CN209228945U - Crankshaft counterbalance structure - Google Patents
Crankshaft counterbalance structure Download PDFInfo
- Publication number
- CN209228945U CN209228945U CN201822121483.7U CN201822121483U CN209228945U CN 209228945 U CN209228945 U CN 209228945U CN 201822121483 U CN201822121483 U CN 201822121483U CN 209228945 U CN209228945 U CN 209228945U
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- CN
- China
- Prior art keywords
- crankshaft
- counterweight block
- mounting flange
- guide
- connecting pin
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Abstract
The utility model discloses a kind of crankshaft counterbalance structures, and counterweight block is arranged；Mounting flange for installing counterweight block is set on crank arm；The mounting groove matched with mounting flange thickness is set on counterweight block；Dowel hole is set on mounting flange, the connecting pin bores being adapted with dowel hole position is set on counterweight block；By being attached in dowel hole and connecting pin bores and the guide being inserted into this two hole between counterweight block and mounting flange.By adopting the above technical scheme, counterweight block is assembled on crankshaft by being flexibly connected, the function of vibration damping, noise reduction can be effectively realized, reduce the vibration of engine, extend the service life of engine, while also the comfort of aircraft handling is greatly improved and being promoted；Amount of parts is few, and components production is simple；The failure rate for reducing engine product is with the obvious advantage, while also improving the safety of engine.
Description
Technical field
The utility model belongs to the technical field of aviation piston type engine.More specifically, the utility model relates to one kind
Crankshaft counterbalance structure.
Background technique
Existing four cylinder engine does not design balance weight (axis) structure generally.When engine is in working condition, piston
Movement velocity is very fast, and speed is very uneven.When piston is located at upper and lower dead-centre position, speed zero, but upper and lower
The speed in stop middle position then reaches highest.It, will necessarily since piston does the movement of high-speed straight-line repeatedly in cylinder
Biggish inertia force is generated on piston, piston pin and connecting rod.Although the counterweight on connecting rod can effectively balance these inertia
Power, but only some moving-mass participates in linear motion, and another part takes part in rotation.Thus in addition to upper and lower dead-centre position
Outside, equilibrium state can not be fully achieved in other inertia force, and engine at this time just produces vibration.
Referenced patent document:
1, engine crankshaft balance shaft mechanism, 200510094169.9, as shown in Figure 5；
2, engine balance shaft mechanism and engine assembly, 201310449042.9, as shown in Figure 6；
3, crankshaft balance shaft, 201410488610.0, as shown in Figure 7；
4, three-cylinder engine balance shaft, 201810129082.8, as shown in Figure 8；
5, a kind of engine and automobile 201520844648.7, as shown in Figure 9.
The shortcomings that prior art, is:
1, using balance shaft structure, the vibration generated to engine crankshaft is balanced, and balance shaft need to be fixed on cylinder body,
Engine Outside Dimensions are also increased while increasing the weight of engine complete machine, and many limits are produced to the purposes of engine
Condition processed；
2, balance shaft and engine crankshaft need to be attached by transmission mechanisms such as gear or chains.Rigid connection structure is only
The rotating inertia force that can be generated to engine crankshaft reduces, and is unable to complete equipilibrium level-one reciprocal inertia force；
3, using balance shaft structure, multiple components need to be increased, this certainly will increase the probability of engine component failure,
Reduce engine health.
For aviation piston engine, it is desirable that light-weight, size is small, the service life is long.So being wanted in Aeroengine Design
Mitigate weight as much as possible, reduce vibration.It therefore, can be to engine using the balance shaft structure of above-mentioned existing patented technology
Overall dimensions have an important influence on, while also will increase engine weight.This does not meet the design requirement of aero-engine.
Utility model content
The utility model provides a kind of crankshaft counterbalance structure, and the purpose is to reduce the vibration of engine.
To achieve the goals above, the technical solution that the utility model is taken are as follows:
The crankshaft counterbalance structure of the utility model, the crankshaft include crank arm, and balance is arranged in the balanced structure
Pouring weight；Mounting flange for installing counterweight block is set on the crank arm；Setting and institute on the counterweight block
The mounting groove that the mounting flange thickness stated matches；Dowel hole is set on the mounting flange, in the balance weight
The connecting pin bores adaptable with the dowel hole position is set on block；Pass through between the counterweight block and mounting flange
It is attached in dowel hole and connecting pin bores and the guide being inserted into this two hole.
Counterweight block described in being arranged two on each crankshaft and the two sides for being symmetrically distributed in crankshaft.
Dowel hole, connecting pin bores and the axis of guide and the main shaft of crankshaft are parallel.
The counterweight block is flat structure, main shaft of the flat horizontal surface perpendicular to the crankshaft.
Two connecting pin bores are set on each counterweight block, and each connecting pin bores uses a guide and Method for Installation
Orchid connection.
