CN216143060U - Crankshaft assembly, engine and vehicle - Google Patents
Crankshaft assembly, engine and vehicle Download PDFInfo
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- CN216143060U CN216143060U CN202121579960.XU CN202121579960U CN216143060U CN 216143060 U CN216143060 U CN 216143060U CN 202121579960 U CN202121579960 U CN 202121579960U CN 216143060 U CN216143060 U CN 216143060U
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- engine
- buffer ring
- ring
- balance shaft
- cooling
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Abstract
The utility model relates to a crankshaft assembly, an engine and a vehicle, wherein the crankshaft comprises a shaft body, an inner ring, a buffer ring and a balance shaft driving gear; the inner ring is fixedly sleeved on the shaft body, the buffer ring is fixedly sleeved in the circumferential direction of the inner ring, and the balance shaft driving gear is used for being meshed with the engine balance shaft gear and is arranged in the circumferential direction of the buffer ring. In the crankshaft assembly, the engine and the vehicle, the crankshaft greatly attenuates the output excitation of the balance shaft driving gear through the vibration isolation of the buffer ring, the NVH performance of a balance shaft system is improved, the excitation of the balance shaft gear of the engine is reduced, a material with low strength grade, such as powder metallurgy or ductile iron 800, can be used, the gear precision grade can be reduced from 6 grades to 8 grades, the gear precision grade is reduced, the cost is reduced, and the NVH consistency is good.
Description
Technical Field
The utility model relates to the technical field of automobile engines, in particular to a crankshaft assembly, an engine and a vehicle.
Background
When the engine is in operation, the piston moves very quickly and at a very non-uniform rate.
In order to balance the second-order reciprocating inertia force of the engine, the rotating speed of a balance shaft gear driven by a balance shaft driving gear reaches 13000rpm (twice the rotating speed of the engine), the balance shaft driving gear is fixedly connected with a crankshaft, squeaking and tooth knocking noises are easily generated, and output excitation is large.
The foregoing description is provided for general background information and is not admitted to be prior art.
Disclosure of Invention
The utility model aims to provide a crankshaft assembly, an engine and a vehicle.
The utility model provides a crankshaft assembly, which comprises a shaft body, an inner ring, a buffer ring and a balance shaft driving gear, wherein the shaft body is provided with a first end and a second end; the inner ring is fixedly sleeved on the shaft body, the buffer ring is fixedly sleeved in the circumferential direction of the inner ring, and the balance shaft driving gear is used for being meshed with the engine balance shaft gear and is arranged in the circumferential direction of the buffer ring.
Furthermore, the shaft body and the inner ring are in interference fit, and the inner ring, the buffer ring and the balance shaft driving gear are integrally formed.
Further, the axis body includes the flywheel flange, the axis body is being close to be equipped with the installation breach on the balanced heavy of flywheel flange one end, fixed cover is equipped with on the installation breach the inner circle.
Further, in the radial direction, the thickness of the inner ring and the thickness of the balance shaft driving gear are both larger than the thickness of the buffer ring.
Further, the rigidity of the buffer ring is more than 3 newtons per meter and less than or equal to 6 newtons per meter.
Further, the width of the buffer ring, the width of the inner ring and the width of the balance shaft driving gear are the same.
The present invention also provides an engine including a crankshaft assembly as claimed above.
Further, the engine includes a two-pass oil cooling nozzle for cooling an engine piston and cooling the cushion ring; the dual-channel engine oil cooling nozzle comprises a main body cavity, a piston cooling oil injection pipe and a buffer ring cooling oil injection pipe; the side surface of the main body cavity is connected with the piston cooling oil injection pipe and the buffer ring cooling oil injection pipe which are communicated with the interior of the main body cavity; the main body cavity is provided with a fixed pipe communicated with the inside of the main body cavity; the nozzle of the piston cooling oil injection pipe is opposite to the piston, and the nozzle of the buffer ring cooling oil injection pipe is opposite to the buffer ring.
