CN215334190U - Crankshaft system of engine - Google Patents
Crankshaft system of engine Download PDFInfo
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- CN215334190U CN215334190U CN202120266890.6U CN202120266890U CN215334190U CN 215334190 U CN215334190 U CN 215334190U CN 202120266890 U CN202120266890 U CN 202120266890U CN 215334190 U CN215334190 U CN 215334190U
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- crankshaft
- engine
- mass block
- damper
- flywheel
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Abstract
The embodiment of the application discloses a crankshaft system of an engine, which is used for reducing the weight of the crankshaft system so as to reduce the energy loss of the engine. The embodiment of the application comprises the following steps: the flywheel comprises a vibration absorber, a crankshaft, a flywheel assembly, a first mass block and a second mass block; the shock absorber is connected with the first end of the crankshaft; the flywheel assembly is connected with the second end of the crankshaft; the first mass block is arranged on the vibration absorber; the second mass block is mounted on the flywheel assembly.
Description
Technical Field
The embodiment of the application relates to the field of engines, in particular to a crankshaft system of an engine.
Background
The crankshaft of the engine is a torsional elastic system, and the crankshaft has a certain natural vibration frequency. During the operation of the engine, the periodically changing exciting force acts on the crank shaft, and the instantaneous angular velocity of a plurality of crank throws on the crank shaft during rotation also changes periodically. The flywheel assembly connected to the rear end of the crankshaft has a large moment of inertia and its instantaneous angular velocity is substantially uniform. Thus, the crank throw rotates faster and slower than the flywheel for a period of time, thereby forming torsional oscillation relative to the flywheel, i.e., torsional vibration of the crankshaft, which is aggravated by resonance when the frequency of the exciting force is an integral multiple of the natural frequency of the crankshaft. This results in a loss of engine power, increased timing gear or chain wear, and in severe cases even a twisting off of the crankshaft.
In order to reduce torsional vibration of a crankshaft, a damper is often mounted on a front end of the crankshaft having the largest torsional vibration amplitude in a conventional engine, and energy generated by the torsional vibration of the crankshaft is gradually dissipated into friction in the damper, thereby gradually reducing the amplitude.
However, in some engines (for example, a V-type 8-cylinder engine), the main stage acting force and the main stage acting force of the engine cannot be balanced due to the structural arrangement, and therefore, a plurality of mass blocks need to be arranged on a crankshaft system, and at present, the mass blocks are generally arranged on the crankshaft. However, the mass block is arranged on the crankshaft, the distance between the mass block and the center of the crankshaft is short, so that the moment arm is small, the force couple generated by a single mass block is relatively low, and in order to achieve a full balance state, a plurality of mass blocks need to be arranged on the crankshaft system to generate enough force couple, so that the engine achieves the full balance state. However, the engine energy loss increases due to the increase in the number of mass blocks, thereby increasing the weight of the crankshaft system.
SUMMERY OF THE UTILITY MODEL
The embodiment of the application provides a bent axle system of engine, includes:
the flywheel comprises a vibration absorber, a crankshaft, a flywheel assembly, a first mass block and a second mass block;
the shock absorber is connected with the first end of the crankshaft;
the flywheel assembly is connected with the second end of the crankshaft;
the first mass block is arranged on the vibration absorber;
the second mass block is arranged on the flywheel assembly, and the sum of central moments of the first mass block and the second mass block relative to the crankshaft is equal to the residual unbalanced moment of the engine.
Optionally, the crankshaft system further comprises an oil pump gear;
the oil pump gear is pressed on a first end journal of the crankshaft.
Optionally, the crankshaft system further comprises a timing gear;
the timing gear is press-fitted on a first end journal of the crankshaft.
Optionally, the crankshaft system further comprises a damper bolt and a first locating pin;
the damper is rigidly connected to the first end of the crankshaft via the damper bolt and the first locating pin.
Optionally, the crankshaft system further comprises a flywheel bolt and a second locating pin;
the flywheel assembly is rigidly connected with the second end of the crankshaft through the flywheel bolt and the second positioning pin.
Optionally, the first mass block is mounted on the damper by welding.
Optionally, a starting gear is arranged on the flywheel assembly;
the second mass is connected with the starting gear.
Optionally, the crankshaft system further comprises a mass bolt;
the second mass block is rigidly connected with the starting gear through the mass block bolt.
