CN210397619U - Engine crank connecting rod mechanism and engine - Google Patents
Engine crank connecting rod mechanism and engine Download PDFInfo
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- CN210397619U CN210397619U CN201920996445.8U CN201920996445U CN210397619U CN 210397619 U CN210397619 U CN 210397619U CN 201920996445 U CN201920996445 U CN 201920996445U CN 210397619 U CN210397619 U CN 210397619U
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Abstract
The utility model relates to the technical field of engine, especially, relate to an engine crank link mechanism and engine, engine crank link mechanism includes bent axle and connecting rod, and the bent axle is including linking the axle journal, connecting at the first axle journal that links the axle journal left end, connecting at the second axle journal that links the axle journal right-hand member and setting up the balancing piece on first axle journal and second axle journal respectively, and the microcephaly end of connecting rod links to each other with the piston, and the stub end of connecting rod links to each other with linking the axle journal, and the connecting rod adopts titanium alloy material preparation to form. The density of the titanium alloy is smaller than that of the alloy steel, the weight of the connecting rod with the same size can be reduced by 46% compared with the connecting rod made of the alloy steel, the yield strength of the titanium alloy is higher than that of the alloy steel, the size of the connecting rod made of the titanium alloy can be reduced by 25% -50%, the weight of the connecting rod made of the titanium alloy can be reduced by more than 50%, the required balance weight of a balance block can be correspondingly reduced, and the size and the weight of the whole engine can be reduced.
Description
Technical Field
The utility model relates to the technical field of engines, especially, relate to an engine crank link mechanism and engine.
Background
The crankshaft connecting rod mechanism of the engine generally comprises a crankshaft and a connecting rod, wherein the crankshaft comprises a connecting journal, a first journal connected to the left end of the connecting journal, a second journal connected to the right end of the connecting journal, and balance blocks respectively arranged on the first journal and the second journal, the small end of the connecting rod is connected with a piston, and the large end of the connecting rod is connected with the connecting journal.
In the prior art, the connecting rod is usually made of alloy steel materials (such as 42CrMo, C70S6, 46MnVS and the like), and the material density is generally 7.8g/mm3On the left and right, the weight of the connecting rod is larger, the weight of the connecting rod directly determines the weight of the balance weight, the balance weight needs larger weight to balance the inertia force generated by the connecting rod, the balance weight is usually made of cast iron or alloy steel materials, and the material density is 7.2-7.8g/mm3Control, for guaranteeing sufficient balancing weight, the external diameter of balancing piece needs the design big enough, simultaneously for avoiding balancing piece and piston etc. to take place to interfere, then the length of connecting rod also needs big enough to it is great to lead to whole quick-witted size of engine and weight.
In addition, the connecting rod comprises a connecting rod body and a connecting rod cover, the connecting rod body and the connecting rod cover are usually connected through bolts, and due to the fact that the weight of the connecting rod is large, in order to ensure that the connecting rod body is attached to the connecting rod cover in the running process of the engine, the bolts for connecting the connecting rod body and the connecting rod cover need to have high enough axial force, and therefore the bolts with large specifications need to be used. In the prior art, the connecting rod body and the connecting rod cover are usually connected by two bolt sets, each bolt set comprises two bolts, and the two bolts in each bolt set are symmetrically arranged relative to the central line of the connecting rod, so that the bolts have enough bearing area, the width of the big head end of the connecting rod needs to be increased, the length of a connecting shaft journal is increased, and the size and the weight of the whole engine are increased.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to provide an engine crank link mechanism and engine to solve the great problem of crank link mechanism size and weight among the prior art.
To achieve the purpose, the utility model adopts the following technical proposal:
the utility model provides an engine crank link mechanism, includes bent axle and connecting rod, the bent axle is including linking the axle journal, connecting link the first axle journal of axle journal one end, connect link the second axle journal of the axle journal other end and set up respectively first axle journal with the balancing piece on the second axle journal, the little head end of connecting rod links to each other with the piston, the stub end of connecting rod with link the axle journal and link to each other, the connecting rod adopts titanium alloy material preparation to form.
As the preferable technical scheme of the engine crank connecting rod mechanism, the balance weight is made of tungsten alloy materials.
As the preferable technical scheme of the engine crank connecting rod mechanism, the connecting rod comprises a connecting rod body and a connecting rod cover, one end of the connecting rod body is the small head end, the other end of the connecting rod body is in butt joint with the connecting rod cover to form the large head end, and the connecting rod body is connected with the connecting rod cover through a bolt.