The engine further comprises an air cylinder, wherein an installation groove is formed in the air cylinder, the installation groove comprises an installation surface, and an oil taking hole is formed in the installation surface; the double-channel engine oil cooling nozzle also comprises a positioning part, the positioning part is fixedly connected with the fixed pipe, and a fixed hole is formed in the positioning part; the positioning part is arranged on the mounting groove and attached to the mounting surface, and the double-channel engine oil cooling nozzle is fixed on the cylinder through the fixing hole; the fixed pipe is inserted in the oil taking hole.
The utility model also provides a vehicle comprising the engine.
According to the crankshaft assembly, the engine and the vehicle, the crankshaft assembly greatly attenuates the output excitation of the balance shaft driving gear through the vibration isolation of the buffer ring, the NVH performance of a balance shaft system is improved, the excitation of the balance shaft gear of the engine is reduced, materials with low strength grade, such as powder metallurgy or ductile iron 800 and the like, can be used, the gear precision grade can be reduced from 6-grade high precision to 8-grade high precision, the gear precision grade is reduced, the cost is lowered, and the NVH consistency is good.
Drawings
Fig. 1 is a schematic cross-sectional view of a crankshaft assembly according to an embodiment of the utility model.
Fig. 2 is a schematic cross-sectional view of a shaft body of the crankshaft assembly in fig. 1.
Fig. 3 is a schematic structural diagram of a cylinder of an engine according to an embodiment of the present invention.
FIG. 4 is a schematic diagram of a dual passage oil cooling nozzle of the engine of FIG. 3.
FIG. 5 is a schematic diagram of a combination cylinder and dual passage oil cooling nozzle of the engine of FIG. 3.
FIG. 6 is a schematic diagram of a crankshaft assembly and a dual path oil cooling nozzle according to an embodiment of the present invention.
The reference numerals and components referred to in the drawings are as follows:
1. shaft body
11. Flywheel flange
12. Balancing weight
13. Mounting notch
2. Inner ring
3. Buffer ring
4. Balance shaft driving gear
5. Cylinder
51. Mounting groove
52. Mounting surface
53. Get oilhole
54. Cylinder main oil gallery
6. Double-channel engine oil cooling nozzle
61. Main body cavity
62. Piston cooling oil injection pipe
63. Buffer ring cooling oil injection pipe
64. Positioning part
65. Fixed pipe
66. Fixing hole
Detailed Description
The following detailed description of embodiments of the present invention is provided in connection with the accompanying drawings and examples. The following examples are intended to illustrate the utility model but are not intended to limit the scope of the utility model.
The terms first, second, third, fourth and the like in the description and in the claims of the present invention are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order.
Fig. 1 is a schematic cross-sectional view of a crankshaft assembly according to an embodiment of the utility model. Referring to fig. 1, a crankshaft assembly according to an embodiment of the present invention includes a shaft body 1, an inner ring 2, a buffer ring 3, and a balance shaft driving gear 4; the inner ring 2 is fixedly sleeved on the shaft body 1, the buffer ring 3 is fixedly sleeved on the circumferential direction of the inner ring 2, and the balance shaft driving gear 4 meshed with an engine balance shaft gear (not shown in the figure) is fixedly sleeved on the circumferential direction of the buffer ring 3.
Specifically, be interference fit between axis body 1 and the inner circle 2, become integrative through vulcanizing between inner circle 2, buffer ring 3 and the balance shaft drive gear 4, do benefit to reduce cost, guarantee rubber vulcanization quality, promote the assembly of being convenient for simultaneously of vulcanization efficiency.
Further, the shaft body 1 and the inner ring 2 are made of the same material or have extremely similar thermal expansion coefficients, and the internal temperature of the engine changes from ambient temperature to 140 ℃, so that the mounting accuracy of the driving gear, such as jumping and the like, is influenced by the supposition that the difference of the thermal expansion coefficients is large, and the gear meshing is influenced, so that the NVH is influenced; therefore, the shaft body 1 and the inner race 2 are designed to be the same in material or have extremely similar coefficients of thermal expansion, so that the mounting accuracy can be improved.
