TW201331089A - Crankshaft stabilization structure - Google Patents

Abstract

This invention relates to a crankshaft stabilization structure and more particularly to a crankshaft disposed extendingly on one side of an engine main cylinder, wherein the crankshaft with a bearing on the inner side passes through an axial hole disposed in a crankshaft cover of the engine and through the hole of a crankshaft case cover and is sealed. The crankshaft case cover has a concave shaft part for the passage of the crankshaft, and below the concave shaft part, a bearing base for receiving a ball bearing and an oil seal base for receiving an oil seal are provided. With the presence of the ball bearing and the oil seal in the crankshaft case cover, the crankshaft is maintained in intimate contact with an impeller without spacing, so the crankshaft will not result in vibration during rotation so as to stabilize the rotation between the impeller and the rotating crankshaft, and reduce the extra rotation wear to increase motor power.

Description

Crankshaft stability structure

The present invention provides a crankshaft stabilizing structure, and more particularly to a crankcase cover that reduces the wear of the engine's additional rotational force.

In recent years, the engine of the locomotive has been changing with each passing day. In addition to improving the engine, the manufacturer has also modified the driven parts of the engine. The purpose is to find a faster and more powerful pursuit of horsepower.

Referring to FIG. 1 and FIG. 2 , a crankshaft 11 is extended on one side of the main engine main cylinder 1 , and a bearing 100 is disposed on the inner side of the crankshaft 11 . The bearing 100 is cooperatively disposed on an engine crankshaft cover. A bearing seat (not shown) is disposed inside the housing. The bearing housing is provided with a shaft hole 102. The crank shaft 11 extends beyond the shaft hole 102 provided by the engine crank shaft cover 101, and then the crank shaft 11 is re-worn. The inside of the crankcase cover 12 is disposed outside the hole 122 of an oil seal 121 in the oil seal seat 120, and then is coupled with the shaft hole 21 of the impeller 2 and the shaft hole 221 of the protective cover 22, and then the crank shaft When the impeller 2 rotates, the impeller 2 dissipates the heat inside the engine, but the crank shaft 11 and the impeller 2 form a gap, which easily causes the crankshaft 11 to sway during rotation, and the rotation is unstable, resulting in the crankcase cover. The oil seal 121 on the inner side of the 12 is expanded by the crankshaft 11 to be swayed, and the leakage prevention effect is lost, and the crankshaft 11 is swayed during the rotation, and the rotation effect is poor, resulting in the wear resistance of the engine horsepower output.

Therefore, the inventors have proposed a crankshaft stabilizing structure in accordance with the above disadvantages, and have improved the conventional disadvantages.

The main object of the present invention is to increase the stability of the crankshaft rotation by adding a ball bearing inside the crankcase cover.

The present invention can achieve at least the following advantages by the above technology:

1. The invention stabilizes the structure by the crankshaft to stabilize the stability between the impeller and the crankshaft, and can further reduce the oil seal expansion caused by the sway of the crankshaft rotation and the additional wear resistance of the engine horsepower, thereby achieving an increase in engine horsepower.

2. The present invention is provided with a concave shaft portion for the crank shaft to extend through the crank axle cover, a bearing seat for a ball bearing and a oil seal for an oil seal disposed above the concave shaft portion The ball bearing and the oil seal provided inside the crankcase cover have no gap between the crankshaft and the impeller, so that the crankshaft does not sway during the rotation, and the rotation effect is good.

For a better understanding and understanding of the structural features and the achievable effects of the present invention, please refer to the preferred embodiment and the detailed description.

The detailed description and technical contents of the present invention will now be described as follows:

Referring to Figures 3 to 5, the present invention is a crankshaft stabilizing structure.

An engine main cylinder 3, a crankshaft 311 is disposed on one side of the main engine block 3, a bearing 310 is disposed on the inner side of the crank shaft 311, and an outer screw portion 312 is disposed on the top end of the crank shaft 311;

An engine crankshaft cover 32 is attached to one side of the engine main cylinder 3, and the engine crankshaft cover 32 is internally provided with a bearing housing for the bearing 310 (Fig. Not shown), the bearing housing of the engine crankshaft cover 32 is provided with a shaft hole 323 for the crankshaft 311 to extend beyond the shaft hole 323 provided by the engine crankshaft cover 32, and the other end opposite to the bearing housing a recess 321 is provided, the inner edge of the recess 321 is provided with a plurality of fixing portions 322;

A crankcase cover 4 is disposed inside the crankcase cover 4 with a concave shaft portion 41 through which the crankshaft 311 extends. A bearing seat 411 is disposed below the concave shaft portion 41. The bearing housing 411 has a hole 420. The ball bearing 42 is placed, and an oil seal seat 40 is disposed above the concave shaft portion 41. The oil seal seat 40 is abutted and positioned by an oil seal 43 having a hole 430. The outer periphery of the crankcase cover 4 is provided with a plurality of fixed The plurality of positioning holes 400 corresponding to the locking portion 322 are inserted into the plurality of positioning holes 400 and the plurality of fixing portions 322 to be locked and sealed on the outer side of the crank axle box 3, the crank shaft The inner surface of the cover 4 is provided with a guide groove 45 and an oil hole 451 communicating with the guide groove 45 and the concave shaft portion 41. The crank axle cover 4 is provided with a protective oil hole at the other end of the oil hole 451. The convex portion 452 at the position 451 is lubricated into the concave shaft portion 41 by the guide groove 45 and the oil hole 451, and an impeller 5 having a shaft hole 51 and a member are further assembled on the side of the crank axle cover 4 The shaft hole 61 protects the cover 6.

