CN217603208U

CN217603208U - Crankshaft connecting structure

Info

Publication number: CN217603208U
Application number: CN202220857427.3U
Authority: CN
Inventors: 姚聪; 蔡文新; 王江涛; 史来锋; 宋扬
Original assignee: Dongfeng Motor Group Co Ltd
Current assignee: Dongfeng Motor Group Co Ltd
Priority date: 2022-04-13
Filing date: 2022-04-13
Publication date: 2022-10-18
Anticipated expiration: 2032-04-13

Abstract

The application discloses crankshaft connection structure, including bent axle, torsional vibration bumper shock absorber, transmission subassembly and connection key, wherein, the front end of bent axle is located to the torsional vibration bumper shock absorber cover, and the bent axle is worn to locate by the transmission subassembly, and the transmission subassembly configuration is for the output torque of transmission bent axle, and bent axle, torsional vibration bumper shock absorber and transmission subassembly all have with the keyway of connection key adaptation, and bent axle, torsional vibration bumper shock absorber and transmission subassembly all are connected with the bent axle through connecting the key. Realize the transmission of the output torque of bent axle through the transmission subassembly, simultaneously, because the front end of bent axle is located to the torsional vibration bumper shock absorber cover to reduce the torsional vibration of bent axle, and then compromise torque transmission demand and torsional vibration requirement.

Description

Crankshaft connecting structure

Technical Field

The application relates to the technical field of automobiles, in particular to a crankshaft connecting structure.

Background

In the rotation process of the gasoline engine, the operation of the gasoline engine becomes uneven along with the rotation speed of the gasoline engine reaching a certain value, the crankshaft generates torsional vibration with larger amplitude along with mechanical knocking sound and vibration, and the internal combustion engine generates violent vibration, noise increase, abrasion and oil consumption, so that the performance of the gasoline engine is deteriorated, the power of the gasoline engine is further reduced, and the crankshaft is twisted off in severe cases.

For the variable compression ratio gasoline engine, the torsional vibration at the front end of the crankshaft is much larger than that of a common gasoline engine due to the internal variable compression ratio, and the conventional crankshaft connecting structure cannot give consideration to both the torque transmission requirement and the torsional vibration.

SUMMERY OF THE UTILITY MODEL

An object of the embodiment of the application is to provide a crankshaft connecting structure to solve the problem that the crankshaft connecting structure can not compromise the torque transmission demand and the torsional vibration.

In order to solve the above problems, the present application is implemented by using the following technical solutions:

the application provides a crankshaft connecting structure, include:

a crankshaft;

the torsional vibration damper is sleeved at the front end of the crankshaft;

a transmission assembly disposed through the crankshaft, the transmission assembly configured to transmit an output torque of the crankshaft; and

the connecting key, the bent axle torsional vibration bumper shock absorber and transmission subassembly all have with the keyway of connecting key adaptation, the bent axle torsional vibration bumper shock absorber and transmission subassembly all pass through the connecting key with the bent axle is connected.

Further, the transfer assembly includes:

the chain wheel is provided with the key groove and is used for driving the valve camshaft and the vacuum pump; and

a gear located between the sprocket and the torsional damper, the gear having another of the keyways, the gear for driving an oil pump.

Further, the gear, the torsional vibration damper and the sprocket are connected with the crankshaft through the same connecting key.

Further, the gear is in interference fit with the crankshaft; and/or the chain wheel and the crankshaft are in interference fit.

Furthermore, the crankshaft connecting structure also comprises a friction plate penetrating the crankshaft, and the friction plate is arranged between the chain wheel and the gear; and/or the presence of a gas in the atmosphere,

the friction plate is arranged between the chain wheel and the torsional vibration damper.

Further, the torsional vibration damper has a first through hole, the front end of the crankshaft has a connecting hole, and the crankshaft connecting structure further includes:

the cushion block is provided with a second through hole; and

and the fasteners sequentially penetrate through the second through holes, the first through holes and the connecting holes so as to fix the cushion block and the torsional vibration damper to the crankshaft.

Further, the torsional vibration damper is further provided with a first accommodating groove, the first accommodating groove is communicated with the first through hole, and the first accommodating groove is used for accommodating at least part of the cushion block.