According to the crankshaft assembly provided by the embodiment of the utility model, through vibration isolation of the buffer ring 3, the output excitation of the balance shaft driving gear 4 is greatly attenuated, the NVH performance of a balance shaft system is improved, the excitation of the balance shaft gear of the engine is reduced, a material with low strength grade, such as powder metallurgy or ductile iron 800, can be used, the gear precision grade can be reduced from 6-grade high precision to 8-grade high precision, the gear precision grade is reduced, the cost is reduced, and the NVH consistency is good.
Fig. 2 is a schematic cross-sectional view of a shaft body of the crankshaft assembly in fig. 1. Referring to fig. 2, the shaft body 1 of the present embodiment is provided with an installation notch 13 on the counterweight 12 near one end of the flywheel flange 11, and the installation notch 13 is fixedly sleeved with the inner ring 2. It should be noted that, the inner ring 2 is fixedly sleeved on the counterweight 12 near one end of the flywheel flange 11, so that the buffer ring 3 and the balance shaft driving gear 4 are located in the fourth cylinder of the engine, which is convenient for installation, and meanwhile, the balance shaft driving gear 4 is close to the flywheel, so that output excitation is reduced, and NVH performance of the balance shaft system is improved.
As shown in fig. 1, the thickness of the inner ring 2 and the metal thickness (thickness of the gear excluding the teeth) of the balance shaft drive gear 4 are both larger than the thickness of the damper ring 3. Because the metal inner ring 2 and the metal balance shaft driving gear 4 radiate heat faster, the thickness of the inner ring 2 and the metal thickness of the balance shaft driving gear 4 are larger than that of the buffer ring 3, which is beneficial to reducing the temperature of the buffer ring 3 and prolonging the service life of the buffer ring 3 (the higher the rubber temperature is, the worse the performance is).
Further, the cushion ring 3 is made of rubber, specifically, HNBR (hydrogenated nitrile rubber) is used, the hydrogenated nitrile rubber has good oil resistance (good resistance to fuel oil, lubricating oil and aromatic solvents), and due to its highly saturated structure, it has good heat resistance, excellent chemical corrosion resistance (good resistance to freon, acid and alkali), excellent ozone resistance and higher compression set resistance; meanwhile, the hydrogenated nitrile rubber has the characteristics of high strength, high tearing property, excellent wear resistance and the like, and is rubber with extremely excellent comprehensive performance.
Further, the thickness of the cushion ring 3 is 2mm to 4 mm. When the thickness of the buffer ring 3 is less than 2mm, the buffer effect may be poor, and when the thickness of the buffer ring 3 is greater than 4mm, temperature rise is easily generated under load deformation excitation, so that the temperature rise of the buffer ring 3 causes failure; therefore, the thickness of 2mm-4mm is the most reasonable thickness interval.
Further, the rigidity of the buffer ring 3 is more than 3 newtons per meter and less than or equal to 6 newtons per meter. When the rigidity is less than 3 newtons per meter, the strength of the cushion ring 3 may be reduced, and the service life may be shortened. When the rigidity is more than 6 newtons per meter, the vibration insulating performance of the cushion ring 3 may be deteriorated. Therefore, the rigidity is most reasonable in the range of more than 3 newtons per meter and less than or equal to 6 newtons per meter.
Further, the width of the buffer ring 3 is the same as that of the inner ring 2 and the balance shaft driving gear 4, and the width is 10mm-20 mm. When the width of the cushion collar 3 is less than 10mm, it may cause a reduction in stability thereof, and when the width of the cushion collar 3 is greater than 20mm, it may cause inconvenience in installation thereof.
