CN214007758U

CN214007758U - Engine and crankshaft

Info

Publication number: CN214007758U
Application number: CN202022991202.0U
Authority: CN
Inventors: 魏顺冬; 费运嘉; 付艳丽; 张典; 冯峰; 杨信磊; 王琛; 庞进军; 孙芳芳; 于洋
Original assignee: Anhui Hualing Automobile Co Ltd
Current assignee: Anhui Hualing Automobile Co Ltd
Priority date: 2020-12-10
Filing date: 2020-12-10
Publication date: 2021-08-20
Anticipated expiration: 2030-12-10

Abstract

The utility model discloses an engine and a crankshaft, wherein the crankshaft comprises a crankshaft front end, a main journal, a crankshaft arm, a connecting rod journal, a balance block and a crankshaft rear end; the end part of the front end of the crankshaft is provided with a first hollow part, and/or the end part of the rear end of the crankshaft is provided with a second hollow part. The utility model provides a bent axle has reduced the quality of bent axle under the prerequisite of guaranteeing its rigidity and balance performance, helps reducing the engine oil consumption, reduces the running noise.

Description

Engine and crankshaft

Technical Field

The utility model relates to an engine field, in particular to bent axle. The utility model discloses still relate to an engine that has this bent axle.

Background

The crankshaft is the most important part of the engine, and the crankshaft bears the force transmitted by the connecting rod and converts the force into torque which is output through the crankshaft and drives other accessories on the engine to work. It is subjected to the combined action of gas pressure, reciprocating inertia force, centrifugal force, and torque and bending moment generated thereby, which are periodically changed, and thus requires sufficient strength and rigidity of the crankshaft.

The lightweight design of the automobile structure has extremely important significance for saving automobile energy consumption and protecting the environment, the lightweight design of the engine structure is the direction of research and development personnel to continuously exert an effort, and particularly the weight reduction optimization design of a moving component has important significance for improving the starting vibration performance and reducing the oil consumption of an engine. In the optimization design of the engine structure, the weight reduction optimization design of the crankshaft is the basis for the weight reduction design of other components. Meanwhile, the strength of the crankshaft also influences the overall performance and the service life of the engine. In addition, the crankshaft is required to have good lubrication characteristics, dynamic and static characteristics, and sufficient fatigue strength while being designed to be lightweight.

The conventional crankshaft design is designed to reduce the weight mainly by making a crank pin and a main journal hollow, but the structure has the problem of insufficient rigidity under the action of explosion pressure and a piston connecting rod, so that the bending and torsion resistance of the crankshaft is weakened, and the crankshaft is broken in severe cases. The weight reduction is realized by adopting a design of reducing the balance weight, namely reducing 8 balance weights to 4 balance weights, but the unbalance of the crankshaft is influenced, so that the vibration, the noise and the service life of the engine are influenced.

Therefore, how to reduce the weight of the crankshaft on the premise of ensuring the strength and the stability of the crankshaft and reduce the energy consumption cost of the engine is a technical problem to be solved by the technical personnel in the field.

SUMMERY OF THE UTILITY MODEL

The utility model aims at providing a bent axle, this bent axle can be under the circumstances of guaranteeing self rigidity and balance performance furthest reduces self weight, reduces the engine energy consumption. Another object of the present invention is to provide an engine including the above crankshaft.

In order to achieve the above object, the present invention provides a crankshaft, comprising a crankshaft front end, a main journal, a crank arm, a connecting rod journal, a balance weight and a crankshaft rear end; the end part of the front end of the crankshaft is provided with a first hollow part, and/or the end part of the rear end of the crankshaft is provided with a second hollow part.

Optionally, the first hollow part and/or the second hollow part are in the shape of multi-step cylindrical bosses.

Optionally, the first hollow portion comprises a first cylindrical section and a second cylindrical section, the first cylindrical section being located outside the second cylindrical section and the first cylindrical section having a smaller diameter than the second cylindrical section.

Optionally, the second hollow portion comprises a third cylindrical section and a fourth cylindrical section, the third cylindrical section is located outside the fourth cylindrical section and the third cylindrical section has a smaller diameter than the fourth cylindrical section.

Optionally, the first cylindrical section and the second cylindrical section are coaxially formed, and are coaxially arranged with the front end of the crankshaft.

Optionally, the third cylindrical section and the fourth cylindrical section are coaxially formed and are coaxially disposed with the rear end of the crankshaft.

