RU157390U1 - CRANKSHAFT INTERNAL COMBUSTION ENGINE SHAFT WITH TWO-ROW V-SHAPED CYLINDERS - Google Patents

Abstract

1. The crankshaft of an internal combustion engine with a two-row V-shaped arrangement of cylinders, containing counterweights, root and connecting rods connecting their cheeks with smoothly made transitions, having dirt traps closed by plugs, a neck with keyways for the distribution gear and under the pulley, oil reflector a shoulder in the rear of the shaft, a flange with holes and channels for lubrication, having a single monolithic full-bearing design, characterized in that the shaft is made of high strength special cast iron, the distance from the axis of the connecting rod journals to the axis of rotation of the shaft is made with a size range from 38 mm to 46 mm, the shaft contains the front, intermediate, middle and rear root necks, the front root neck containing a thrust collar that smoothly passes to the cheek and counterweight, in addition, the diameter of the main journals is made in the size range from 68 mm to 75 mm, and the width of the main journals for the thrust bearings is in the size range from 26 mm to 33 mm, while the diameter of the connecting rod necks is made in the size range from 58 mm to 62 m and their width is dimensioned in the redistribution of from 50 mm to 54 mm; in this case, the dirt trap cavity was obtained by casting, in addition, in each node "root neck - cheek - connecting rod neck", a hole was made passing through the root neck and cheek until it intersects with the dirt trap cavity, as well as a blind hole connecting the outer surface of the connecting rod neck to the dirt trap cavity with a diameter in the dimensional limit of 4 mm to 10 mm; in addition, the shaft contains in front of the sock, consisting of two cylindrical steps, divided

Description

The utility model relates to the field of engine building, namely to the construction of crankshafts.

A known design of the shaft of a cranked internal combustion engine made by casting from ductile iron, containing counterweights, main and connecting rods connecting their cheeks by means of smooth transitions, having a single monolithic full-bearing structure with overlapping main and connecting rod necks, and the distance from the axis of the connecting rod necks to the axis of rotation shaft made with a size range from 41 mm to 52 mm, containing the extreme and middle root necks, and the middle root neck along the edges contains thrust collars, smoothly passing to the cheeks and balances, in addition, the diameter of the main journals is made in the size range from 60 mm to 64 mm, and the width of the main necks is in the size range from 32 mm to 36 mm, while the diameter of the connecting rod necks is made in the size range from 54 mm up to 58 mm, and their width is in the dimensional redistribution from 24 mm to 28 mm; at the same time, in each node “extreme root neck - connecting rod neck - cheeks”, a system of channels for supplying oil with a diameter in the size limit of 4 mm to 10 mm is made; in addition, the shaft contains in the front of the sock, consisting of two cylindrical steps separated by a groove, and a hole is made in the end of the front of the sock, while the back of the crankshaft has a flange with a diameter in the size limit of 76 mm to 84 mm and a thickness in the size the limit is from 20 mm to 28 mm, and the mounting holes are made in the flange (see utility model patent No. 150 337, publication date 02/10/15, Bull. No. 4, IPC: F16C 3/06, F16C 3/14, F16C 3 / 20, F01M 1/06).

The reasons that impede the achievement of the technical result indicated below when using the known device include the fact that the crankshaft is designed for engines with in-line cylinders, and with a multi-cylinder engine design, the mass and length of the crankshaft increases, which leads to a decrease in shaft rigidity and an increase in vibration loads .

A known design of the crankshaft shaft made of high carbon steel by hot stamping, the shaft journals are hardened by high frequency currents. The YaMZ-236 engine shaft has four main bearings and three connecting rod necks, the latter have internal cavities closed with plugs, where the oil is subjected to additional centrifugal cleaning. The cavities of these necks communicate with the help of inclined channels with transverse channels in the root necks.