Shape of the counterweight block on its flat horizontal surface is arch, and the bowed camber line is counterweight block assembly
Outside afterwards；Two connecting pin bores are symmetrical by the bowed symmetrical middle line line.
The guide is clearance fit in dowel hole and connecting pin bores.
Postive stop baffle is set in the dowel hole at the guide both ends, and carries out the axial direction of guide by circlip
Limit.
Counterweight block by adopting the above technical scheme, is assembled on crankshaft by the utility model by being flexibly connected, can be effective
The function of vibration damping, noise reduction is realized on ground, is reduced the vibration of engine, is extended the service life of engine, while also to aircraft handling
Comfort be greatly improved and promoted；Amount of parts is few, and components production is simple；Reduce the failure rate of engine product
It is with the obvious advantage, while also improving the safety of engine.
Detailed description of the invention
Label in content and figure shown in attached drawing is briefly described as follows:
Fig. 1 is the assembly relation explosive view of the crankshaft counterbalance structure of the utility model；
Fig. 2 is the crankshaft counterbalance Standard schematic diagram of the utility model；
Fig. 3 is the diagrammatic cross-section of the crankshaft counterbalance structure of the utility model；
Fig. 4 is the structural schematic diagram of the counterweight block in the utility model；
Fig. 5 is 1 structural schematic diagram of referenced patent document；
Fig. 6 is 2 structural schematic diagram of referenced patent document；
Fig. 7 is 3 structural schematic diagram of referenced patent document；
Fig. 8 is 4 structural schematic diagram of referenced patent document；
Fig. 9 is 5 structural schematic diagram of referenced patent document.
In the figure, it is marked as
1, crankshaft, 2, counterweight block, 3, guide, 4, postive stop baffle, 5, circlip, 11, mounting flange, 12, positioning pin
Hole, 21, connecting pin bores, 22, mounting groove.
Specific embodiment
Below against attached drawing, by the description of the embodiment, making to specific embodiment of the present utility model further detailed
Thin explanation, with help those skilled in the art to the inventive concept of the utility model, technical solution have it is more complete, accurate and
Deep understanding.
The structure of the utility model as shown in Figures 1 to 4, is a kind of crankshaft counterbalance structure, starts suitable for aviation piston
Machine, the crankshaft 1 include crank arm.
For aviation piston engine, it is desirable that light-weight, size is small, the service life is long.So in engine design, Yao Jinke
The mitigation weight of energy reduces vibration.
In order to overcome the drawbacks of the prior art and there are the problem of, realize reduce engine vibration goal of the invention, this
The technical solution that utility model is taken are as follows:
As shown in Figure 1, the crankshaft counterbalance structure setting counterweight block 2 of the utility model；It is arranged on the crank arm and uses
In the mounting flange 11 of installation counterweight block 2；It is arranged on the counterweight block 2 and matches with 11 thickness of mounting flange
The mounting groove 22 of conjunction；On the mounting flange 11 be arranged dowel hole 12, on the counterweight block 2 setting with it is described
The adaptable connecting pin bores 21 in 12 position of dowel hole；By positioning between the counterweight block 2 and mounting flange 11
Pin hole 12 and connecting pin bores 21 and the guide 3 being inserted into this two hole are attached.
It is attached by way of guide 3 and hole cooperation between counterweight block 2 and crankshaft installed flange 11.Counterweight block
2 outer dimension is within the footprint that crankshaft rotates.Mounting groove 22 plays limiting balance pouring weight 2 and alters along 1 axis of crankshaft
Dynamic effect.
Mounting flange 11 and dowel hole 12 on the crank arm of crankshaft 1 directly designed for installation counterweight block 2 are put down
It is assembled together by way of riveting between weight block 2 and crankshaft 1.The utility model uses counterweight block structure, by soft
Property is linked and packed onto crankshaft, the rotating inertia force and torque of counterweight block balance crankshaft, can effectively realize vibration damping, noise reduction
Function and design idea reduce the vibration of engine, so as to extend the service life of engine, while also to aircraft handling
Comfort is greatly improved and is promoted；Using the above structure, amount of parts is few, and components production is simple；Reduce engine
The failure rate of product, it is with the obvious advantage, while also improving the safety of engine.
Counterweight block 2 described in being arranged two on each crankshaft 1 and the two sides for being symmetrically distributed in crankshaft 1.It keeps
Equalising torque of the counterweight block 2 on gyratory directions.
As shown in Figures 2 and 3, the main shaft of the axis of the dowel hole 12, connecting pin bores 21 and guide 3 and crankshaft 1
Line is parallel.
As shown in figure 4, the counterweight block 2 is flat structure, master of the flat horizontal surface perpendicular to the crankshaft 1
Axis.
Two connecting pin bores 21 are set on the counterweight block 2, each connecting pin bores 21 using a guide 3 with
Mounting flange 11 connects.