When the combination is implemented, as shown in FIGS. 3 to 5, the crankshaft 311 of the bearing 310 is placed on the side of the engine main cylinder 3, and the bearing housing provided inside the crankshaft cover 32 of the engine is inserted. In addition, the bearing 310 is positioned in the bearing housing, and the crank shaft 311 is further passed through the hole 420 of the ball bearing 42 disposed below the concave shaft portion 41 inside the crank axle cover 4 and the oil seal 43 above it. The hole 430 is assembled with the shaft hole 51 of the impeller 5 and the shaft hole 61 of the protective cover 6, and the crankshaft 311 is provided by the ball bearing 42 and the oil seal 43 provided inside the crankcase cover 4. There is no space between the impeller 5 and the crankshaft 311 so that the crankshaft 311 does not sway during the rotation, and the inner surface of the crankcase cover 4 is provided with the concave shaft portion 41 while the crankshaft 311 is rotating. The communicating groove 45 and the oil hole 451 are introduced into the concave shaft portion 41 to lubricate the oil to reduce the wear of the crank shaft 311 inside the concave shaft portion 41, and are stabilized on one side thereof through the crankcase cover 4. The stability between the pivoted impeller 5 and the crankshaft 311, thereby reducing the sway of the crankshaft 311 The expansion of the oil seal 43 and the additional wear resistance of the engine horsepower can further improve the horsepower of the engine, and further form a space between the crank shaft 11 and the impeller 2 of the crankcase 1 to cause the crankshaft 11 to sway during the rotation. The rotation is unstable, and the crankshaft 11 is swaying during the rotation, and the rotation effect is not good, which easily causes the wear resistance of the engine horsepower output (such as the comparison diagram of the accessories).

The present invention has been described in terms of the preferred embodiments described above, and is not intended to limit the scope of the invention. Equivalent changes and modifications of the technical features and spirits of the present invention should be included in the scope of the present invention.

(customary)

1. . . Engine main cylinder

100. . . Bearing

11. . . Crankshaft

101. . . Engine crankshaft cover

102. . . Bearing housing

12. . . Crank axle cover

120. . . Oil seal seat

121. . . Oil seal

122. . . hole

2. . . impeller

twenty one. . . Shaft hole

twenty two. . . Protective cover

221. . . Shaft hole

(this invention)

3. . . Engine main cylinder

310. . . Bearing

311. . . Crankshaft

312. . . Outer screw

32. . . Engine crankshaft cover

321. . . Concave

322. . . Fixed part

323. . . Shaft hole

4. . . Crank axle cover

40. . . Oil seal seat

400. . . Positioning hole

41. . . Concave shaft

411. . . Bearing housing

42. . . Ball bearing

420, 430. . . hole

43. . . Oil seal

44. . . Fastener

45. . . Guide slot

451. . . Oil hole

452. . . Convex

5. . . impeller

51. . . Shaft hole

6. . . Protective cover

61. . . Shaft hole

Fig. 1 is an exploded perspective view of a conventional crankcase.

Fig. 2 is an exploded perspective view of a conventional crankcase cover.

Fig. 3 is a perspective exploded view of the crankcase of the present invention.

Fig. 4 is a perspective view showing the outside of the crankcase cover of the present invention.

Fig. 5 is an exploded perspective view showing the inside of the crankcase cover of the present invention.

Attachment: A comparison diagram of the crankshaft cover shaft mounted bearing of the present invention and the conventional crankcase cover shaft without the mounted bearing.

3. . . Engine main cylinder

310. . . Bearing

311. . . Crankshaft

312. . . Outer screw

32. . . Engine crankshaft cover

321. . . Concave

322. . . Fixed part

323. . . Shaft hole

4. . . Crank axle cover

400. . . Positioning hole

41. . . Concave shaft

42. . . Ball bearing

420, 430. . . hole

43. . . Oil seal

44. . . Fastener

5. . . impeller

51. . . Shaft hole

6. . . Protective cover

61. . . Shaft hole

Claims (3)

A crankshaft stabilizing structure, in particular, a crankshaft is disposed on a side of the main engine block of the engine, and a bearing is disposed on an inner side of the crankshaft, and the bearing is matched with a bearing seat disposed inside the crankshaft cover of the engine. The bearing seat is provided with a shaft hole which extends outside the shaft hole provided by the crankshaft cover of the engine, and then passes the crank shaft through a hole provided by a crankcase cover, characterized in that the crank axle box The cover is provided with a concave shaft portion for the crankshaft to extend, and a bearing seat for a ball bearing is disposed below the concave shaft portion and an oil seal seat for an oil seal is disposed above the bearing shaft. The crankshaft stabilizing structure according to the first aspect of the invention, wherein the inner surface of the crankcase cover is provided with a guide groove and an oil hole communicating with the concave shaft portion. The crankshaft stabilizing structure of claim 2, wherein the outer periphery of the crankcase cover is provided with a plurality of positioning holes corresponding to the crankshaft cover of the engine, and the fixing is fixed by a plurality of fixing members. The crankcase cover is on the outside of the crankcase.