Optionally, the first hollow portion further includes a first tapered section coaxially disposed with the second cylindrical section, and/or the second hollow portion further includes a second tapered section coaxially disposed with the fourth cylindrical section.

Optionally, the first cylindrical section and the second cylindrical section transition in an arc, and the third cylindrical section and the fourth cylindrical section transition in an arc.

The utility model also provides an engine, including above-mentioned arbitrary bent axle.

Compared with the prior art, the utility model provides a bent axle includes bent axle front end, bent axle arm, connecting rod axle journal, balancing piece and bent axle rear end equally; what is different, the crankshaft is provided with a first hollow part and a second hollow part respectively and correspondingly arranged at the front end and the rear end of the crankshaft, namely the front end and the rear end of the crankshaft; for traditional reduction balancing piece and adopt hollow main journal and crank pin completely, reduced the influence to the rigidity and the unbalance amount of bent axle, through the setting of first hollow portion and the hollow portion of second, the quality of bent axle has been reduced to a certain extent to engine oil consumption has been reduced.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required to be used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.

Fig. 1 is a schematic view of a crankshaft provided in an embodiment of the present invention;

FIG. 2 is a schematic view of the opening of the first hollow portion at the front end of the crankshaft;

fig. 3 is a schematic view of the opening of the second hollow portion at the rear end of the crankshaft.

Wherein:

1-crankshaft front end, 11-first cylindrical section, 12-second cylindrical section, 13-first conical section, 2-main journal, 3-crank arm, 4-connecting rod journal, 5-balance block, 6-crankshaft rear end, 61-third cylindrical section, 62-fourth cylindrical section and 63-second conical section.

Detailed Description

The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.

In order to make the technical field of the present invention better understand, the present invention will be described in detail with reference to the accompanying drawings and the detailed description.

Referring to fig. 1 to 3, fig. 1 is a schematic view of a crankshaft according to an embodiment of the present invention, fig. 2 is a schematic view of a first hollow portion at a front end of the crankshaft, and fig. 3 is a schematic view of a second hollow portion at a rear end of the crankshaft.

In the embodiment provided by the present invention, the overall structure of the crankshaft is substantially the same as that of the existing crankshaft, including the crankshaft front end 1, the main journal 2, the crank arm 3, the connecting rod journal 4, the main journal 2 and the crankshaft rear end 6 which are connected in sequence, and the balance weight 5 is connected to the end of the crank arm 3 away from the connecting rod journal 4. The utility model discloses explain its design principle with 8 balanced block formula bent axles. Different with current crankshaft structure, the utility model provides an empty core portion is seted up to its bent axle front end 1 of bent axle and bent axle rear end 6, also keep trunnion 2, crank arm 3 and connecting rod journal 4 rigidity not descend, under the not reducible prerequisite of 5 quantity of balancing weights, set up first empty core portion at bent axle front end 1, or set up the empty core portion of second simultaneously at bent axle rear end 6, with the help of seting up of the empty core portion of first empty core portion and second, reduce the weight of bent axle to realize reducing the engine energy consumption.

The arrangement of the first hollow portion and the second hollow portion can be seen in fig. 2 and 3, in an alternative embodiment provided by the present invention, the first hollow portion and the second hollow portion are specifically formed in a multi-step cylindrical boss shape. The first hollow portion comprises a first cylindrical section 11 and a second cylindrical section 12, the first cylindrical section and the second cylindrical section correspond to the structure of the front end 1 of the crankshaft, the diameter of the first cylindrical section 11 is smaller than that of the second cylindrical section 12, the first cylindrical section 11 is arranged at the position, close to the outer side, of the front end 1 of the crankshaft (far away from one end of the main journal 2), the first cylindrical section 11 and the second cylindrical section 12 are preferably arranged coaxially, and are arranged coaxially with the main journal 2, so that the coincidence of the rotation centers of the front end 1 of the crankshaft and the main journal 2 is guaranteed. The junction of first cylindrical section 11 and second cylindrical section 12 transitions at a radius (R1).

The second hollow portion includes a third cylindrical section 61 and a fourth cylindrical section 62, and corresponds to the structure of the crankshaft rear end 6, the diameter of the third cylindrical section 61 is smaller than that of the fourth cylindrical section 62, the third cylindrical section 61 is arranged at the outer side of the crankshaft rear end 6 (far away from one end of the main journal 2), and the third cylindrical section 61 and the fourth cylindrical section 62 are preferably coaxially arranged and are coaxially arranged with the main journal 2, so that the centers of rotation of the crankshaft rear end 6 and the main journal 2 are ensured to coincide. The junction of the third cylindrical section 61 and the fourth cylindrical section 62 transitions at a rounded angle (R2).