Optionally, a multi-wedge pulley groove is arranged on the shock absorber.
Optionally, the damper is a silicone oil damper.
According to the technical scheme, the embodiment of the application has the following advantages:
the crankshaft system includes: the flywheel comprises a vibration absorber, a crankshaft, a flywheel assembly, a first mass block and a second mass block. The shock absorber is connected with the first end of the crankshaft, and the flywheel assembly is connected with the second end of the crankshaft. The first mass block is mounted on the vibration damper and the second mass block is mounted on the flywheel assembly. Because the two mass blocks are respectively positioned at the front end and the rear end of the engine crankshaft system, the distance is larger, a single mass block can obtain a larger force arm, the generated couple can be increased, and the primary acting force couple of the engine can be balanced. By arranging the mass blocks on the flywheel assembly and the vibration damper, the couple generated by a single mass block is increased, so that the number of the mass blocks is reduced, the weight of a crankshaft system is reduced, and the energy loss of an engine is reduced.
Drawings
FIG. 1 is a schematic structural diagram of an embodiment of a crankshaft system of an engine of the present application;
FIG. 2 is a schematic structural diagram illustrating an embodiment of a crankshaft system damper of the engine of the present application;
FIG. 3 is a schematic structural diagram of an embodiment of a flywheel assembly of a crankshaft system of an engine according to the present application;
FIG. 4 is a schematic structural diagram of another embodiment of a crankshaft system of an engine of the present application;
FIG. 5 is a schematic representation of a crankshaft system of the engine of the present application.
Detailed Description
The technical solutions in the present application will be described clearly and completely with reference to the accompanying drawings in the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
The embodiment of the application discloses a crankshaft system of an engine, which is used for reducing the weight of the crankshaft system so as to reduce the energy loss of the engine.
Referring to fig. 1 to 4, an embodiment of the present application provides a crankshaft system of an engine, including:
the damper comprises a vibration absorber 1, a crankshaft 2, a flywheel assembly 3, a first mass block 4 and a second mass block 5;
the shock absorber 1 is connected with a first end of a crankshaft 2;
the flywheel component 3 is connected with the second end of the crankshaft 2;
the first mass block 4 is arranged on the shock absorber 1;
the second mass block 5 is arranged on the flywheel component 3, and the sum of the central moments of the first mass block and the second mass block relative to the crankshaft is equal to the residual unbalanced moment of the engine.
The first end of bent axle 2 is connected with shock absorber 1, and the second end is connected with flywheel subassembly 3, and wherein, first quality piece 4 sets up on shock absorber 1, and second quality piece 5 sets up on flywheel subassembly 3.
The crankshaft 2 is the most important component in the engine. It takes the force from the connecting rod and converts it into torque which is output through the crankshaft 2 and drives other accessories on the engine. The crankshaft 2 is subjected to the combined action of the centrifugal force of the rotating mass, the gas inertia force that changes periodically, and the reciprocating inertia force, so that the crankshaft 2 is subjected to the action of the bending torsion load. Therefore, the crankshaft 2 is required to have sufficient strength and rigidity, and the journal surface needs to be wear-resistant, work uniformly, and have good balance.
In the embodiment, the damper 1 is a silicone oil damper, and when the engine works, torsional vibration energy is absorbed through silicone oil damping characteristics to reduce the torsional amplitude value of the crankshaft. The shock absorber 1 is provided with a plurality of carrying wheel grooves 14, and the power of the engine is output to drive accessories such as a water pump, a motor and the like through rigid connection with the crankshaft 2. The oil pump gear rotates at the same speed as the crankshaft 2 through interference press fitting to drive the oil pump to rotate. The timing gear is connected with the crankshaft 2 in an interference manner and is in meshing transmission with the gear train to output the power of the engine to the engine timing mechanism to work. The flywheel component 3 is provided with a starting gear ring, and the starting gear ring is meshed with a starter to transmit starting torque, so that the normal starting of the engine is ensured.
