WO2010051708A1 - 用于内燃机或压缩机曲轴的零件、曲轴及内燃机、压缩机 - Google Patents

用于内燃机或压缩机曲轴的零件、曲轴及内燃机、压缩机 Download PDF

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Publication number
WO2010051708A1
WO2010051708A1 PCT/CN2009/073259 CN2009073259W WO2010051708A1 WO 2010051708 A1 WO2010051708 A1 WO 2010051708A1 CN 2009073259 W CN2009073259 W CN 2009073259W WO 2010051708 A1 WO2010051708 A1 WO 2010051708A1
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WO
WIPO (PCT)
Prior art keywords
crank
crankshaft
pin
turn
internal combustion
Prior art date
Application number
PCT/CN2009/073259
Other languages
English (en)
French (fr)
Inventor
黎明
黎正中
Original Assignee
北京中清能发动机技术有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 北京中清能发动机技术有限公司 filed Critical 北京中清能发动机技术有限公司
Priority to US13/121,232 priority Critical patent/US9163658B2/en
Priority to EP09824363.7A priority patent/EP2345818B1/en
Priority to BRPI0919117A priority patent/BRPI0919117A2/pt
Priority to JP2011534988A priority patent/JP5745418B2/ja
Publication of WO2010051708A1 publication Critical patent/WO2010051708A1/zh

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C3/00—Shafts; Axles; Cranks; Eccentrics
    • F16C3/04—Crankshafts, eccentric-shafts; Cranks, eccentrics
    • F16C3/06—Crankshafts
    • F16C3/10—Crankshafts assembled of several parts, e.g. by welding by crimping
    • F16C3/12—Crankshafts assembled of several parts, e.g. by welding by crimping releasably connected
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C3/00—Shafts; Axles; Cranks; Eccentrics
    • F16C3/04—Crankshafts, eccentric-shafts; Cranks, eccentrics
    • F16C3/06—Crankshafts
    • F16C3/14—Features relating to lubrication
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C2226/00—Joining parts; Fastening; Assembling or mounting parts
    • F16C2226/10—Force connections, e.g. clamping
    • F16C2226/16—Force connections, e.g. clamping by wedge action, e.g. by tapered or conical parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C2226/00—Joining parts; Fastening; Assembling or mounting parts
    • F16C2226/50—Positive connections
    • F16C2226/60—Positive connections with threaded parts, e.g. bolt and nut connections
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/21—Elements
    • Y10T74/2173—Cranks and wrist pins

Definitions

  • the invention relates to a part for a combustion engine or a compressor crankshaft, a crankshaft, an internal combustion engine and a compressor.
  • the application is filed on November 10, 2008, the Chinese Patent Office, the application number is 200810226417.4, and the invention is entitled "Parts for an internal combustion engine or a compressor crankshaft, Priority of Chinese Patent Application for Crankshaft and Internal Combustion Engine, Compressor, the entire contents of which are incorporated herein by reference.
  • This invention relates to an engine or compressor crankshaft, and more particularly to a crankshaft for a part of an internal combustion engine or compressor crankshaft in the form of a crank circular slider.
  • the present invention also provides an internal combustion engine and a compressor including the above crankshaft. Background technique
  • Reciprocating internal combustion engines or compressors need to realize the conversion between the reciprocating motion of the piston and the rotational motion of the crankshaft, wherein the reciprocating internal combustion engine converts the reciprocating motion of the piston into the rotational motion of the crankshaft, and the reciprocating compressor is the crankshaft.
  • the rotational motion is converted into a reciprocating motion of the piston.
  • the above-mentioned conversion process requires the use of a crank-and-rod mechanism. Due to the presence of the connecting rod in the crank-link mechanism, the machine is bulky and cumbersome and cannot be completely balanced.
  • Chinese patent CN85100359A discloses a "cranked circular slider reciprocating piston internal combustion engine"
  • Chinese patent ZL95111404.2 protects a “crank double circular slider reciprocating piston internal combustion engine”
  • Chinese patent ZL95111403.4 protects one
  • the crankshaft multi-circular slider reciprocating piston internal combustion engine is improved, and a circular slider having an eccentric circular hole is used instead of the connecting rod.
  • the eccentric circular slider has a cylindrical shape and has an eccentric circular hole parallel to the cylinder axis, and the eccentric circle The hole is used for a crank pin that passes through the crankshaft.