Optionally, the first hollow part further comprises a first conical section 13 coaxially opened with the second cylindrical section 12, the first conical section 13 is opened at the end of the crankshaft front end 1 close to the main journal 2, and the diameter of the bottom of the first conical section 13 is generally much smaller than the diameter of the first cylindrical section 11 and the second cylindrical section 12. The first conical section 13 is used for positioning the first cylindrical section 11 and the second cylindrical section 12 during machining.

The second hollow portion further comprises a second tapered section 63 which is coaxial with the fourth cylindrical section 62, the second tapered section 63 is provided at the end of the crankshaft rear end 6 remote from the main journal 2 and the diameter of the bottom of the second tapered section 63 is generally much smaller than the diameter of the third and fourth

cylindrical sections

61, 62. The second conical section 63 is used for machining and positioning the third cylindrical section 61 and the fourth cylindrical section 62.

Obviously, the arrangement of the first hollow part and the second hollow part can refer to but not limited to the above-mentioned embodiment, and the first hollow part and the second hollow part can also adopt a three-step cylindrical boss or a multi-step regular polygon boss, and no matter what type of boss is adopted, it is always ensured that the radial size of the boss is gradually reduced along the direction away from the main journal 2, and the rotation center of the boss coincides with the rotation center of the main journal 2, so as to match the structure of the crankshaft front end 1, the crankshaft rear end 6 and the main journal 2. In the situation before the structure of the front end 1 and the rear end 6 of the crankshaft allows, the length and radial dimension of the first hollow part and the second hollow part are increased as much as possible, so that relatively much weight is reduced and the energy consumption of the engine is reduced. The above structure can be applied to, but not limited to, an 8-balanced block type crankshaft.

The utility model also provides an engine, including the engine that above-mentioned embodiment described, other structures and the assembly relation of engine can refer to prior art setting.

It is noted that, in this specification, relational terms such as first and second, and the like are used solely to distinguish one entity from another entity without necessarily requiring or implying any actual such relationship or order between such entities.

The engine and the crankshaft provided by the utility model are described in detail above. The principles and embodiments of the present invention have been explained herein using specific examples, and the above descriptions of the embodiments are only used to help understand the method and its core ideas of the present invention. It should be noted that, for those skilled in the art, without departing from the principle of the present invention, the present invention can be further modified and modified, and such modifications and modifications also fall within the protection scope of the appended claims.

Claims

1. A crankshaft comprises a crankshaft front end (1), a main journal (2), a crankshaft arm (3), a connecting rod journal (4), a balance block (5) and a crankshaft rear end (6); the crankshaft is characterized in that a first hollow part is arranged at the end part of the front end (1) of the crankshaft, and/or a second hollow part is arranged at the end part of the rear end (6) of the crankshaft.

2. A crankshaft according to claim 1, wherein the first hollow portion and/or the second hollow portion is/are in the shape of a multi-step cylindrical boss.

3. A crankshaft according to claim 2, characterized in that the first hollow portion comprises a first cylindrical section (11) and a second cylindrical section (12), the first cylindrical section (11) being located outside the second cylindrical section (12) and the first cylindrical section (11) having a smaller diameter than the second cylindrical section (12).

4. A crankshaft according to claim 3, characterized in that the second hollow portion comprises a third cylindrical section (61) and a fourth cylindrical section (62), the third cylindrical section (61) being located outside the fourth cylindrical section (62) and the third cylindrical section (61) having a smaller diameter than the fourth cylindrical section (62).

5. A crankshaft according to claim 4, characterized in that the first cylindrical section (11) and the second cylindrical section (12) are coaxially open and arranged coaxially with the crankshaft front end (1).

6. A crankshaft according to claim 4, characterized in that the third cylindrical section (61) and the fourth cylindrical section (62) are coaxially open and arranged coaxially with the crankshaft rear end (6).

7. A crankshaft according to any of the claims 4 to 6, characterized in that the first hollow portion further comprises a first conical section (13) coaxially opening with the second cylindrical section (12) and/or the second hollow portion further comprises a second conical section (63) coaxially opening with the fourth cylindrical section (62).

8. A crankshaft according to claim 7, characterized in that the first cylindrical section (11) and the second cylindrical section (12) transition in a circular arc, and the third cylindrical section (61) and the fourth cylindrical section (62) transition in a circular arc.

9. An engine comprising a crankshaft according to any one of claims 1 to 8.