The crankshaft 2 of the engine is a torsional elastic system, and the crankshaft 2 has a certain natural vibration frequency. During the operation of the engine, the periodically changing exciting force acts on the crank shaft 2, and the instantaneous angular velocity of the crank throws on the crank shaft 2 during the revolution also changes periodically. The flywheel module 3 attached to the rear end of the crankshaft 2 has a large moment of inertia and its instantaneous angular velocity is substantially uniform. Thus, the crank throw rotates faster and slower for a period of time than the flywheel, thereby forming a torsional oscillation relative to the flywheel, i.e., a torsional vibration of the crankshaft 2, which is exacerbated by resonance when the frequency of the excitation force is an integer multiple of the natural frequency of the crankshaft 2. This results in a loss of engine power and increased timing gear or chain wear, and in severe cases even twisting off the crankshaft 2.
In order to damp the torsional vibration of the crankshaft 2, some engines are provided with a damper device, called a damper 1, also called a crankshaft damper, at the front end of the crankshaft 2, so that the torsional vibration energy of the crankshaft 2 is gradually dissipated into the friction in the damper 1, thereby gradually reducing the amplitude.
The primary function of the flywheel assembly 3 is to store energy and inertia outside the power stroke of the engine.
Through installing the quality piece on flywheel subassembly 3 and shock absorber 1, because two quality pieces are in 2 both sides of bent axle, quality piece and 2 center distance of bent axle are long, promptly the arm of force is elongated, can increase the couple that single quality piece produced to make quality piece quantity reduce, reduced bent axle 2 system weight, so that engine energy loss reduces.
Referring to fig. 5, according to the balance analysis of the eight-cylinder V-type engine, the residual unbalanced moment of the engine is Mg, which is a vector rotating with the crankshaft 2 at an angle α ° to the plane of the first crank of the crankshaft 2. To reduce the vibration of the engine, a rotating mass needs to be provided to balance the torque. In this embodiment, a mass is disposed on each of the damper 1 and the flywheel assembly 3, and the first mass 4(m1) and the second mass 5(m2) form a mass pair. As shown in fig. 5, the engine crank system has a large distance between the front and rear ends, and the first mass 4 and the second mass 5 are arranged far from the center of the crankshaft 2. Arrangement position of the mass: the angle between the crank shaft and the plane where the first crank throw is arranged on the crank shaft 2 is 90-alpha degrees. Wherein the sum of the moments of the first mass block 4 and the second mass block 5 relative to the crankshaft center satisfies Mg, and the residual unbalanced moment of the engine can be balanced and offset.
Secondly, the first mass block 4 on the shock absorber 1 is integrated on the shell on the inner side of the shock absorber 1 by welding and the like, and the second mass block 5 on the flywheel component 3 is connected with the cavity of the flywheel by mass block bolts, so that the appearance is not influenced. And because the mass block is designed according to the needs, does not influence the mould of shock absorber 1, flywheel subassembly 3 and makes, can optimize the transformation on the basis of current scheme, reduces the special-purpose part design.
The crankshaft system further comprises an oil pump gear 6, and the oil pump gear 6 is press-fitted on a first end journal of the crankshaft 2.
The engine oil pump gear 6 is used for pressurizing the engine oil in the oil pan and then pumping the pressurized engine oil to the engine oil filter and each lubricating oil channel so as to lubricate each main moving part of the engine and filter the engine oil. When the engine works, the oil pump gear 6 works continuously, so that the continuous circulation of engine oil in a lubricating oil way is ensured. The oil pump is required to supply enough lubricating oil under various working conditions of the engine.
The crankshaft system further comprises a timing gear 7, the timing gear 7 being press-fitted on a first end journal of the crankshaft 2.
The timing gear 7 is a gear that performs a time-scale positioning of the relevant control functions in the mechanical device.
Timing gears 7 are introduced into the partial system of the internal combustion engine where the intake and exhaust systems are in sequential relationship to perform mechanical functions. Three transmission modes of the timing gear 7 are as follows: chain transmission, toothed belt transmission and gear transmission. The positive and negative gears of the engine are driven by the toothed belt, the transmission mode has the advantages of simple structure, low noise, stable operation, high transmission precision, good synchronism and the like, but the toothed belt has low strength, is easy to age, stretch and deform or break after long-term use, is in a closed state in an outer cover and is inconvenient to observe the working condition.
The crankshaft system further comprises a damper bolt 8 and a first positioning pin 9, and the damper 1 is rigidly connected with the first end of the crankshaft 2 through the damper bolt 8 and the first positioning pin 9.