  • the piston of the internal combustion engine includes a crown portion at both ends and a guide portion connecting the two crown portions, wherein the guide portion has a circular hole, an inner diameter surface of the circular hole and an outer diameter of the circular slider
  • the circular slider is disposed in a circular hole on the piston guiding portion that cooperates with the outer circumference thereof.
  • crankshaft In the crank-slider type internal combustion engine or compressor described above, the crankshaft is still an indispensable component.
  • the crankshaft has a main journal and a crank pin for supporting the crankshaft on the cylinder through the bearing, The crank pin then passes through an eccentric circular hole of the circular slider. Since the diameter of the main journal is larger than the crank pin, the main journal at both ends necessarily completely seals the left and right of the axis of the crank pin, and therefore, it is necessary to consider how to fit the circular slider on the crank pin.
  • One method for solving the above problem is to divide the circular slider into a split structure, that is, to divide the left and right sides of each of the semicircles, and install the left and right two pieces on the crank pin, and then pass the locking structure. Combine the left and right pieces together.
  • this method can solve the above problems, because the size of the circular slider itself is small, an eccentric circular hole is also required, so that the size of the locking locking structure is limited, and the circular sliding block is relatively stressed when the engine is working, resulting in a locking structure. It is easy to fail. Therefore, such a split circular slider is not a preferred solution.
  • the technical problem to be solved by the present invention is to provide parts for an internal combustion engine or a compressor crankshaft which are used to cooperate with each other to form a crankshaft.
  • the crankshaft formed by the combination facilitates the convenient placement of the circular slider on the crank pin, is easy to process and assemble, is firmly fixed, and is not easy to be broken, and the phase relationship of each component does not change after the disassembly and assembly.
  • the present invention additionally provides an internal combustion engine and a compressor using the above crankshaft.
  • the invention provides a part for an internal combustion engine or a compressor crankshaft, comprising a single-turn main journal and a crank pin.
  • the crank pin protrudes perpendicularly to the single-turn main journal, and an axis thereof is offset from the crankshaft main journal axis.
  • the front end is tapered, and at the tapered end conical surface, starting from the small diameter end or the large diameter end, at least one first positioning half hole is opened, and the first positioning half hole can be connected with the second positioning half on the crank
  • the holes match to form a complete locating pin hole; the part is called a single turn.
  • the first positioning half hole is specifically opened in a taper direction.
  • the first positioning half holes have two.
  • the outer end surface of the single-turn main shaft is provided with a structure for mounting a flywheel or other power output connecting member.
  • a first crank arm connecting the two is provided between the single-turn main journal and the crank pin.
  • the first crank arm is coaxial with the single-rotor main journal, and has a diameter slightly larger than a single-turn main journal, and a ring groove is formed in a direction of the convex portion toward the outer end surface of the single-turn main journal.
  • the outer groove of the groove is buckled, and the ring groove is called an oil pan; the bottom of the ring groove is provided with an oil passage which leads from the inside of the crank pin to the oil hole on the surface of the crank pin.
  • the axes of the first crank arm and the single-turn main journal coincide.
  • the first crank arm axis is eccentrically disposed with respect to an axis of the single-turn main journal and is located on a side away from the crank pin axis.
  • crank segment including at least two teeth is disposed on the crank pin, and the tooth segment cooperates with a corresponding inner tooth segment on the piston, and the crank pin and the tooth segment A convex portion is provided at a position where the symmetry is 180 degrees.
  • a grinding reduction boss is disposed around the root of the crank pin.
  • a center of the front end face of the crank pin end is provided with a threaded hole that cooperates with the crank bolt.
  • the taper taper taper of the crank pin is within a self-locking taper range.
  • a component for a crankshaft of an internal combustion engine or a compressor comprising a crank main journal having a tapered bore that cooperates with a tapered end of a crank pin, the axis of the tapered bore being parallel to an axis of the crank journal And offset relative to the crank spindle axis; the inner diameter surface of the tapered bore, starting from the small diameter end face or the large diameter end face, is disposed with a second positioning corresponding to the first positioning half hole on the single turn
  • the semi-hole, the second positioning half-hole can form a complete positioning pin hole after the single-turn and the part are combined; the part is called a crank.
  • the crank is provided with a second crank arm toward the inner end surface of the crank pin.
  • the crank is provided with a crank bolt mounting space, and when assembled, after the crank and the crank pin are inserted and matched with each other, the crank bolt is used to lock the two.
  • the outer end surface of the crank is provided with a structure for mounting a flywheel or other power output connecting member.
  • the crank is provided with a plurality of de-weighting holes.
  • the inner end surface of the crank is provided with a grinding reduction center centered on the position of contact with the crank pin.