To balance the engine and unload the main bearings from inertial forces, counterweights are installed on the cheeks of the crankshaft. The balancing system includes remote counterweights located in the flywheel and counterweights mounted on the toe of the crankshaft

(see Automobiles MAZ-500, MAZ-503, MAZ-504: / Leading editor L.N. Ilyina-ED. No. 1-9-0 / 9 No. 584, TRANSPORT Publishing House, Moscow, 16-XII 1966 . - Format 60 × 90/4 cm. 32 pp. + 1 incl., 32, 20 academic years - publ. Pp. 28, 29,).

The reasons that impede the achievement of the technical result indicated below when using the known device include the fact that the steel shaft has a higher specific gravity, which increases the specific load on the main bearings, and this leads to rapid wear of the pair of “crankshaft journal - bearing” pair, and as a consequence, a decrease in bearing life, in addition, an increase in the mass of the engine contributes to an increase in vibration loads. At the same time, the counterweights for unloading from inertial forces are removable and require additional fastening to the cheeks of the crankshaft, which increases the complexity of manufacturing and, at higher rotational speeds of the shaft, bolt breakages are not excluded, in addition, steel crankshafts have large machining allowances, which increases the cost of manufacturing.

The closest design to the claimed utility model in terms of features is a steel crankshaft, forged, five-bearing shaft with counterweights and channels for lubrication; the necks are surface hardened for an engine with a two-row V-shaped arrangement of cylinders.

The piston stroke corresponds to 95 mm. The diameter of the necks for the crankshaft connecting rods is 65.50 ... 65.48 mm, the diameter of the necks for the main bearings is 75.00 ... 74.98 mm. The lengths of the connecting rod journals of the crankshaft are 58.00 ... 58.12 mm, the main journals: the first - 32.075 ... 32.160 mm; second, third and fourth - 30.83 ... 31.39 mm; the fifth - 44.83 ... 45.39 mm. The radii of the fillets of the connecting rod journals are 2.0 ... 2.5 mm. The diameter of the neck under the small cam gear is 46.009 ... 46.034 mm, under the crankshaft pulley 45.950 ... 45.975 mm. The width of the keyways should be 6.015 ... 6.065 mm. The thickness of the flange should be 11.4 ... 12.5 mm. The diameter of the holes for the flywheel mounting bolts is 14,000 ... 14,035 mm. The flywheel is mounted to the crankshaft flange using six asymmetrically located bolts (one bolt is offset).

Cavities for centrifugal oil cleaning are drilled in the crank pins, while the cavities in the crank pins are closed with plugs. The rear of the crankshaft contains an oil deflector.

(see. Manual for the repair and operation of automobiles ZIL-431410, ZIL-431510, ZIL-441510, ZIL-495710, ZIL-495810, ZIL-130, ZIL-130V1, ZIL-130G, ZIL-130B2, ZIL-130D1, ZIL -433360 - “Publishing House Third Rome”, 2002. - 320 s, p. 5, 40, 41, 43, 46 and 51).

The reasons that impede the achievement of the technical result indicated below when using the known device adopted for the prototype include the fact that the steel shaft crankshaft has a higher specific gravity, which increases the specific load on the main bearings, and, as a result, leads to wear and lower bearing life , in addition, the mass of the engine increases, and the receipt of mud-catching cavities in the connecting rod necks by machining (drilling) contributes to the formation of stress concentrators in the connecting rod neck, which significantly reduces the margin of safety of the shaft, in addition, steel crankshafts have large allowances for machining, and to increase the wear resistance of the necks, heat treatment of the necks is required, all this leads to an increase in the manufacturing cost.

The essence of the utility model is to create a crankshaft shaft of an optimal design in terms of material, mass and fatigue strength for a multi-cylinder engine with a two-row V-shaped arrangement of cylinders with improved energy and economic indicators, with improved working conditions of bearings, as well as reduced laboriousness of engine production by obtaining crankshaft castings made of high-strength special cast iron, casting dirt-trapping cavities, and optimally performing minutes geometry cheeks and connecting them smoothly transitions performed between crankpins and cheeks, the cheeks and crank journal.

The technical result is the use of a shaft on multi-cylinder engines with a two-row V-shaped arrangement of cylinders having increased energy and economic indicators, reducing the cost of manufacturing a crankshaft, improving the working conditions of sliding bearings, increasing the resource of the crankshaft.