The crankshaft system further comprises a flywheel bolt 10 and a second positioning pin 11, and the flywheel assembly 3 is rigidly connected with the second end of the crankshaft 2 through the flywheel bolt 10 and the second positioning pin 11.
The first mass 4 is mounted on the damper 1 by welding.
The flywheel assembly 3 is provided with a starting gear 12, and the second mass block 5 is connected with the starting gear 12. The crankshaft system further comprises a mass bolt 13, and the second mass 5 is rigidly connected with the starting gear 12 through the mass bolt 13.
In the present application, the terms "upper", "lower", "left", "right", "front", "rear", "top", "bottom", "inner", "outer", "middle", "vertical", "horizontal", "lateral", "longitudinal", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are used only for explaining relative positional relationships between the respective members or components, and do not particularly limit specific mounting orientations of the respective members or components.
Moreover, some of the above terms may be used to indicate other meanings besides the orientation or positional relationship, for example, the term "on" may also be used to indicate some kind of attachment or connection relationship in some cases. The specific meaning of these terms in this application will be understood by those of ordinary skill in the art as appropriate.
Furthermore, the terms "mounted," "disposed," "provided," "connected," and "connected" are to be construed broadly. For example, it may be a fixed connection, a removable connection, or a unitary construction; can be a mechanical connection, or an electrical connection; may be directly connected, or indirectly connected through intervening media, or may be in internal communication between two devices, elements or components. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.
In addition, the structures, the proportions, the sizes, and the like, which are illustrated in the accompanying drawings and described in the present application, are intended to be considered illustrative and not restrictive, and therefore, not limiting, since those skilled in the art will understand and read the present application, it is understood that any modifications of the structures, changes in the proportions, or adjustments in the sizes, which are not necessarily essential to the practice of the present application, are intended to be within the scope of the present disclosure without affecting the efficacy and attainment of the same.
Claims (10)
1. A crankshaft system for an engine, comprising:
the flywheel comprises a vibration absorber, a crankshaft, a flywheel assembly, a first mass block and a second mass block;
the shock absorber is connected with the first end of the crankshaft;
the flywheel assembly is connected with the second end of the crankshaft;
the first mass block is arranged on the vibration absorber;
the second mass block is arranged on the flywheel assembly, and the sum of central moments of the first mass block and the second mass block relative to the crankshaft is equal to the residual unbalanced moment of the engine.
2. The crankshaft system as in claim 1, further comprising an oil pump gear;
the oil pump gear is pressed on a first end journal of the crankshaft.
3. The crankshaft system as in claim 1, further comprising a timing gear;
the timing gear is press-fitted on a first end journal of the crankshaft.
4. The crankshaft system as in claim 1, further comprising a damper bolt and a first locator pin;
the damper is rigidly connected to the first end of the crankshaft via the damper bolt and the first locating pin.
5. The crankshaft system as in claim 1, further comprising a flywheel bolt and a second locating pin;
the flywheel assembly is rigidly connected with the second end of the crankshaft through the flywheel bolt and the second positioning pin.
6. The crankshaft system as in any one of claims 1 to 5, wherein the first mass is mounted to the damper by welding.
7. The crankshaft system as in any one of claims 1 to 5, wherein the flywheel assembly is provided with a starter gear;
the second mass is connected with the starting gear.
8. The crankshaft system as in claim 7, further comprising a mass bolt;
the second mass block is rigidly connected with the starting gear through the mass block bolt.
9. The crankshaft system as in any one of claims 1 to 5, wherein a poly-v pulley groove is provided on the damper.
10. The crankshaft system as in any one of claims 1 to 5, wherein the damper is a silicone oil damper.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120266890.6U CN215334190U (en) | 2021-01-29 | 2021-01-29 | Crankshaft system of engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120266890.6U CN215334190U (en) | 2021-01-29 | 2021-01-29 | Crankshaft system of engine |
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| Publication Number | Publication Date |
|---|---|
| CN215334190U true CN215334190U (en) | 2021-12-28 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202120266890.6U Active CN215334190U (en) | 2021-01-29 | 2021-01-29 | Crankshaft system of engine |
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| CN (1) | CN215334190U (en) |
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2021
- 2021-01-29 CN CN202120266890.6U patent/CN215334190U/en active Active
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