Fig. 3 is a schematic structural diagram of a cylinder of an engine according to an embodiment of the present invention, fig. 4 is a schematic structural diagram of a dual-passage oil cooling nozzle of the engine in fig. 3, and fig. 5 is a schematic structural diagram of a combination of the cylinder of the engine in fig. 3 and the dual-passage oil cooling nozzle. Referring to FIGS. 3, 4 and 5,
the embodiment of the utility model also provides an engine, which comprises the crankshaft assembly;
the engine also comprises a cylinder 5, wherein a double-channel oil cooling nozzle 6 for cooling an engine piston and a cooling buffer ring 3 is fixed on the cylinder 5;
the cylinder 5 is provided with a mounting groove 51, the mounting groove 51 comprises a mounting surface 52, and the mounting surface 52 is provided with an oil taking hole 53; the double-channel oil cooling nozzle 6 comprises a main body cavity 61, a piston cooling oil injection pipe 62, a buffer ring cooling oil injection pipe 63 and a positioning part 64; the side surface of the main body cavity 61 is connected with a piston cooling oil injection pipe 62 and a buffer ring cooling oil injection pipe 63 which are communicated with the interior of the main body cavity 61; the main body cavity 61 is provided with a fixing pipe 65 communicated with the interior of the main body cavity 61, the positioning part 64 is fixedly connected with the fixing pipe 65, and the positioning part 64 is provided with a fixing hole 66;
as shown in fig. 5, the positioning portion 64 is disposed on the mounting groove 51 and attached to the mounting surface 52, and the two-way oil cooling nozzle 6 is fixed to the cylinder 5 through the fixing hole 66; the fixed pipe 65 is inserted in the oil taking hole 53;
since the inner ring 2 is fixedly sleeved on the balance weight 12 near one end of the flywheel flange 11, so that the buffer ring 3 and the balance shaft driving gear 4 are located in the fourth cylinder of the engine, the dual-channel oil cooling nozzle 6 needs to be fixedly connected to the fourth cylinder of the engine.
Specifically, the cooling oil flows into the oil taking hole 53 through the cylinder main oil gallery 54, then enters the main body cavity 61 through the fixed pipe 65, and is ejected through the piston cooling oil injection pipe 62 and the cushion ring cooling oil injection pipe 63, so that the temperature of the piston of the engine and the cushion ring 3 on the crankshaft can be reduced.
It should be noted that the buffer ring cooling oil injection pipe 63 can also be separately communicated with the cylinder main oil gallery 54 through a pipeline, so that independent control is realized, oil cooling is not required to be performed all the time, and oil can be saved. When the engine speed is 3000rpm-5000rpm and the accelerator opening is larger than or equal to 70%, under the working condition, the torsional vibration excitation of the engine is the largest, the rubber deformation rate is high, the heat generated inside is high, at the moment, the buffer ring 3 exceeds the highest tolerance temperature of rubber (such as the highest tolerance temperature of HNBR (140 ℃), and at the moment, the buffer ring cools the oil injection pipe 63 to start cooling under the working condition.
By designing the two-channel oil cooling nozzle 6, one channel cools the piston, and one channel cools the buffer ring 3, the service life of the buffer ring 3 can be prolonged by cooling the buffer ring 3.
As shown in fig. 5 and 6, the nozzle of the piston cooling oil injection pipe 62 faces the piston, and the nozzle of the buffer ring cooling oil injection pipe 63 faces the buffer ring 3, so that the cooling efficiency can be improved.
The embodiment of the utility model also provides a vehicle comprising the engine.
Based on the above description, the present invention has the following advantages:
1. according to the crankshaft assembly provided by the utility model, through vibration isolation of the buffer ring 3, the output excitation of the balance shaft driving gear 4 is greatly attenuated, the NVH performance of a balance shaft system is improved, the excitation of the engine balance shaft gear is reduced, a material with low strength grade, such as powder metallurgy or ductile iron 800, can be used, the gear precision grade can be reduced from 6-grade high precision to 8-grade high precision, the gear precision grade is reduced, the cost is reduced, and the NVH consistency is good.