The specified technical result in the implementation of the utility model is achieved by the fact that in the crankshaft of an internal combustion engine with a two-row V-shaped arrangement of cylinders containing counterweights, root and connecting rods connecting their cheeks with smoothly made transitions, having dirt trapping cavities closed with plugs, the neck with keyways for the distribution gear and under the pulley, oil flange at the rear of the shaft, a flange with holes and channels for lubrication, having a single monolithic full support design, the feature is that the crankshaft design contains the following distinctive features from the features of the closest prototype:

- in order to reduce the specific gravity of the crankshaft, increase the wear resistance of the necks, increase the resistance to torsional vibrations and reduce the cost of manufacturing the engine, the crankshaft is made by casting from high-strength special cast iron. The required material parameters are calculated and verified experimentally and provide the necessary shaft strength, wear resistance of the surfaces, life, deviation from which will lead to a decrease in shaft strength, to increase wear of the shaft and mating parts, to reduce the resource and increase the cost of manufacturing engines.

- to ensure the optimum ratio of strength and weight, power and traction characteristics of the engine, the distance from the axis of the connecting rod journals to the axis of rotation of the shaft is made with a size range from 38 mm to 46 mm. This interval parameter is calculated and verified experimentally, deviation to the smaller side will lead to a decrease in power and traction characteristics of the engine as a whole, and to a large one, to a decrease in shaft strength;

- the shaft contains the front, intermediate, middle and rear root necks, in order to prevent axial displacement of the crankshaft, the front root neck contains a thrust shoulder smoothly passing on the cheek and counterweight, its thickness is in the size range from 0.5 mm to 5 mm. This parameter of the intervals is calculated and verified experimentally, deviation from the ranges in a smaller direction will lead to a decrease in shaft strength, in a larger direction - to increase the mass of the shaft;

- the diameter of the main journals is made in the size range from 68 mm to 75 mm, and their width for the thrust bearings is in the size range from 26 mm to 33 mm, while the diameter of the connecting rod necks is made in the size range from 58 mm to 62 mm, and their width is in the size range from 50 mm to 54 mm. These interval parameters are calculated and verified experimentally and provide the necessary shaft strength; going beyond the indicated ranges to the lower side will lead to a decrease in the shaft strength, to the larger side - to an increase in the shaft mass;

- to reduce the load from centrifugal inertial forces and bending moments on the main bearings, reduce the mass of the shaft, as well as supply oil and its additional purification from mechanical impurities in the connecting rod neck there is a dirt trapping cavity, for example, a barrel-shaped, obtained by casting, and the diameter of the cavity is in the size range from 34 mm to 42 mm, and the width in the size limit from 59 mm to 67 mm. These parameters are calculated and verified experimentally and provide the necessary shaft strength, reducing the stress concentration near the fillet of the connecting rod journals, as well as reducing the cost of manufacturing the crankshaft, going out of these ranges to a lower side will increase the mass of the shaft, increase the wear of the interface “crankshaft neck - bearing ”, to a greater extent - reducing the shaft strength and increasing the stress concentration near the fillets of the connecting rod journals;

- for supplying oil in each node “root neck - cheek - connecting rod neck”, a hole is made passing through the root neck and cheek until it intersects with the dirt trap cavity, as well as a blind hole connecting the outer surface of the connecting rod neck to the dirt trap cavity, while the diameter of the holes is in the size limit from 4 mm to 10 mm. These interval parameters are calculated and verified experimentally, deviation from the ranges will lead to a deterioration in the oil supply and increased wear of the “crankshaft neck - bearing” interface.