Furthermore, the cushion block is provided with a second accommodating groove, and when one end of the fastening piece fixes the cushion block and the torsional vibration damper on the crankshaft, the other end of the fastening piece is positioned in the second accommodating groove.

Furthermore, the number of connecting key with the keyway is a plurality of, and is a plurality of the connecting key with the keyway is followed the central axis circumference of bent axle evenly sets up.

Furthermore, guide parts are formed at two ends of the key groove of the crankshaft and used for guiding and positioning when the connecting key is installed.

The utility model provides a crankshaft connection structure includes bent axle, torsional vibration bumper shock absorber, transmission subassembly and connection key, and wherein, the front end of bent axle is located to the torsional vibration bumper shock absorber cover, and the bent axle is worn to locate by the transmission subassembly, bent axle, torsional vibration bumper shock absorber and transmission subassembly all have with the keyway of connection key adaptation, and bent axle, torsional vibration bumper shock absorber and transmission subassembly all are connected with the bent axle through the connection key. Realize the transmission of the output torque of bent axle through the transmission subassembly, simultaneously, because the front end of bent axle is located to the torsional vibration bumper shock absorber cover to reduce the torsional vibration of bent axle, and then compromise torque transmission demand and torsional vibration.

Drawings

Fig. 1 is a cross-sectional view of a crankshaft connecting structure according to an embodiment of the present disclosure;

FIG. 2 is an enlarged view of a portion of FIG. 1 at A;

fig. 3 is a schematic structural diagram of a torsional vibration damper according to an embodiment of the present disclosure;

FIG. 4 is a schematic view of the torsional damper of FIG. 3 from another perspective;

FIG. 5 is a schematic structural diagram of a spacer according to an embodiment of the present disclosure;

FIG. 6 is a schematic illustration of a portion of a crankshaft provided in an embodiment of the present application;

FIG. 7 is a schematic structural diagram of a gear according to an embodiment of the present disclosure;

FIG. 8 is a schematic structural view of a sprocket according to an embodiment of the present application;

FIG. 9 is a schematic structural diagram of a friction plate according to an embodiment of the present disclosure; and

fig. 10 is a schematic structural diagram of a connection key according to an embodiment of the present application.

Description of reference numerals:

1-crankshaft, 11-front end, 12-connecting hole, 2-torsional vibration damper, 21-first through hole, 22-first accommodating groove, 23-sleeving part, 23A-cavity, 24-stopping part, 3-transmission component, 31-chain wheel, 32-gear, 4-connecting key, 41-limiting part, 5-friction plate, 51-groove, 6-cushion block, 61-second through hole, 62-second accommodating groove, 63-positioning part, 7-fastening piece, P-key groove, Q-guiding part, R-central axis and T-through hole.

Detailed Description

The following detailed description of embodiments of the present application refers to the accompanying drawings.

It should be noted that the embodiments and technical features of the embodiments in the present application may be combined with each other without conflict, and the detailed description in the detailed description should be understood as an explanation of the gist of the present application and should not be construed as an undue limitation to the present application.

It should be understood that the orientation or positional relationship is based on that shown in the drawings. These directional terms are merely for convenience in describing the present application and to simplify the description, and do not indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and thus should not be construed as limiting the present application.

In the case of a variable compression ratio gasoline engine, torsional vibration at the front end of the crankshaft due to the excitation of the internal variable compression ratio mechanism is much greater than that of a general gasoline engine. The connecting structure of the front end of the crankshaft used by a common gasoline engine cannot meet the transmission requirement of the torque of the front end of the crankshaft and the torsional vibration of the front end of the crankshaft.

The load at the front end of the crankshaft comprises a generator driving torque, a water pump driving torque, an oil pump driving torque, an air valve camshaft driving torque, a vacuum pump driving torque, an air conditioner compressor driving torque, a crankshaft front end torsional vibration torque and the like. The connecting structure at the front end of the crankshaft transfers the rotation of the crankshaft to various loads to drive the operation thereof. Because the crankshaft produces torsional vibrations during operation, additional torsional moments are produced at the front end of the crankshaft. During the operation of the engine, the above-mentioned changes of the respective loads are different depending on the engine speed. Therefore, it is necessary to take into account both torque transmission and torsional vibration at the front end of the crankshaft to ensure safe engine operation, e.g., to ensure that the maximum torque transmission capability at the front end of the crankshaft is above the worst case condition of the engine.

