CN205350030U - Engine crankshaft crank structure - Google Patents
Engine crankshaft crank structure Download PDFInfo
- Publication number
- CN205350030U CN205350030U CN201620116564.6U CN201620116564U CN205350030U CN 205350030 U CN205350030 U CN 205350030U CN 201620116564 U CN201620116564 U CN 201620116564U CN 205350030 U CN205350030 U CN 205350030U
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- crank
- plane
- crank arm
- pin
- engine crankshaft
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Abstract
The utility model discloses an engine crankshaft crank structure, including the crank pin with be located first crank arm and the second crank arm at crank pin both ends respectively, be equipped with the trunnion respectively outside two crank arms, the outside of first crank arm has first inclined plane by crank pin one end, the inboard of this crank arm other end has the second inclined plane. The utility model discloses simple structure, light in weight, bending strength is good, the torsional rigidity is high.
Description
Technical field
This utility model relates to technical field of automobile engine, is specially a kind of engine crankshaft crank structure.
Background technology
Electromotor is the heart of automobile, and bent axle is then the heart of electromotor, and bent axle is as movement parts maximum in electromotor, and it externally exports power, a big chunk friction loss that also consumption of engine runs.It is better that designer is devoted to design intensity always, and torsional rigidity is higher, lower in cost, the bent axle that weight is lighter.
Along with the progress of engine technology, engine power density is gradually increased, and power per liter, torque per liter improve further.Design conventional at present is the material adopting higher intensity, cause that cost increases, or adopt more sturdy crankshaft crank structure, cause that bent axle weight increases, be unfavorable for energy-saving and emission-reduction and save material, and irrational mix, cause that crank bending strength meets, and torsional rigidity is not enough, or torsional rigidity meets, and bending strength is superfluous.It is thus desirable to a kind of novel crank structure, cost, weight, intensity, rigidity reach a kind of balance.
Summary of the invention
The purpose of this utility model is in that to provide a kind of engine crankshaft crank structure, to optimize the relation of the structural strength of crank, rigidity, cost and weight.
Engine crankshaft crank structure described in the utility model, including crank-pin and the first crank arm and the second crank arm that lay respectively at crank-pin two ends, it is respectively equipped with trunnion outside described two crank arms, the outside of the first crank arm has the first inclined-plane by crank-pin one end, the inner side of this crank arm other end has the second inclined-plane, between described first inclined-plane and crank-pin side, angle is 40 °～45 °, and between described second inclined-plane and trunnion side, angle is 20 °～25 °.
Preferably, the first inclined-plane and the first crank arm lateral surface round-corner transition by radius R10～R20, the second inclined-plane and the first crank arm medial surface round-corner transition by radius R10～R20.
Preferably, the circumferential profile of described first crank arm is generally elliptical, and this ellipse width b is 0.78～0.82 times [(d1+d2)/2+a], and wherein d1 is trunnion diameter, and d2 is crank pin diameter, and a is crank throw radius.
Preferably, the length-width ratio of the elliptical periphery profile of described first crank arm is 1:0.7.
This utility model has simple in construction, easy to manufacture, bending strength good, torsional rigidity is high, lightweight advantage.
Accompanying drawing explanation
Fig. 1 is three-dimensional view of the present utility model；
Fig. 2 is front view of the present utility model；
Fig. 3 is left view of the present utility model；
Fig. 4 is the schematic diagram that this utility model axially forms.
Detailed description of the invention
Below in conjunction with drawings and Examples, the utility model is described in further detail, and following example are only used for explaining this utility model, are not intended that the restriction to this utility model protection domain.
Embodiment one:
Referring to Fig. 3, Fig. 4, limited by electromotor overall structure, during engine development early stage, namely first determine crank throw radius a, cylinder centre line spacing s, trunnion diameter d1, trunnion width w1, crank pin diameter d2, crank-pin width w2, naturally also determined that crank thickness n.Therefore crankshaft structure optimization, mainly breaks through crank arm planform.
Engine crankshaft crank structure as shown in Figure 1 and Figure 2, including crank-pin 1 and the first crank arm 2 and the second crank arm 3 laying respectively at crank-pin two ends, is respectively equipped with trunnion 4 outside described two crank arms.