- in order to increase the fatigue strength of the shaft while maintaining a constant bearing length of the bearings, the transitions between the connecting rod and main necks and cheeks are made smoothly by means of radii in the dimensional limit from 0.5 mm to 6 mm. These parameters of the intervals are calculated and verified experimentally, deviation from the ranges to the lower side will lead to a decrease in fatigue strength, and to a greater extent, to deterioration of the working conditions of bearings;

- to achieve the optimal ratio of strength and mass of the shaft, as well as to reduce the load on the plain bearings, the optimal geometry of the cheeks is selected, while the surface of the cheek is formed by a surface consisting of a straight section located at an angle ranging from 21 ° to 34 ° to the end of the connecting rod necks and smooth radius transitions. In addition, the thickness of the cheeks connecting the front root neck and the connecting rod neck and the rear root neck and the connecting rod neck is in the size range from 40 mm to 45 mm, and the thickness of the cheeks connecting the intermediate root neck and the connecting rod neck and the middle root neck and the connecting rod neck is in dimensional ranges from 14 mm to 23 mm. These parameters of the intervals are calculated and verified experimentally, deviation from the ranges to the lower side will lead to a decrease in strength, and to a large increase in the mass of the shaft;

- to reduce the load from centrifugal inertial forces and bending moments of the connecting rod neck, connecting rods and pistons on the main bearings, increase the shaft strength and reduce vibration of the working engine, the shaft contains counterweights made on the extension of the cheeks connecting the front root neck and the connecting rod neck, the rear root neck and crank pin, and intermediate root neck and crank pin. Moreover, the thickness of the counterweights made on the continuation of the cheeks connecting the front root neck and connecting rod neck and the rear root neck and connecting rod neck is in the size range from 31 mm to 45 mm, and the thickness of the balances connecting the intermediate root neck and connecting rod neck is in the dimensional limits from 9 mm to 23 mm, in addition, counterweights are made by means of a radius in the dimensional limit from 83 mm to 96 mm and are limited by the angular sector in the range from 100 ° to 200 °. These parameters are calculated and verified experimentally and provide the smallest shaft deformation and reduced wear of the “crankshaft neck - bearing” conjunction, going beyond these ranges will lead to an increase in deformation and to increased wear of the shaft and mating parts, as well as to a reduction in service life;

- in order to improve the collection of parts of the toe of the crankshaft, it is made of two cylindrical steps, one of which is used to install the thrust washer and cam gear, the other cylindrical step is used to install the oil deflector and the hub of the crankshaft pulley, while for centering and fixing the gear and hub in the cylindrical steps, keyways for the keys are made, in addition, the cylindrical steps are separated by a groove. The reliability and collectability of the mating parts on the toe of the crankshaft was verified experimentally.

- for the ratchet or coupling bolt, an end hole is made in the front part of the sock, and the end hole can be made with a threaded depth in the size range from 25 mm to 50 mm. The hole parameters were calculated and tested experimentally for reliable fastening and optimal fastening and mating parts in terms of overall parameters, as well as ensuring the strength of the crankshaft sock;

- in order to seal the rear of the crankshaft, the rear main neck consists of two steps, between which an oil-reflecting collar is made with a diameter in the size range from 80 mm to 90 mm and a thickness in the size limit from 0.5 mm to 5 mm, with one of the steps are oil-discharge grooves, for example, by knurling, and the cylindrical surface with oil-removal grooves is working for a sealing element, for example, stuffing box packing. These interval parameters are calculated and verified experimentally, deviation from the ranges leads to a deterioration in oil drainage and a deterioration in the seal of the rear of the crankshaft;

- for installing and fixing the flywheel, the rear part of the crankshaft contains a flange with a diameter in the size range from 117 mm to 127 mm and a thickness in the size limit from 8 mm to 13 mm. These interval parameters are calculated and experimentally verified deviation from the ranges leads to a deterioration in the collection of the flywheel with the crankshaft, an increase in internal stresses in the parts, and a decrease in the resource.