As a preferable technical scheme of the engine crank link mechanism, at least two connecting rods are connected to the connecting shaft journal;
the connecting rod body and the connecting rod cover are connected through two bolt groups, the two bolt groups are respectively arranged on two sides of the connecting hole of the big head end along the radial direction of the connecting hole of the big head end, each bolt group is provided with two bolts, the two bolts in each bolt group are asymmetrically distributed relative to the center surface of the connecting rod along the axial direction of the connecting hole of the big head end, and the distance between the bolt close to the first journal or the second journal in each bolt group and the center surface is smaller than the distance between the bolt far away from the first journal or the second journal and the center surface.
As a preferable technical scheme of the engine crank connecting rod mechanism, the distance between a bolt close to the first journal or the second journal and the central plane in each bolt group is smaller than the distance between a bolt far away from the first journal or the second journal and the central plane by 0.5mm-3 mm.
As a preferable technical scheme of the engine crank connecting rod mechanism, the cross section of the rod body between the small head end and the large head end of the connecting rod is rectangular.
As a preferable technical scheme of the engine crank connecting rod mechanism, the balance weight is a fan-shaped balance weight.
As a preferable technical scheme of the engine crank connecting rod mechanism, the small end of the connecting rod is connected with the piston through a piston pin.
As a preferable technical scheme of the engine crank connecting rod mechanism, the connecting shaft journal is connected with two connecting rods.
An engine comprising the engine crank link mechanism of any one of the above aspects.
The utility model has the advantages that:
1) the utility model provides an engine crank link mechanism, including bent axle and connecting rod, the bent axle includes even the axle journal, connect the first axle journal of even axle journal one end, connect the second axle journal of even axle journal other end, and set up the balancing piece on first axle journal and second axle journal respectively, the tip of connecting rod passes through the piston pin and links to each other with the piston, the stub end of connecting rod links to each other with even axle journal, the connecting rod adopts titanium alloy material to make and forms, titanium alloy's density is less than alloy steel's density, after the same size connecting rod adopts titanium alloy material, its weight can reduce 46% compared with adopting alloy steel material, and titanium alloy's yield strength is higher than alloy steel's yield strength, its size of connecting rod that adopts titanium alloy can reduce 25% -50%, thereby its weight can reduce more than 50% after the connecting rod adopts titanium alloy material, and then the balanced weight of required balancing piece also can correspondingly reduce, thereby reducing the size and weight of the whole engine;
2) the balance weight is made of tungsten alloy material, the tungsten alloy has higher density, and the size of the balance weight can be greatly reduced compared with that of the balance weight made of tungsten alloy material by adopting cast iron or alloy steel, so that the length of the connecting rod can be shortened, namely, the weight of the connecting rod is further reduced, and the size and the weight of the whole engine can be further reduced;
3) the connecting rod body and the connecting rod cover are connected through two bolt groups, the two bolt groups are respectively arranged on two sides of the connecting hole of the big head end along the radial direction of the connecting hole of the big head end of the connecting rod, each bolt group is provided with two bolts, the two bolts in each bolt group are asymmetrically distributed relative to the center surface of the connecting rod along the axial direction of the connecting hole of the big head end, the distance between the bolt close to the first journal or the second journal in each bolt group and the center surface is smaller than the distance between the bolt far away from the first journal or the second journal and the center surface, therefore, the width of the connecting rod can be reduced as much as possible, the length of the connecting journal is further reduced, and the size and the weight of the whole engine are further reduced.
Drawings
Fig. 1 is a first schematic structural diagram of a crank link mechanism of the present invention;
fig. 2 is a schematic structural diagram of a crank link mechanism of the present invention;
fig. 3 is a front view of the connecting rod of the present invention;
fig. 4 is a bottom view of the connecting rod of the present invention.
In the figure:
10-a crankshaft; 11-connecting a shaft neck; 12-a first journal; 13-a second journal; 14-a weight; 20-a connecting rod; 21-a connecting rod body; 211-small head end; 22-connecting rod cap; 23-big head end; 231-a first side; 232-a second side; 24-bolt group; 241-bolt; 30-a piston; 40-piston pin.
Detailed Description
The technical solution of the present invention will be further explained with reference to the accompanying drawings and embodiments. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some but not all of the elements related to the present invention are shown in the drawings.
In the description of the present invention, unless expressly stated or limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning permanently connected, detachably connected, or integral to one another; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the present disclosure, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may comprise direct contact between the first and second features, or may comprise contact between the first and second features not directly. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
In the description of the present embodiment, the terms "upper", "lower", "left", "right", and the like are used in the orientation or positional relationship shown in the drawings only for convenience of description and simplicity of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and thus should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used only for descriptive purposes and are not intended to have a special meaning.