  • the invention provides an internal combustion engine or a compressor crankshaft including a single-handed crank and a crank; a single-turn provided by any one of the preceding technical solutions; the crank is a crank according to any one of the preceding technical solutions; when the crankshaft is assembled, the crank has a tapered hole and a cone of a front end of the single-turn crank pin The end fitting is mated, and the positioning pin is inserted into the pin hole of the corresponding first positioning half hole and the second positioning half hole to ensure that the axes of the crank main journal and the single-turn main journal coincide with each other, and Crank pin The centerline is parallel.
  • the present invention also provides a part for an internal combustion engine or a compressor crankshaft, comprising: a first crank pin, a double-turn spindle neck, and a second crank pin; wherein the first crank pin and the second crank pin are respectively from the double-turn spindle
  • the left and right end faces of the neck extend perpendicularly, and the front ends of the first crank pin and the second crank pin are both tapered ends; at least one of each of the first crank pin and the second crank pin has a tapered end a positioning half hole, the first positioning half hole can cooperate with a corresponding second positioning half hole on the crank or the crank single turn to form a complete positioning pin hole;
  • the vertical distance of the axis of the two crank pins to the spindle neck axis is the same,
  • the part is called a double turn.
  • the first crank pin and the second crank pin have diameters smaller than the double-rotation main journal, and the axes of the two are at an angle of 0-180° with respect to the line connecting the spindle center of the double-turn spindle.
  • the invention provides a component for an internal combustion engine or a compressor crankshaft, comprising a crank single-spindle main journal and a crank pin, the crank pin extending perpendicularly to the crank single-spindle main journal, the axis of which is offset from the crank single
  • One end of the crankshaft main journal axis has a tapered front end, and at least one first positioning half hole is formed on the circumference of the tapered end, and the first positioning half hole can be disposed on the crank or crank single turn matched with the crankshaft
  • the second positioning half hole combination forms a complete positioning pin hole; a tapered hole is arranged on the end surface of the crank single-turn spindle neck back to the crank pin, and the tapered inner diameter surface has at least one second positioning half hole, the cone
  • the distance from the axis of the hole to the crankshaft axis of the crank single turn is the same as the distance from the crank pin axis to the crankshaft axis of the crank single turn, the second
  • the present invention provides an internal combustion engine or a compressor crankshaft comprising at least one of the foregoing embodiments and a crank that cooperates therewith.
  • the present invention provides another internal combustion engine or compressor crankshaft that includes at least one of the aforementioned double cranks, and a crank crank described above, and a crank that cooperates with the crank pin of the crank single or double crank.
  • the present invention provides an internal combustion engine using the crankshaft of any of the foregoing aspects.
  • the present invention provides a compressor using the crankshaft according to any one of the preceding claims.
  • the single or double crank provided by the invention has a crank pin with an open end, so that the circular slider can be directly placed on the crank pin, and formed by a combination with a crank or a crank single-turn part.
  • Complete crankshaft The crankshaft processing cylinder formed by the above combination, and the parts are mutually The angular relationship between the two can be conveniently determined by the positioning pin hole formed by the combination of the first positioning half hole and the second positioning half hole in the process, and the phase relationship of each part does not change after disassembly and assembly.
  • the circular slider allows for easy insertion of the crank pin before assembling the crankshaft. Therefore, the combination of the crankshaft formed makes the assembly of the internal combustion engine or the compressor very easy.
  • 1-1 is a front elevational view of a single crank of a combined crankshaft according to a first embodiment of the present invention
  • 1-2 is a right side view of a single crank of a combined crankshaft according to a first embodiment of the present invention
  • FIG. 1-3 are front views of the crank of the combined crankshaft according to the first embodiment of the present invention
  • Figs. 1-4 are left side views of the crank of the combined crankshaft according to the first embodiment of the present invention
  • FIG. 2-1 is a front view of the single crank of the combined crankshaft according to the second embodiment of the present invention
  • FIG. 2-2 is a front view of a crank of a combined crankshaft according to a second embodiment of the present invention.
  • 2-3 is a front view of the combined crankshaft assembly according to the second embodiment of the present invention.
  • 3-1 is a front view of a single crank of a combined crankshaft according to a third embodiment of the present invention.
  • 3-2 is a right side view of the single crank of the combined crankshaft according to the third embodiment of the present invention.
  • 3-3 is a front view of a crank of a combined crankshaft according to a third embodiment of the present invention.
  • 3 to 4 are left side views of a crank of a combined crankshaft according to a third embodiment of the present invention.