- through holes are made in the flange with a diameter in the size range from 10 mm to 17 mm. These interval parameters are calculated and verified experimentally; deviation from the ranges will lead to a deterioration in the collection of the flywheel with the crankshaft, an increase in internal stresses in the parts, and a decrease in the reliability of fastening the flywheel;

- for processing the crankshaft and installing the input shaft bearing of the gearbox at the end of the flange, a central hole is made with a depth in the size range from 12 mm to 50 mm. These interval parameters are calculated and verified experimentally; deviation from the ranges will lead to a deterioration in the shaft processing, collectability of the bearing with the crankshaft, and a decrease in strength;

The following illustrations are provided to illustrate this utility model:

in FIG. 1 - shows a General view of the design of the shaft of a cranked internal combustion engine with a double-row V-shaped arrangement of cylinders;

in FIG. 2 - shows a view of the toe of the crankshaft;

in FIG. 3 shows a section AA in FIG. 2, a view of the design of the dirt collecting cavities, cheeks and counterweights;

in FIG. 4 - shows a general view of the structure with a system of channels for supplying oil;

in FIG. 5 shows a design B in FIG. 4, a view of the design of smoothly made transitions between the necks;

in FIG. 6 shows a section BB in FIG. 1, a construction view of the connecting rod journal cheeks;

in FIG. 7 - shows a section GG in FIG. 1, side view of the anterior root neck;

in FIG. 8 shows a design D in FIG. 4, view of the construction of the toe of the crankshaft;

in FIG. 9 shows a design E in FIG. 4, a design view of the rear of the crankshaft;

in FIG. 10 shows a sectional view of FJ in FIG. 1, view of the mounting holes;

in FIG. 11 is a sectional view of II in FIG. 10 is a view of a flange structure.

The crankshaft of an internal combustion engine with a two-row V-shaped arrangement of cylinders contains the following functional elements: front 1, intermediate 2, middle 3 and rear 4 main necks with a diameter D1 made in the size range from 68 mm to 75 mm, while the width of the main necks for supporting bearings b1 is in the size range from 26 mm to 33 mm, and the front neck 1 contains a stop shoulder 5, smoothly passing on the cheek 6 and the counterweight 7, the thickness of the shoulder b2 is in the size range from 0.5 mm to 5 mm, except for the axis connecting rod the necks 8 are located from the axis of rotation of the crankshaft at a distance L1 in the size range from 38 mm to 46 mm, the diameter D2 of the connecting rod necks 8 has a size range from 58 mm to 62 mm and a width b3 with a size limit of 50 mm to 54 mm, except of this, a dirt-collecting cavity 9 is made in the connecting rod neck 8, with a diameter d1 in the size range from 34 mm to 42 mm and a width b4 in the size limit from 59 mm to 67 mm, with plugs 10 on both sides of the inlet of the cavity 9, while the front the root neck 1 and the connecting rod neck 8 are interconnected by the cheek 6, the back root the fourth neck 4 and the connecting rod neck 8 are connected to each other by the cheek 11, the intermediate root necks 2 and the connecting rod necks 8 are connected to each other by the cheeks 12 and the middle root neck 3 and the connecting rod necks 8 are connected to each other by the cheeks 13, by means of smooth transitions with radii R1 in the size limit from 0.5 mm to 6 mm, and the cheeks 6 and 11 are made of thickness b5 in the dimensional range from 40 mm to 45 mm, and the cheeks 12 and 13 are made of thickness b6 in the dimensional range of 14 mm to 23 mm, the surface of each cheek formed by a surface consisting of a straight section, ra positioned at an angle α1 in the range from 21 ° to 34 ° to the end of the connecting rod journal and smooth radius transitions R2, in addition, counterweights 7, 14 and 15 are made integrally with the cheeks 6, 11 and 12, and counterweights 7 and 14 are made of thickness b7 in the dimensional limit from 31 mm to 45 mm, the thickness b8 of the counterweight 15 is made in the dimensional limit from 9 mm to 23 mm, in addition, the balances 7, 14 and 15 are made by means of the radius R3 in the dimensional limit from 83 mm to 96 mm and are limited by angular sector α2 in the range from 100 ° to 200 °.