As shown in fig. 1-4, the present invention provides an engine crank link mechanism, including a crankshaft 10 and a connecting rod 20, the crankshaft 10 includes a connecting journal 11, a first journal 12 connected to one end of the connecting journal 11, a second journal 13 connected to the other end of the connecting journal 11, and balance weights 14 respectively disposed on the first journal 12 and the second journal 13, a small end 211 of the connecting rod 20 is connected to a piston 30 through a piston pin 40, a large end 23 of the connecting rod 20 is connected to the connecting journal 11, the connecting rod 20 is made of a titanium alloy material, the density of the titanium alloy is lower than that of alloy steel, after the connecting rod 20 of the same size is made of the titanium alloy material, the weight thereof can be reduced by 46% compared with that of alloy steel, and the yield strength of the titanium alloy is higher than that of alloy steel, the axial size of the connecting rod 20 made of the titanium alloy can be reduced by 25% -50%, so that the weight of the connecting rod 20 made of the titanium alloy material, and therefore the required balance weight of the balance weight 14 is correspondingly reduced, so that the size and the weight of the whole engine can be reduced. Of course, the material of the connecting rod 20 is not limited to titanium alloy, and other metal materials having a lower density and a higher strength than alloy steel may be used.
Further, the balance weight 14 is made of a tungsten alloy material, the tungsten alloy has a high density, and after the balance weight 14 with the same weight is made of the tungsten alloy material, the size of the balance weight can be greatly reduced compared with that of the balance weight 14 made of cast iron or alloy steel, so that the length of the connecting rod 20 can be shortened, that is, the weight of the connecting rod 20 is further reduced, and the size and the weight of the whole engine can be further reduced. Of course, the material of the weight 14 is not limited to tungsten alloy, and other metal materials with a higher density may be used. In the present embodiment, the weight 14 is a fan-shaped weight 14 having a certain thickness and radius, and the size reduction of the weight 14 means the reduction of the thickness and radius of the weight 14.
Further, referring to fig. 3 and 4, the connecting rod 20 includes a connecting rod body 21 and a connecting rod cap 22, one end of the connecting rod body 21 is a small head end 211, the other end of the connecting rod body 21 is butted with the connecting rod cap 22 to form a large head end 23, the connecting rod body 21 and the connecting rod cap 22 are connected through a bolt 241, and the connection mode of the bolt 241 is simple and reliable. Further, the link body 21 and the link cover 22 are connected by two bolt sets 24, the two bolt sets 24 are respectively disposed at both sides of the connecting hole of the big head end 23 along the radial direction of the connecting hole of the big head end 23 of the link 20, each bolt set 24 has two bolts 241, and the two bolts 241 in each bolt set 24 are asymmetrically distributed with respect to the central plane C of the connecting rod 20 along the axial direction of the connecting hole of the big head end 23, and the distance from the central plane C to the bolt 241 in each bolt set 24 close to the first journal 12 or the second journal 13 is smaller than the distance from the central plane C to the bolt 241 far from the first journal 12 or the second journal 13. In this embodiment, two connecting rods 20 are connected to the connecting journal 11, two side surfaces of the big end 23 of the connecting rod 20 along the axial direction of the connecting hole of the big end 23 are a first side surface 231 and a second side surface 232, respectively, the first side surface 231 abuts against an end surface of the first journal 12 or the second journal 13, the second side surface 232 abuts against a side surface of the big end 23 of another connecting rod 20, because the first journal 12 or the second journal 13 and the connecting journal 11 are in arc transition, the first side surface 231 of the connecting rod 20 is an arc surface matched with the first side surface 231, and the second side surface 232 is a plane, which results in different widths of the bolt pressure bearing surfaces on two sides of the central surface C of the connecting rod 20, the width of the bolt pressure bearing surface of the central surface C of the connecting rod 20 close to the first side surface 231 is smaller than the width of the bolt pressure bearing surface close to the second side surface 232, that is X smaller than Y in fig. 4, if two bolts 241 in each bolt group 24 are arranged, it is necessary to make X be equal to or larger than the diameter of the bolt head of the bolt 241 to ensure that the bolt 241 is completely pressed on the pressure bearing surface of the connecting rod 20, and by arranging the two bolts 241 in each bolt group 24 to be asymmetrically distributed relative to the center line C of the connecting rod 20, that is, X1 is smaller than Y1 in fig. 4, it is not necessary to make X be equal to or larger than the diameter of the bolt head of the bolt 241, as long as it is ensured that X plus Y is equal to the sum of the diameters of the bolt heads of the two bolts 241, so that the width of the connecting rod 20 can be reduced as much as possible, and the length of the connecting journal 11 can be reduced, thereby further reducing the size and weight of the. In the present embodiment, the distance of the bolt 241 near the first side 231 from the center plane C of the link 20 is smaller than the distance of the bolt 241 near the second side 232 from the center plane C of the link 20 by 0.5mm to 3mm, i.e., X1 is smaller than Y1 by 0.5mm to 3 mm.