In view of this, as shown in fig. 1 and 2, the present embodiment provides a crankshaft connecting structure including a crankshaft 1, a torsional damper 2, a transmission assembly 3, and a connecting key 4. Wherein, 2 covers of torsional vibration bumper shock absorber locate the front end 11 of bent axle 1, and transmission assembly 3 wears to locate bent axle 1, and transmission assembly 3 configures to the output torque of transmission bent axle 1, and bent axle 1, torsional vibration bumper shock absorber 2 and transmission assembly 3 all have with the keyway P of connecting key 4 adaptation, and bent axle 1, torsional vibration bumper shock absorber 2 and transmission assembly 3 all are connected with bent axle 1 through connecting key 4.

Specifically, the crankshaft 1 has a key groove P adapted to the connection key 4, the key groove P is located at the front end 11 of the crankshaft 1, the torsional vibration damper 2 is sleeved at the front end 11 of the crankshaft 1, the transmission assembly 3 is arranged through the crankshaft 1, and the transmission assembly 3 is located between a shoulder of the crankshaft 1 and the torsional vibration damper 2. Crankshaft 1, torsional vibration bumper shock absorber 2 and transmission assembly 3 all have with the keyway P of connecting key 4 adaptation, and crankshaft 1, torsional vibration bumper shock absorber 2 and transmission assembly 3 all are connected with crankshaft 1 through connecting key 4, transmit crankshaft 1's output torque through transmission assembly 3.

Because the front end of bent axle is located to the torsional vibration bumper shock absorber cover to can reduce the torsional vibration of bent axle, and transmit the output moment of torsion of bent axle 1 through transmission subassembly 3, and then bent axle connection structure machine can satisfy the moment of torsion transmission demand and can compromise the torsional vibration again.

In one embodiment, as shown in fig. 3, the torsional damper 2 has a sleeve portion 23, and the sleeve portion 23 is used for sleeving the front end 11 of the crankshaft 1. Specifically, the sleeve portion 23 protrudes from the torsional vibration damper 2, and the front end 11 is sleeved by the sleeve portion 23, so that the contact area between the torsional vibration damper 2 and the crankshaft 1 is increased, and the connection effect between the torsional vibration damper 2 and the crankshaft 1 is improved. For example, the engaging portion 23 is annular, the engaging portion 23 forms a cavity 23A adapted to the front end 11, and the front end 11 of the crankshaft 1 extends into the cavity 23A to engage the front end 11 of the crankshaft 1.

In an embodiment, as shown in fig. 4 to 6, the torsional damper 2 has a first through hole 21, the front end 11 of the crankshaft 1 has a connecting hole 12, the crankshaft connecting structure further includes a cushion block 6 and a fastening member 7, the cushion block 6 has a second through hole 61, and the fastening member 7 sequentially penetrates through the second through hole 61, the first through hole 21 and the connecting hole 12 to fix the cushion block 6 and the torsional damper 2 to the crankshaft 1.

Specifically, the fastener 7 is sequentially inserted through the second through hole 61 of the spacer 6, the first through hole 21 of the torsional damper 2, and the connecting hole 12 of the crankshaft 1, thereby fixing the spacer 6 and the torsional damper 2 to the front end 11 of the crankshaft 1. Owing to be equipped with cushion 6, fastener 7 is fixed in bent axle 1 with cushion 6 and torsional vibration bumper shock absorber 2 to increase torsional vibration bumper shock absorber 2's lifting surface area, improve torsional vibration bumper shock absorber 2's stability, and then improve bent axle connection structure's reliability.

For example, the fastening member 7 is a bolt, the connecting hole 12 is a threaded hole, the transmission assembly 3 is located between the shoulder and the torsional damper 2, and the bolt is sequentially inserted into the second through hole 61 and the first through hole 21 to be connected with the threaded hole, so that the cushion block 6 and the torsional damper 2 are fixed to the front end of the crankshaft 1.

In one embodiment, the torsional vibration damper 2 further has a first receiving groove 22, the first receiving groove 22 is communicated with the first through hole 21, and the first receiving groove 22 is used for receiving at least a part of the pad 6. Specifically, the spacer 6 is partially located in the first receiving groove 22 of the torsional damper 2, and the fastener 7 fixes the spacer 6 and the torsional damper 2 to the crankshaft 1. In particular, the torsional vibration damper 2 further has a stopper 24, the pad 6 has a positioning portion 63, and the stopper 24 and the positioning portion 63 improve the mounting efficiency of the torsional vibration damper 2 and the pad 6 in the crankshaft connecting structure, thereby realizing a quick positioning connection. For example, the stopper portion 24 is stepped on the outer side of the first accommodation groove 22, the positioning portion 63 of the spacer 6 is stepped to protrude, and the positioning portion 63 abuts against the stopper portion 24.

It should be understood that the variable compression ratio gasoline engine has a compact structure, and the space utilization is very important, because the first receiving groove 22 of the torsional vibration damper 2 receives part of the cushion block 6, the space occupied by the cushion block 6 is reduced, the space occupied by the crankshaft connecting structure is reduced, and the space utilization rate of the crankshaft connecting structure is improved.

In one embodiment, the spacer 6 has a second receiving groove 62, and when one end of the fastening member 7 fixes the spacer 6 and the torsional damper 2 to the crankshaft 1, the other end of the fastening member 7 is located in the second receiving groove 62. Specifically, fastener 7 wears to locate second through-hole 61, first through-hole 21 and connecting hole 12 in proper order to be fixed in bent axle 1 with cushion 6 and torsional vibration bumper shock absorber 2, the fastener 7 other end is located second holding tank 62, thereby reduces fastener 7 and cushion 6 occupation space, makes the bent axle connection structure more compact.

For example, the fastening member 7 is a bolt, a screw portion penetrates the second through hole 61 and the first through hole 21 and is threadedly coupled to the coupling hole 12 of the crankshaft 1, and the other end of the bolt is located in the second receiving groove 62 of the spacer 6.

In one embodiment, as shown in fig. 7 and 8, the transmission assembly 3 comprises a sprocket 31 and a gear 32, wherein the sprocket 31 has a keyway P, the sprocket 31 is used for driving the valve camshaft and the vacuum pump, the gear 32 is located between the sprocket 31 and the torsional damper 2, the gear 32 has another keyway P, and the gear 32 is used for driving the oil pump.

Specifically, the sprocket 31 and the gear 32 each have a through hole T through which the sprocket 31 and the gear 32 are pierced to the front end 11 of the crankshaft 1. One side of the sprocket 31 abuts against a shoulder of the crankshaft 1, the gear 32 is located between the sprocket 31 and the torsional damper 2, and the fastener 7 fixes the torsional damper 2, the gear 32, and the sprocket 31 to the crankshaft 1 in this order. The sprocket 31 and the gear 32 each have a key groove P, the front end 11 of the crankshaft 1 is also provided with a key groove P, the connecting key 4 is located in the key groove P, and the torque of the crankshaft 1 is transmitted to each load member via the sprocket 31, the gear 32, and the torsional damper 2 by the key connection of the connecting key 4. Gear 32 is used to drive the oil pump and sprocket 31 is used to drive the valve camshaft and vacuum pump.

For example, the load of the front end 11 of the crankshaft 1 includes a generator driving torque, a water pump driving torque, an oil pump driving torque, a valve camshaft driving torque, a vacuum pump driving torque, an air conditioner compressor driving torque, and a crankshaft front end torsional moment. Torque to the crankshaft 1 is transmitted through a belt drive via the torsional damper 2 to provide driving torque for a generator, a water pump and an air conditioner compressor. The torque to the crankshaft 1 is transmitted by a chain drive via a sprocket 31 to provide the drive torque for the vacuum pump and the valve camshaft. The torque to the crankshaft 1 is transmitted through the gear 32 by gear transmission, thereby providing a driving torque to the oil pump.

In one embodiment, the gear 32, the torsional damper 2 and the sprocket 31 are connected to the crankshaft 1 by the same connecting key 4. Specifically, gear 32, torsional vibration damper 2 and sprocket 31 all establish keyway P, and the front end 11 of bent axle 1 also is equipped with another keyway P, and the keyway P of bent axle 1 is rectangular form, and gear 32, torsional vibration damper 2 and sprocket 31 are connected with bent axle 1 through same connecting key 4 to improve the reliability and the joint strength of key-type connection. For example, the connecting key 4 is a flat key, and the gear 32, the torsional damper 2, and the sprocket 31 are connected to the crankshaft 1 by the same flat key.

Specifically, the number of the connecting keys 4 and the key grooves P is plural, and the plural connecting keys 4 and the key grooves P are arranged uniformly in the circumferential direction along the central axis R of the crankshaft 1. For example, the number of the connecting keys 4 is 2, and the connecting keys 4 are symmetrical in the circumferential direction of the central axis R of the crankshaft 1 (see fig. 1). The reliability and stability of the torsional damper 2 and the transmission assembly 3 are improved by the plurality of connection keys 4 and the plurality of key grooves P.

In an embodiment, the gear 32 is in an interference fit with the crankshaft 1, specifically, after the gear 32 is aligned with the key slot P of the crankshaft 1, the connection key 4 is disposed in the key slot P, the connection key 4 penetrates through the torsional vibration damper 2 and the gear 32, and the gear 32 is in an interference fit with the crankshaft 1, so as to increase the torque transmission capability of the front end 11 of the crankshaft 1 and meet the torque transmission requirement.

In an embodiment, the sprocket 31 is in an interference fit with the crankshaft 1, specifically, after the sprocket 31 is aligned with the key groove P of the crankshaft 1, the connection key 4 is disposed in the key groove P, the connection key 4 penetrates through the torsional vibration damper 2, the gear 32 and the sprocket 31, and the sprocket 31 and the crankshaft 1 are in the interference fit, so that the torque transmission capability of the front end 11 of the crankshaft 1 is increased, and the torque transmission requirement is met.

In one embodiment, as shown in fig. 9, the crankshaft connecting structure further includes a friction plate 5 inserted into the crankshaft 1, and the friction plate 5 is disposed between the sprocket 31 and the gear 32. Specifically, the sprocket 31 and the gear 32 are inserted into the front end 11 of the crankshaft 1, one side of the sprocket 31 abuts against a shoulder of the crankshaft 1, the gear 32 is located between the sprocket 31 and the torsional damper 2, and the friction plate 5 is arranged between the sprocket 31 and the torsional damper 2, so that the friction force between the sprocket 31 and the gear 32 is increased, and the sliding risk of the sprocket 31 and the gear 32 is reduced. Friction plates 5 are arranged between the chain wheel 31 and the torsional vibration damper 2, so that the friction force between the chain wheel 31 and the torsional vibration damper 2 is increased, and the sliding risk of the chain wheel 31 and the torsional vibration damper 2 is reduced. For example, the number of the friction plates 5 is plural, one friction plate 5 is located at the sprocket 31 and the gear 32, and the other friction plate 5 is located at the sprocket 31 and the torsional damper 2. Due to the friction plate 5, friction force between the chain wheel 31 and the gear 32 is increased, friction force between the chain wheel 31 and the torsional vibration damper 2 is increased, reliability of the crankshaft connecting structure is improved, and sliding risk is reduced. One end of the chain wheel 31 is abutted against the shaft shoulder of the crankshaft 1, and a friction plate 5 is arranged between the chain wheel 31 and the shaft shoulder of the crankshaft 1, so that the friction force between the chain wheel 31 and the crankshaft 1 is increased. Specifically, the friction plate 5 is provided with a groove 51 and a through hole T, the friction plate 5 is inserted into the front end of the crankshaft 1 through the through hole T, and the groove 51 is fitted to the shape of the connecting key 4 located in the key groove P. Since the friction plate 5 has the grooves 51, the friction plate 5 can be inserted into the crankshaft 1 after the connecting key 4 is installed in the key groove P, for example, the friction plate 5 has two grooves 51, and the two grooves 51 are symmetrical.

In one embodiment, as shown in fig. 6 and 10, guide portions Q for guiding positioning when the connecting key 4 is mounted are formed at both ends of the key groove P of the crankshaft 1. Specifically, guide portions Q are formed at both ends of the key groove P of the crankshaft 1, limit portions 41 are provided at both ends of the connecting key 4, and the limit portions 41 abut against the guide portions Q when the connecting key 4 is mounted in the key groove P of the crankshaft 1, thereby improving the mounting efficiency of the connecting key 4 and reducing the stress distribution near the key groove P.

For better understanding of the crankshaft connection structure of the embodiments of the present application, the following detailed description is made with reference to fig. 1 and 2.

The connecting key 4 is a flat key, the flat key is in interference fit with a key groove P at the front end 11 of the crankshaft 1, one end of the chain wheel 31 is abutted against a shaft shoulder of the crankshaft 1, and a friction plate 5 is arranged between the chain wheel 31 and the shaft shoulder of the crankshaft 1, so that the friction force between the chain wheel 31 and the crankshaft 1 is increased. Both ends of the key groove P of the crankshaft 1 are provided with the guide portions Q, for example, both ends of the key groove P of the crankshaft 1 are provided with chamfers, thereby forming the guide portions Q, thereby improving the installation efficiency of the flat key due to the provision of the guide portions Q, and reducing the stress distribution near the key groove P.

The sprocket 31 is disposed adjacent to the gear 32, and another friction plate 5 is disposed between the sprocket 31 and the gear 32, thereby increasing the friction force between the sprocket 31 and the gear 32. The other side of the gear 32 is adjacent to the torsional vibration damper 2 (TVD), and another friction plate 5 is provided between the gear 32 and the torsional vibration damper 2 to increase the friction between the gear 32 and the torsional vibration damper 2.

The flat key penetrates through the TVD, the gear 32 and the sprocket 31, and are all interference fit, thereby increasing the torque transmission capability of the front end 11 of the crankshaft 1. The fastener is the bolt, and crankshaft 1's front end 11 is equipped with connecting hole 12, and cushion 6 is connected through the bolt with the TVD to increase TVD atress area, and then can use the bolt of higher one-level intensity grade, increase crankshaft 1's front end 11's torque transmission ability.

The above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, it will be apparent to those skilled in the art that modifications may be made to the embodiments described in the foregoing embodiments, or equivalents may be substituted for some of the features; such modifications and substitutions do not depart from the spirit and scope of the corresponding technical solutions as claimed herein.

Claims

1. A crankshaft connecting structure, comprising:

a crankshaft;

the torsional vibration damper is sleeved at the front end of the crankshaft;

2. The crankshaft connection of claim 1, wherein the transfer assembly comprises:

3. A crankshaft connection according to claim 2, wherein said gear, said torsional damper and said sprocket are connected to said crankshaft through the same said connecting key.

4. The crankshaft connection of claim 2, wherein the gear is an interference fit with the crankshaft; and/or the chain wheel and the crankshaft are in interference fit.

5. The crankshaft connecting structure according to claim 2, further comprising a friction plate inserted through the crankshaft, wherein the friction plate is disposed between the sprocket and the gear; and/or the presence of a gas in the gas,

6. The crankshaft connecting structure according to claim 1, wherein the torsional damper has a first through hole, the front end of the crankshaft has a connecting hole, and the crankshaft connecting structure further comprises:

the cushion block is provided with a second through hole; and

the fastener penetrates through the second through hole, the first through hole and the connecting hole in sequence, so that the cushion block and the torsional vibration damper are fixed on the crankshaft.

7. The crankshaft coupling of claim 6, wherein the torsional vibration damper further comprises a first receiving groove in communication with the first through hole, the first receiving groove configured to receive at least a portion of the pad.

8. The crankshaft coupling structure of claim 6, wherein the block has a second receiving groove, and wherein when one end of the fastening member fixes the block and the torsional damper to the crankshaft, the other end of the fastening member is positioned in the second receiving groove.

9. The crankshaft connection structure according to any one of claims 1 to 8, wherein the number of the connection keys and the key grooves is plural, and the plural connection keys and the key grooves are uniformly arranged in a circumferential direction along a central axis of the crankshaft.

10. The crankshaft connection structure according to any one of claims 1 to 8, wherein guide portions for guiding and positioning when the connection key is installed are formed at both ends of a key groove of the crankshaft.