The outside of the first crank arm 2 has the first inclined-plane 21 by crank-pin one end, and the inner side of this crank arm other end has the second inclined-plane 22.
Between described first inclined-plane 21 and crank-pin side 23, angle α is 40 °, the first inclined-plane 21 and the fillet r1 transition by radius R10 of the first crank arm lateral surface 24, it is simple to blank manufacture and avoid product stress to concentrate.
Between described second inclined-plane 22 and trunnion side 25, angle β is 20 °, the second inclined-plane 22 and the fillet r2 transition by radius R10 of the first crank arm medial surface 26, it is simple to blank manufacture and avoid product stress to concentrate.
Referring to Fig. 3, the circumferential profile 27 of described first crank arm is round and smooth, generally elliptical, the length-width ratio of this ellipse is 1:0.7, its width b=0.78 × [(d1+d2)/2+a], and wherein d1 is trunnion diameter, d2 is crank pin diameter, and a is crank throw radius.
Crank arm width is broadening, and strength enhancing is very micro-, but weight sharply increases, if crank arm width reduces, bending strength reduces substantially.Above-mentioned crank structure dimension scale, under the premise ensureing crankshaft bending fatigue intensity, improves the torsional rigidity of bent axle to greatest extent, reaches the crank structure intensity of the best, rigidity and weight relationships.
Embodiment two:
In the present embodiment, between the first inclined-plane 21 and crank-pin side 23, angle α is 45 °, and the first inclined-plane and the first crank arm lateral surface 24 pass through the fillet r1 transition of radius R20.Between the second inclined-plane 22 and trunnion side 25, angle β is 25 °, and the second inclined-plane and the first crank arm medial surface 26 pass through the fillet r2 transition of radius R20.The width b=0.82 of the periphery cartouche of the first crank arm × [(d1+d2)/2+a].All the other technical characteristics of the present embodiment are identical with embodiment one, do not repeat them here.
Embodiment three:
In the present embodiment, between the first inclined-plane 21 and crank-pin side 23, angle α is 42.5 °, and the first inclined-plane and the first crank arm lateral surface 24 pass through the fillet r1 transition of radius R15.Between the second inclined-plane 22 and trunnion side 25, angle β is 22.5 °, and the second inclined-plane and the first crank arm medial surface 26 pass through the fillet r2 transition of radius R15.The width b=0.8 of the periphery cartouche of the first crank arm × [(d1+d2)/2+a].All the other technical characteristics of the present embodiment are identical with embodiment one, do not repeat them here.
Claims (4)
1. an engine crankshaft crank structure, including crank-pin and the first crank arm and the second crank arm that lay respectively at crank-pin two ends, is respectively equipped with trunnion outside described two crank arms,
It is characterized in that: the outside of the first crank arm has the first inclined-plane by crank-pin one end, the inner side of this crank arm other end has the second inclined-plane, between described first inclined-plane and crank-pin side, angle is 40 °～45 °, and between described second inclined-plane and trunnion side, angle is 20 °～25 °.
2. engine crankshaft crank structure according to claim 1, it is characterised in that: the first inclined-plane and the first crank arm lateral surface round-corner transition by radius R10～R20, the second inclined-plane and the first crank arm medial surface round-corner transition by radius R10～R20.
3. engine crankshaft crank structure according to claim 1 and 2, it is characterized in that: the circumferential profile of described first crank arm is generally elliptical, this ellipse width b is 0.78～0.82 times [(d1+d2)/2+a], wherein d1 is trunnion diameter, d2 is crank pin diameter, and a is crank throw radius.
4. engine crankshaft crank structure according to claim 3, it is characterised in that: the length-width ratio of the elliptical periphery profile of described first crank arm is 1:0.7.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201620116564.6U CN205350030U (en) | 2016-02-05 | 2016-02-05 | Engine crankshaft crank structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201620116564.6U CN205350030U (en) | 2016-02-05 | 2016-02-05 | Engine crankshaft crank structure |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN205350030U true CN205350030U (en) | 2016-06-29 |
Family
ID=56179351
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201620116564.6U Active CN205350030U (en) | 2016-02-05 | 2016-02-05 | Engine crankshaft crank structure |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN205350030U (en) |
-
2016
- 2016-02-05 CN CN201620116564.6U patent/CN205350030U/en active Active
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant |