CN220539712U - Structure for preventing diesel engine camshaft from being gnawed - Google Patents
Structure for preventing diesel engine camshaft from being gnawed Download PDFInfo
- Publication number
- CN220539712U CN220539712U CN202321815835.3U CN202321815835U CN220539712U CN 220539712 U CN220539712 U CN 220539712U CN 202321815835 U CN202321815835 U CN 202321815835U CN 220539712 U CN220539712 U CN 220539712U
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- shaft portion
- cam
- shaft part
- shaft
- frustum
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- 230000007704 transition Effects 0.000 claims abstract description 25
- 239000003921 oil Substances 0.000 claims abstract description 19
- 230000035929 gnawing Effects 0.000 claims abstract description 11
- 239000010687 lubricating oil Substances 0.000 claims abstract description 8
- 239000000945 filler Substances 0.000 claims description 3
- 238000005461 lubrication Methods 0.000 description 9
- 230000005540 biological transmission Effects 0.000 description 7
- 230000000694 effects Effects 0.000 description 3
- 238000012986 modification Methods 0.000 description 3
- 230000004048 modification Effects 0.000 description 3
- 229910000851 Alloy steel Inorganic materials 0.000 description 2
- 230000003014 reinforcing effect Effects 0.000 description 2
- 230000008859 change Effects 0.000 description 1
- 230000007812 deficiency Effects 0.000 description 1
- 238000012938 design process Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 238000003754 machining Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 230000002787 reinforcement Effects 0.000 description 1
Landscapes
- Valve-Gear Or Valve Arrangements (AREA)
Abstract
The utility model discloses a structure for preventing a camshaft of a diesel engine from being gnawed, which comprises the following components: a central eccentric shaft portion, both ends of which are provided with flange tables which are not in the same axis; an intake cam and an exhaust cam respectively extending from the flange table; the transition shaft part is arranged at one end of the air inlet cam, and the central ring of the transition shaft part is provided with a position groove; a drive shaft portion extending from the transition shaft portion; a frustum shaft portion provided at one end of the exhaust cam; a driven shaft portion extending from the frustum shaft portion; the center of the driving shaft part extends to the lubricating oil duct of the frustum shaft part, and the exhaust cam, the air inlet cam and the positioning groove are provided with oil filling holes communicated with the lubricating oil duct. According to the utility model, the central eccentric shaft part is connected with the air inlet cam and the air outlet cam at two ends, so that the torque resistance is enhanced, and the flange platform is in transition; the transitional shaft part and the frustum shaft part strengthen the strength of two ends of the cam shaft, and the stability is enhanced; the oil filling hole is matched with the lubricating oil duct to lubricate the cam shaft, so that the risk of gnawing is reduced.
Description
Technical Field
The utility model belongs to the technical field of camshafts, and particularly relates to a structure for preventing a diesel engine camshaft from being gnawed.
Background
The camshaft is a component in a piston engine. Its function is to control the opening and closing actions of the valve. Although the rotational speed of the camshaft is half that of the crankshaft in a four-stroke engine (the rotational speed of the camshaft is the same as that of the crankshaft in a two-stroke engine), the rotational speed is still high and a large torque is required to be born, so that the requirements on strength and support of the camshaft in design are high, and the camshaft is made of high-quality alloy steel or alloy steel generally. Since the law of valve motion is related to the power and operating characteristics of an engine, camshaft design plays a very important role in the design process of the engine.
Most of the existing camshafts are of an integrated structure and are obtained through machining, and a convex key is arranged at one end of each camshaft to be assembled and driven with a gear, so that operation of the camshafts is completed. Then single protruding key cooperation, torsion to the camshaft is relatively poor to transmission stability, and after the assembly, long-time work produces the damage easily, and when the damage appears in the camshaft, need change whole camshaft, increases the cost of maintaining, is unfavorable for the enterprise development. In addition, in the transmission operation of the cam, because of the existence of a cam shaft assembly gap, operation deviation can be generated all the time, positioning stability is affected, service life is shortened, and lubrication deficiency can also generate gnawing.
Therefore, at present, a camshaft which is convenient to install, good in positioning performance, strong in transmission stability, good in lubricity and capable of reducing gnawing risks is urgently needed.
Disclosure of Invention
In view of the above, the technical problem to be solved by the utility model is to provide a structure for preventing a diesel engine camshaft from being scratched, so that the problems that the end driving end of the camshaft is easy to damage, the positioning performance is poor, the cam part is easy to float and deviate, the stability is affected, the lubricity is poor and the camshaft is easy to be scratched during assembly are avoided.
In order to solve the technical problems, the utility model discloses a structure for preventing a camshaft of a diesel engine from being gnawed, which comprises the following components:
a central eccentric shaft portion, both ends of which are provided with flange tables which are not in the same axis;
an intake cam and an exhaust cam respectively extending from the flange table;
the transition shaft part is arranged at one end of the air inlet cam, and the central ring of the transition shaft part is provided with a position groove;
the driving shaft part extends to the transition shaft part, and the shaft diameter of the driving shaft part is smaller than that of the transition shaft part;
a frustum shaft portion provided at one end of the exhaust cam;
the driven shaft part extends to the frustum shaft part, and the shaft diameter of the driven shaft part is equal to that of the driving shaft part;
the center of the driving shaft part extends to the lubricating oil duct of the frustum shaft part, and the exhaust cam, the air inlet cam and the positioning groove are provided with oil filling holes communicated with the lubricating oil duct.
According to an embodiment of the present utility model, the hole diameter of the oil filling hole is 2-3mm.
According to an embodiment of the present utility model, the driving shaft portion is provided with a spline groove, and the driven shaft portion is provided with a positioning pin hole at the center.
According to an embodiment of the present utility model, the width of the positioning groove is 4-6mm.
According to an embodiment of the present utility model, the transition shaft portion is longer than the intake cam width, and the frustum shaft portion is shorter than the exhaust cam width.
Compared with the prior art, the utility model can obtain the following technical effects:
the central eccentric shaft part is connected with the air inlet cam and the air outlet cam at two ends, so that the torque resistance is enhanced, and the flange table is in transition; the transitional shaft part and the frustum shaft part strengthen the strength of two ends of the cam shaft, and the stability is enhanced; the oil filling hole is matched with the lubricating oil duct to lubricate the cam shaft, so that the risk of gnawing is reduced.
Of course, it is not necessary for any one product embodying the utility model to achieve all of the technical effects described above at the same time.
Drawings
The accompanying drawings, which are included to provide a further understanding of the utility model and are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and together with the description serve to explain the utility model and do not constitute a limitation on the utility model. In the drawings:
FIG. 1 is a front view of a structure for preventing gnawing of a diesel engine camshaft according to an embodiment of the present utility model;
fig. 2 is a perspective view of a structure for preventing a camshaft of a diesel engine from being scratched according to an embodiment of the present utility model.
Drawings
The center eccentric shaft portion 10, the flange table 11, the intake cam 21, the exhaust cam 22, the transition shaft portion 30, the positioning groove 31, the driving shaft portion 40, the frustum shaft portion 50, the driven shaft portion 60, the lubrication oil passage 70, the oil injection hole 71, the spline groove 80, and the positioning pin hole 90.
Detailed Description
The following detailed description of embodiments of the present utility model will be given with reference to the accompanying drawings and examples, by which the implementation process of how the present utility model can be applied to solve the technical problems and achieve the technical effects can be fully understood and implemented.
Referring to fig. 1 and fig. 2 together, fig. 1 is a front view of a structure for preventing a camshaft of a diesel engine from being scratched according to an embodiment of the present utility model; fig. 2 is a perspective view of a structure for preventing a camshaft of a diesel engine from being scratched according to an embodiment of the present utility model.
As shown, a structure for preventing a diesel engine camshaft from being gnawed, comprising: a central eccentric shaft portion 10, wherein flange tables 11 which are not in the same axis are arranged at both ends of the central eccentric shaft portion 10; an intake cam 21 and an exhaust cam 22 extending from the flange base 11, respectively; a transition shaft portion 30 provided at one end of the intake cam 21, the transition shaft portion 30 having a central ring setting position groove 31; a driving shaft portion 40 extending from the transition shaft portion 30, the driving shaft portion 40 having a smaller shaft diameter than the transition shaft portion 30; a frustum shaft portion 50 provided at one end of the exhaust cam 22; a driven shaft portion 60 extending from the frustum shaft portion 50, the driven shaft portion 60 having a shaft diameter equal to that of the driving shaft portion 40; a lubrication oil passage 70 extending from the center of the drive shaft portion 40 to the frustum shaft portion 50 is provided, in which the exhaust cam 22 and the intake cam 21 and the positioning groove 31 are both provided with an oil filler hole 71 communicating with the lubrication oil passage.
In an embodiment of the present utility model, the central eccentric shaft 10 is configured as an eccentric shaft, that is, the flange platforms 11 at both ends are not in the same axis, and the middle shaft is twisted, so that the intake cam 21 and the exhaust cam 22 extending from both ends are eccentrically designed, and can bear larger torque, improve strength relative to a linear shaft, enhance deformation resistance, and be more stable during cam transmission. The transition shaft portion 30 and the frustum shaft portion 50 are further provided at both ends of the intake cam 21 and the exhaust cam 22, for reinforcing the connection between the two and the driving shaft portion 40 and the driven shaft portion 60, and for reinforcing the connection strength.
In addition, a ring of positioning groove 31 is formed in the middle of the transition shaft 30, a concave step is formed, and an oil filling hole 71 is formed. The lubrication channel 70 extends from the center of the driving shaft 40 to the frustum shaft 50, and simultaneously cooperates with the oil filling holes 71 on the exhaust cam 22 and the intake cam 21 to complete oil lubrication, so that lubrication with other transmission components is enhanced during transmission, and the risk of gnawing is reduced.
Preferably, the diameter of the oil filling hole 71 is 2-3mm, and the application is wide.
The drive shaft portion 40 of the present utility model is provided with spline grooves 80 to facilitate assembly of gears for transmission. The driven shaft portion 60 is centrally provided with a registration pin hole 90 for facilitating the fixing of a bearing or positioning.
The width of the positioning groove 31 of the transition shaft 30 is 4-6mm, the oil filling hole 71 is arranged to complete lubrication, and the step is arranged to facilitate the reinforcement of the stress resistance.
It should be noted that the length of the transition shaft 30 is greater than the width of the intake cam 21, and the length of the frustum shaft 50 is less than the width of the exhaust cam 22, so that the main shaft and the cams are transitionally driven, and the strength is improved.
In summary, according to the present utility model, the central eccentric shaft portion 10 is used to connect the intake cam 21 and the exhaust cam 22 at both ends, so as to enhance the torque resistance, and the flange table 11 is in transition; the transitional shaft part 30 and the frustum shaft part 50 strengthen the strength of two ends of the cam shaft and strengthen the stability; the oil filler hole 71 cooperates with the lubrication oil passage 70 to lubricate the camshaft, reducing the risk of gnawing.
While the foregoing description illustrates and describes the preferred embodiments of the present utility model, it is to be understood that the utility model is not limited to the forms disclosed herein, but is not to be construed as limited to other embodiments, and is capable of numerous other combinations, modifications and environments and is capable of changes or modifications within the scope of the inventive concept as described herein, either as a result of the foregoing teachings or as a result of the knowledge or technology in the relevant art. And that modifications and variations which do not depart from the spirit and scope of the utility model are intended to be within the scope of the appended claims.
Claims (5)
1. A structure for preventing a diesel engine camshaft from being gnawed, comprising:
a central eccentric shaft portion having flange tables at both ends thereof that are not in the same axis;
an intake cam and an exhaust cam respectively extending from the flange table;
the transition shaft part is arranged at one end of the air inlet cam, and the central ring of the transition shaft part is provided with a positioning groove;
a drive shaft portion extending from the transition shaft portion, the drive shaft portion having a smaller shaft diameter than the transition shaft portion;
a frustum shaft portion provided at one end of the exhaust cam;
the driven shaft part extends to the frustum shaft part, and the shaft diameter of the driven shaft part is equal to that of the driving shaft part;
the center of the driving shaft part extends to the lubricating oil duct of the frustum shaft part, and the exhaust cam, the air inlet cam and the positioning groove are all provided with oil holes communicated with the lubricating oil duct.
2. The structure for preventing gnawing of a camshaft of a diesel engine according to claim 1, wherein the oil filler hole has a diameter of 2-3mm.
3. The structure for preventing gnawing of a camshaft of a diesel engine according to claim 1, wherein the driving shaft portion is provided with a spline groove, and the driven shaft portion is centrally provided with a dowel hole.
4. The structure for preventing gnawing of a camshaft of a diesel engine according to claim 1, wherein the positioning groove has a width of 4-6mm.
5. The structure for preventing gnawing of a diesel engine camshaft according to claim 1, wherein the transition shaft portion length is greater than the intake cam width and the frustum shaft portion length is less than the exhaust cam width.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321815835.3U CN220539712U (en) | 2023-07-12 | 2023-07-12 | Structure for preventing diesel engine camshaft from being gnawed |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321815835.3U CN220539712U (en) | 2023-07-12 | 2023-07-12 | Structure for preventing diesel engine camshaft from being gnawed |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN220539712U true CN220539712U (en) | 2024-02-27 |
Family
ID=89968227
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202321815835.3U Active CN220539712U (en) | 2023-07-12 | 2023-07-12 | Structure for preventing diesel engine camshaft from being gnawed |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN220539712U (en) |
-
2023
- 2023-07-12 CN CN202321815835.3U patent/CN220539712U/en active Active
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