In each node “root neck - cheek - connecting rod neck”, a hole 16 is made, passing through the root neck and cheek until it intersects with the dirt trap cavity 9, and also a blind hole 17 connecting the outer surface of the connecting rod neck 8 with the dirt trap cavity 9, the diameter d2 holes 16 and 17 is in the size range from 4 mm to 10 mm

The toe of the crankshaft is made of two cylindrical steps 18 and 19, separated by a groove 20, while a keyway 21 is made in the cylindrical stage 18, and a keyway 22 is made in the cylindrical step 19, in addition, an end hole 23 of depth h1 in size range from 25 mm to 50 mm. The rear main neck of the crankshaft consists of two cylindrical steps 4 and 24 between which an oil reflector flange 25 is made with a diameter of D3 in the size range from 80 mm to 90 mm and a thickness in b9 in the size limit from 0.5 mm to 5 mm, with a stage of 24 it has oil-grooved grooves 26, in addition, the rear part of the crankshaft contains a flange 27 with a diameter of D4 in the size range from 117 mm to 127 mm and a thickness of b10 in the size range from 8 mm to 13 mm, while mounting holes 28 are made in the flange 27 with a diameter of d3 in size range from 10 mm to 17 mm, in addition, a central hole 29 with a depth of h2 is made in the end face of the flange 27 in a size range from 12 mm to 50 mm.

The crankshaft of an internal combustion engine with a two-row V-shaped arrangement of cylinders works as follows:

In the engine, the crankshaft is mounted on the front 1, intermediate 2, middle 3 and rear 4 main journals. The force from the pistons (not shown) is transmitted by connecting rods (not shown) to the connecting rod journals 8 of the crankshaft, thereby translating the translational movement of the piston into a rotary crankshaft. The crankshaft drives mounted units (not shown) located on the cylindrical steps of the toe of the crankshaft 18 and 19, for fixing in a certain way in the cylindrical steps there are keyways 21 and 22, respectively, while in the front of the toe there is an end hole 23, also a crankshaft drives a flywheel (not shown), for installation and fastening of which a flange 27 is made with mounting holes 28, while a central hole 29 is made in the end of the flange; in addition, the rear part of the crankshaft is sealed along a cylindrical stage 24 with oil-flange grooves 26, while the oil is vented by means of the oil-flange 25 and oil-flange grooves 26. To limit the axial displacement of the crankshaft, the front main neck 1 contains a stop collar 5. In the process the engine is running oil is supplied from the main journals 1, 2, 3 and 4 through the holes 16 and 17 to the connecting rod journals 8, and in the cavity 9, which is connecting to the holes 16 and 17, the oil is exposed additional cleaning from mechanical impurities, while in the cavity 9, plugs 10 are installed on both sides of the inlet, as a result, oil from the connecting rod journals 8 is supplied through the holes in the lower connecting rod heads (not shown) to the walls of the cylinder liners (not shown). High wear resistance and a long resource of working surfaces is provided by the application for the manufacture of a shaft from high-strength special cast iron. The increase in the fatigue strength of the crankshaft is ensured by smoothly made transitions between the connecting rod journals 8 and the cheeks 6, 11, 12 and 13, the main journals 1, 2, 3 and 4 and the cheeks 6, 11, 12 and 13.

The advantage of the claimed utility model is that, compared with the designs adopted for the analogue, the crankshaft internal combustion engine shaft described above, using the entire proposed set of essential features, has the optimal physical and mechanical properties, structure and chemical composition of ductile iron, fatigue strength and weight, as well as the optimal cost of manufacturing, allowing the use of the shaft on multi-cylinder engines with a two-row V-shaped distribution Proposition cylinders having higher energy and economic indicators to improve the working conditions of sliding bearings increase the service life of the crankshaft.

