein is only to the explanation for example of the utility model spirit.The utility model person of ordinary skill in the field can make various modifications or supplements or adopt similar mode to substitute described specific embodiment, but can't depart from spirit of the present utility model or surmount the defined scope of appended claims.
Although more used herein: main shaft 1; Crank throw 2; The first crank 3; The second crank 4; Connecting rod neck 5; Arched weight plate 1; Arched weight plate 27; Vibration isolation rubber layer 1; Vibration isolation rubber layer 29; Flexible sheath 1; Flexible sheath 2 11 terms such as grade, but do not get rid of the possibility of using other term.Use these terms to be only used to describe more easily and explain essence of the present utility model; They are construed to any additional restriction is all contrary with the utility model spirit.
Claims (5)
1. the counterweight structure of an automobile engine crankshaft, this engine crankshaft comprises main shaft (1) and is arranged on main shaft (1) above and turns (2) for the some suites that are connected with engine link, it is characterized in that, every suite turns (2) and comprises the first crank (3) spaced apart and the second crank (4), between described the first crank (3) and the second crank (4), by a connecting rod neck (5), be connected mutually, this counterweight structure comprises the arched weight plate one (6) being admittedly arranged on the first crank (3) sidewall, admittedly be arranged on the arched weight plate two (7) on the second crank (4) sidewall, between this arched weight plate one (6) and the sidewall of the first crank (3), be provided with vibration isolation rubber layer one (8), between this arched weight plate two (7) and the sidewall of the second crank (4), be provided with vibration isolation rubber layer two (9).
2. the counterweight structure of a kind of automobile engine crankshaft according to claim 1, it is characterized in that, one side welding of described vibration isolation rubber layer one (8) is fixed on the outer side wall of the first crank (3), the another side welding of this vibration isolation rubber layer one (8) is fixed on a sidewall of arched weight plate one (6), one side welding of described vibration isolation rubber layer two (9) is fixed on the outer side wall of the second crank (4), and the another side welding of this vibration isolation rubber layer two (9) is fixed on a sidewall of arched weight plate two (7).
3. the counterweight structure of a kind of automobile engine crankshaft according to claim 2, is characterized in that, described arched weight plate one (6) and arched weight plate two (7) are respectively arc platy structure identical in quality.
4. the counterweight structure of a kind of automobile engine crankshaft according to claim 3, it is characterized in that, peripheral edge between described vibration isolation rubber layer one (8) and arched weight plate one (6) is solid sheathed flexible sheath one (10) also, and the peripheral edge between this vibration isolation rubber layer two (9) and arched weight plate two (7) is solid sheathed flexible sheath two (11) also.
5. the counterweight structure of a kind of automobile engine crankshaft according to claim 4, is characterized in that, described main shaft (1) is provided with even number crank throw (2).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201320546773.0U CN203463554U (en) | 2013-09-04 | 2013-09-04 | Counter weight structure of automobile engine crankshaft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201320546773.0U CN203463554U (en) | 2013-09-04 | 2013-09-04 | Counter weight structure of automobile engine crankshaft |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN203463554U true CN203463554U (en) | 2014-03-05 |
Family
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201320546773.0U Expired - Fee Related CN203463554U (en) | 2013-09-04 | 2013-09-04 | Counter weight structure of automobile engine crankshaft |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN203463554U (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104440433A (en) * | 2014-12-01 | 2015-03-25 | 南车资阳机车有限公司 | Unbalanced crankshaft balanced grinding method |
| CN109210139A (en) * | 2017-07-05 | 2019-01-15 | 本田技研工业株式会社 | Damper for internal combustion engine |
-
2013
- 2013-09-04 CN CN201320546773.0U patent/CN203463554U/en not_active Expired - Fee Related
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104440433A (en) * | 2014-12-01 | 2015-03-25 | 南车资阳机车有限公司 | Unbalanced crankshaft balanced grinding method |
| CN104440433B (en) * | 2014-12-01 | 2017-02-22 | 中车资阳机车有限公司 | Unbalanced crankshaft balanced grinding method |
| CN109210139A (en) * | 2017-07-05 | 2019-01-15 | 本田技研工业株式会社 | Damper for internal combustion engine |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20140305 Termination date: 20140904 |
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| EXPY | Termination of patent right or utility model |