Further, the cross section of the shaft between the small head end 211 and the large head end 23 of the connecting rod 20 is rectangular, and under the condition of the same weight, the rectangular shape can reach the minimum width compared with other shapes (such as an I shape), so that more installation space can be provided for the balance weight 14, the thickness of the balance weight 14 can be properly increased, the outer diameter of the balance weight 14 can be properly reduced, the length of the connecting rod 20 can be properly reduced, and the overall height of the engine can be further reduced.
The utility model also provides an engine, including the engine crank link mechanism among the above-mentioned scheme.
It is obvious that the above embodiments of the present invention are only examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.
Claims (10)
1. The utility model provides an engine crank link mechanism, characterized in that, includes bent axle (10) and connecting rod (20), bent axle (10) including even axle journal (11), connect in first axle journal (12) of even axle journal (11) one end, connect in second axle journal (13) of even axle journal (11) other end and set up respectively first axle journal (12) with counterbalance (14) on second axle journal (13), little head end (211) of connecting rod (20) link to each other with piston (30), big head end (23) of connecting rod (20) with even axle journal (11) link to each other, connecting rod (20) adopt titanium alloy material to make and form.
2. The engine crank-link mechanism according to claim 1, characterized in that the balance weight (14) is made of tungsten alloy material.
3. The engine crank-link mechanism according to claim 1, wherein the link (20) includes a link body (21) and a link cover (22), one end of the link body (21) is the small end (211), the other end of the link body (21) is butted with the link cover (22) to form the large end (23), and the link body (21) and the link cover (22) are connected by a bolt (241).
4. The engine crank mechanism according to claim 3, characterized in that at least two connecting rods (20) are connected to the connecting journal (11);
the connecting rod body (21) and the connecting rod cover (22) are connected through two bolt groups (24), the two bolt groups (24) are respectively arranged on two sides of the connecting hole of the big head end (23) along the radial direction of the connecting hole of the big head end (23), each bolt group (24) is provided with two bolts (241), the two bolts (241) in each bolt group (24) are asymmetrically distributed relative to the central plane of the connecting rod (20) along the axial direction of the connecting hole of the big head end (23), and the distance between the bolt (241) close to the first journal (12) or the second journal (13) and the central plane in each bolt group (24) is smaller than the distance between the bolt (241) far away from the first journal (12) or the second journal (13) and the central plane.
5. The engine crank-link mechanism according to claim 4, characterized in that the distance of the bolt (241) in each of the bolt groups (24) close to the first journal (12) or the second journal (13) from the center plane is smaller by 0.5-3 mm than the distance of the bolt (241) away from the first journal (12) or the second journal (13) from the center plane.
6. The engine crank-link mechanism of claim 1 wherein the cross section of the rod (20) between the small end (211) and the large end (23) is rectangular.
7. Engine crank-link mechanism according to claim 1, characterized in that the counterweight (14) is a sector-shaped counterweight.
8. The engine crank-connecting rod mechanism according to claim 1, characterized in that the small end (211) of the connecting rod (20) is connected to the piston (30) by a wrist pin (40).
9. The engine crank mechanism according to claim 4, characterized in that two connecting rods (20) are connected to the connecting journal (11).
10. An engine comprising an engine crank mechanism according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920996445.8U CN210397619U (en) | 2019-06-28 | 2019-06-28 | Engine crank connecting rod mechanism and engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920996445.8U CN210397619U (en) | 2019-06-28 | 2019-06-28 | Engine crank connecting rod mechanism and engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN210397619U true CN210397619U (en) | 2020-04-24 |
Family
ID=70351525
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201920996445.8U Active CN210397619U (en) | 2019-06-28 | 2019-06-28 | Engine crank connecting rod mechanism and engine |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN210397619U (en) |
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2019
- 2019-06-28 CN CN201920996445.8U patent/CN210397619U/en active Active
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