Shape of the counterweight block 2 on its flat horizontal surface is arch, and the bowed camber line is the dress of counterweight block 2
Outside after matching；Two connecting pin bores 21 are symmetrical by the bowed symmetrical middle line line.
The guide 3 is clearance fit in dowel hole 12 and connecting pin bores 21.
Be clearance fit between counterweight block and guide, crankshaft, in rotary course, vibration frequency that counterweight block generates with
Crankshaft is inconsistent.Assembly between counterweight block 2 and crankshaft 1 belongs to flexible connection, is connected by guide 3.When crankshaft 1
When carrying out axial rotation, counterweight block 2 can carry out centrifugal rotation with the difference of revolving speed.Generated vibration and crankshaft 1 are certainly
The vibration that body generates is cancelled out each other, and can effectively reduce the reciprocal inertia force of crankshaft；
Postive stop baffle 4 is set in the dowel hole 12 at 3 both ends of guide, and guide 3 is carried out by circlip 5
Axial limiting.
3 both ends of guide of stable equilibrium pouring weight 2 need to fill postive stop baffle 4, limit the axial float of guide；Counterweight block 2 is easy
In assembly, it is also easy to disassemble.When assembly, guide 3 is passed through into dowel hole 12 and connecting pin bores 22,3 both ends limiting block of guide
Plate 4 is limited, then is fixed with circlip 5.It avoids counterweight block 2 in the running, guide 3 occurs and skid off and cause to put down
The failure of weight block.
The utility model is exemplarily described above in conjunction with attached drawing, it is clear that the utility model specific implementation not by
The limitation of aforesaid way, as long as the various unsubstantialities carried out using the method concept and technical solution of the utility model change
Into, or it is not improved the conception and technical scheme of the utility model are directly applied into other occasions, in the utility model
Protection scope within.
Claims (8)
1. crankshaft counterbalance structure, the crankshaft (1) includes crank arm, it is characterised in that: balance is arranged in the balanced structure
Pouring weight (2)；Mounting flange (11) for installing counterweight block (2) is set on the crank arm；In the counterweight block
(2) mounting groove (22) matched with described mounting flange (11) thickness is set on；It is set on the mounting flange (11)
Dowel hole (12) are set, the connection adaptable with dowel hole (12) position is set on the counterweight block (2)
Pin hole (21)；By in dowel hole (12) and connecting pin bores (21) between the counterweight block (2) and mounting flange (11)
And the guide (3) being inserted into this two hole is attached.
2. crankshaft counterbalance structure described in accordance with the claim 1, it is characterised in that: be arranged two on each crankshaft (1)
The counterweight block (2) and the two sides for being symmetrically distributed in crankshaft (1).
3. crankshaft counterbalance structure described in accordance with the claim 1, it is characterised in that: the dowel hole (12), connecting pin bores
(21) and the axis of guide (3) is parallel with the main shaft of crankshaft (1).
4. crankshaft counterbalance structure described in accordance with the claim 1, it is characterised in that: the counterweight block (2) is flat
Structure, main shaft of the flat horizontal surface perpendicular to the crankshaft (1).
5. crankshaft counterbalance structure according to claim 4, it is characterised in that: be arranged on each counterweight block (2)
Two connecting pin bores (21), each connecting pin bores (21) are connect using a guide (3) with mounting flange (11).
6. crankshaft counterbalance structure according to claim 5, it is characterised in that: the counterweight block (2) is in its flat horizontal surface
On shape be arch, the bowed camber line be counterweight block (2) assembly after outside；Two connecting pin bores
(21) symmetrical by the bowed symmetrical middle line line.
7. crankshaft counterbalance structure described in accordance with the claim 1, it is characterised in that: the guide (3) is in dowel hole (12)
It and in connecting pin bores (21) is clearance fit.
8. crankshaft counterbalance structure described in accordance with the claim 1, it is characterised in that: the positioning pin at described guide (3) both ends
Postive stop baffle (4) are set in hole (12), and carry out the axial limiting of guide (3) by circlip (5).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201822121483.7U CN209228945U (en) | 2018-12-18 | 2018-12-18 | Crankshaft counterbalance structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201822121483.7U CN209228945U (en) | 2018-12-18 | 2018-12-18 | Crankshaft counterbalance structure |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN209228945U true CN209228945U (en) | 2019-08-09 |
Family
ID=67508060
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201822121483.7U Active CN209228945U (en) | 2018-12-18 | 2018-12-18 | Crankshaft counterbalance structure |
Country Status (1)
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| CN (1) | CN209228945U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109340308A (en) * | 2018-12-18 | 2019-02-15 | 芜湖钻石航空发动机有限公司 | A kind of crankshaft counterbalance structure |
-
2018
- 2018-12-18 CN CN201822121483.7U patent/CN209228945U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109340308A (en) * | 2018-12-18 | 2019-02-15 | 芜湖钻石航空发动机有限公司 | A kind of crankshaft counterbalance structure |
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