The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present invention, and all the changes or substitutions should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the appended claims.
Claims (10)
1. A crankshaft assembly, its characterized in that: comprises a shaft body (1), an inner ring (2), a buffer ring (3) and a balance shaft driving gear (4); the fixed cover of inner circle (2) is established on axis body (1) the fixed cover in circumference of inner circle (2) is equipped with buffering circle (3), the fixed cover in circumference of buffering circle (3) is equipped with and is used for with the meshing of engine balance shaft gear balanced shaft drive gear (4).
2. The crankshaft assembly as in claim 1, wherein: the shaft body (1) and the inner ring (2) are in interference fit, and the inner ring (2), the buffer ring (3) and the balance shaft driving gear (4) are integrally formed.
3. The crankshaft assembly as in claim 1, wherein: the shaft body (1) comprises a flywheel flange (11), an installation notch (13) is formed in the shaft body (1) and is close to a balance weight (12) at one end of the flywheel flange (11), and the inner ring (2) is fixedly sleeved on the installation notch (13).
4. The crankshaft assembly as in claim 1, wherein: in the radial direction, the thickness of the inner ring (2) and the thickness of the balance shaft driving gear (4) are both larger than the thickness of the buffer ring (3).
5. The crankshaft assembly as in claim 1, wherein: the rigidity of the buffer ring (3) is more than 3 newtons per meter and less than or equal to 6 newtons per meter.
6. The crankshaft assembly as in claim 1, wherein: the width of the buffer ring (3), the width of the inner ring (2) and the width of the balance shaft driving gear (4) are the same.
7. An engine, characterized in that: comprising a crankshaft assembly according to any of claims 1-6.
8. The engine of claim 7, wherein: the engine comprises a two-channel oil cooling nozzle (6) for cooling the engine piston and cooling the cushion ring (3);
the dual-channel engine oil cooling nozzle (6) comprises a main body cavity (61), a piston cooling oil injection pipe (62) and a buffer ring cooling oil injection pipe (63); the side surface of the main body cavity (61) is connected with the piston cooling oil injection pipe (62) and the buffer ring cooling oil injection pipe (63) which are communicated with the interior of the main body cavity (61); a fixed pipe (65) communicated with the interior of the main body cavity (61) is arranged on the main body cavity (61); the nozzle of the piston cooling oil injection pipe (62) is opposite to the piston, and the nozzle of the buffer ring cooling oil injection pipe (63) is opposite to the buffer ring (3).
9. The engine of claim 8, wherein: the engine further comprises an air cylinder (5), wherein an installation groove (51) is formed in the air cylinder (5), the installation groove (51) comprises an installation surface (52), and an oil taking hole (53) is formed in the installation surface (52);
the double-channel engine oil cooling nozzle (6) further comprises a positioning part (64), the positioning part (64) is fixedly connected with the fixed pipe (65), and a fixed hole (66) is formed in the positioning part (64);
the positioning part (64) is arranged on the mounting groove (51) and attached to the mounting surface (52), and the double-channel oil cooling nozzle (6) is fixed on the cylinder (5) through the fixing hole (66); the fixed pipe (65) is inserted into the oil taking hole (53).
10. A vehicle, characterized in that: comprising an engine according to any one of claims 7-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121579960.XU CN216143060U (en) | 2021-07-12 | 2021-07-12 | Crankshaft assembly, engine and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121579960.XU CN216143060U (en) | 2021-07-12 | 2021-07-12 | Crankshaft assembly, engine and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN216143060U true CN216143060U (en) | 2022-03-29 |
Family
ID=80803258
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202121579960.XU Active CN216143060U (en) | 2021-07-12 | 2021-07-12 | Crankshaft assembly, engine and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN216143060U (en) |
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2021
- 2021-07-12 CN CN202121579960.XU patent/CN216143060U/en active Active
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