Claims (17)

1. The crankshaft of an internal combustion engine with a two-row V-shaped arrangement of cylinders, containing counterweights, root and connecting rods connecting their cheeks with smoothly made transitions, having dirt traps closed by plugs, a neck with keyways for the distribution gear and under the pulley, oil reflector a shoulder in the rear of the shaft, a flange with holes and channels for lubrication, having a single monolithic full-bearing design, characterized in that the shaft is made of high strength special cast iron, the distance from the axis of the connecting rod journals to the axis of rotation of the shaft is made with a size range from 38 mm to 46 mm, the shaft contains the front, intermediate, middle and rear root necks, the front root neck containing a thrust collar that smoothly passes to the cheek and counterweight, in addition, the diameter of the main journals is made in the size range from 68 mm to 75 mm, and the width of the main journals for the thrust bearings is in the size range from 26 mm to 33 mm, while the diameter of the connecting rod necks is made in the size range from 58 mm to 62 m and their width is dimensioned in the redistribution of from 50 mm to 54 mm; in this case, the dirt trap cavity was obtained by casting, in addition, in each node "root neck - cheek - connecting rod neck", a hole was made passing through the root neck and cheek until it intersects with the dirt trap cavity, as well as a blind hole connecting the outer surface of the connecting rod neck to the dirt trap cavity with a diameter in the dimensional limit of 4 mm to 10 mm; in addition, the shaft contains in the front of the sock, consisting of two cylindrical steps separated by a groove, and an end hole is made in the front of the sock, while the rear root neck consists of two steps, between which an oil-reflecting collar is made; however, one of the steps has oil-driven grooves, in addition, the rear of the crankshaft contains a flange with a diameter in the size range from 117 mm to 127 mm and a thickness in the size limit from 8 mm to 13 mm. 2. The shaft according to claim 1, characterized in that the smoothly made transitions between the connecting rod and the main necks and cheeks are made by means of radii in the dimensional limit from 0.5 mm to 6 mm. 3. The shaft according to claim 1, characterized in that the dirt collection cavity is made barrel-shaped in diameter from 34 mm to 42 mm in diameter and from 59 mm to 67 mm in width in the size limit. 4. The shaft according to claim 1, characterized in that the cheek is formed by a surface consisting of a straight section located at an angle in the range from 21 ° to 34 ° to the end of the connecting rod journal and smooth radius transitions. 5. The shaft according to claim 1, characterized in that the thickness of the cheeks connecting the anterior molar and connecting rod necks, the posterior molar and connecting rod necks, is in the range of 40 mm to 45 mm. 6. The shaft according to claim 1, characterized in that the thickness of the cheeks connecting the intermediate root and connecting rod necks, the middle root and connecting rod necks, is in the size range from 14 mm to 23 mm. 7. The shaft according to claim 1, characterized in that the counterweights are made by means of a radius in the dimensional limit of 83 mm to 96 mm and limited by the angular sector in the range from 100 ° to 200 °. 8. The shaft according to claim 1, characterized in that the counterweights are made on the continuation of the cheeks connecting the front root and connecting rod necks, the rear root and connecting rod necks and the intermediate root and connecting rod necks. 9. The shaft according to claim 8, characterized in that the thickness of the counterweights made on the continuation of the cheeks connecting the front root and connecting rod necks, the rear root and connecting rod necks is in the dimensional range from 31 mm to 45 mm. 10. The shaft according to claim 8, characterized in that the thickness of the counterweights connecting the intermediate root and connecting rod journals is in the size range from 9 mm to 23 mm. 11. The shaft according to claim 1, characterized in that the thrust shoulder of the front root neck is made with a thickness in the size limit of 0.5 mm to 5 mm. 12. The shaft according to claim 1, characterized in that the end hole in the toe is threaded, with a depth in the size range from 25 mm to 50 mm. 13. The shaft according to claim 1, characterized in that the oil reflection flange is made with a diameter in the size range from 80 to 90 mm and a thickness in the size limit from 0.5 mm to 5 mm. 14. The shaft according to claim 1, characterized in that at one of the stages the oil-flotation grooves are knurled. 15. The shaft according to claim 1, characterized in that at the end of the flange are made mounting holes with a through diameter in the size range from 10 mm to 17 mm. 16. The shaft according to claim 1, characterized in that a central hole is made in the end face of the flange in a stepped depth in the size range from 12 mm to 50 mm. 17. The shaft according to claim 1, characterized in that the flange contains a technological protrusion with a width in the size limit of 2 mm to 6 mm and a diameter in the size range of 68 mm to 73 mm.

Images