  • FIG. 3-5 are front views of the combined crankshaft assembly provided by the third embodiment of the present invention.
  • 4-1 is a front elevational view of a double crank of a combined crankshaft according to a fourth embodiment of the present invention.
  • 4-2 is a left side view of a double crank of a combined crankshaft according to a fourth embodiment of the present invention.
  • FIG. 4-3 is a front view of a crank single crank of a combined crankshaft according to a fourth embodiment of the present invention
  • FIG. 4-4 is a right side view of a crank crank of a combined crankshaft according to a fourth embodiment of the present invention
  • FIG. 4-6 are left side views of a crank of a combined crankshaft according to a fourth embodiment of the present invention.
  • FIGS 4-7 are schematic views of the combined crankshaft assembly provided by the fourth embodiment of the present invention.
  • a first embodiment of the present invention provides a combined crankshaft of a small two-stroke single cylinder engine.
  • the combined crankshaft includes a single turn and a crank combined with the single turn, which are assembled to form a complete crankshaft.
  • Figure 1 shows the combined crankshaft.
  • 1-1 is a front view of the single crank of the combined crankshaft;
  • FIG. 1-2 shows Figure 1-1 is a front view of the crank of the combined crankshaft;
  • Figures 1-4 are left side views of the crank of the combined crankshaft;
  • Figures 1-5 are the combined view of the combined crankshaft Main view.
  • the single crank of the combined crankshaft includes a single-turn main journal 5, a first crank arm 22, and a crank pin 21 which are parallel to each other and are sequentially connected, and the three portions are all cylindrical and have different diameters.
  • the single-turn main journal 5 is located at one end of the single-turn, and the single-turn main journal 5 and the main journal 13 of the crank jointly support the combined crankshaft to provide a rotating shaft center for the combined crankshaft;
  • the outer end surface of the main journal 5 is provided with a plurality of threaded holes 12 for mounting a flywheel or other power output connecting member (not shown).
  • the outer end face of the single-turn main journal 5 refers to the end face which is away from the crank pin 21 and faces the outer side of the crankshaft during operation.
  • the first crank arm 22 is coaxial with the single-turn main journal 5, and has a diameter slightly larger than the single-turn main journal 5, and a ring groove is formed in the convex portion toward the outer end surface of the single-turn main journal 5, the annular groove The outer slot is buckled, and the ring groove is called the oil pan 4 .
  • the crank pin 21 is a cylinder having a smaller diameter than the single-turn main journal 5, and protrudes perpendicularly from the outer end surface of the first crank arm 22, the axis of which is offset from the common axis of the single-turn main journal 5 and the first crank arm 22.
  • a tooth segment 7 including three teeth is provided on the outer circumference of the crank pin 21, and a convex portion 20 is provided at a position at an angle of 180 degrees to the tooth segment 7.
  • the front end of the crank pin 21 is a tapered end 9. At the center of the front end face of the tapered end 9, a center hole 11 with a fine thread is opened in the axial direction, starting from the front end face of the tapered end 9, along the tapered end 9.
  • the outer peripheral surface is provided with two first positioning holes 10-1 extending in the direction of the taper.
  • the first positioning half hole 10-1 may also extend from the large diameter end of the tapered end 9 along its circumferential surface.
  • the first positioning half hole 10-1 and the second positioning half hole provided on the crank combine to form a complete positioning pin hole.
  • the pin body of the crank pin 21 is internally provided with an oil passage 6, the oil passage 6 is open at the bottom of the groove of the oil pan 4, and the other end is open to the oil hole 8 on the surface of the crank pin 21.
  • the crank includes two portions of a crank main journal 13 and a second crank arm 18 that are axially linearly connected.
  • a taper hole 15 On one side of the axis position offset from the axis of the crank journal 13 is a taper hole 15 that cooperates with the taper of the tapered end 9 of the crank pin 21.
  • a crank bolt mounting space 14 On the outer end surface of the crank main journal 13 facing away from the crank pin 21, a crank bolt mounting space 14 is provided, which is provided with a flat surface (not shown) at the small end of the tapered hole 15, and the crank bolt 17 is screwed into the center.
  • the post-pressure of the bore 11 provides a compressive force on this plane.
  • the space is also provided with a circular opening of the inner hole (not shown) for positioning when mounting the magnet shaft.
  • a threaded hole 3 for fixing the magnet shaft is also provided on the end surface.
  • the taper direction of the tapered hole on the inner diameter surface thereof, starting from the small diameter end surface of the tapered hole 15 (assuming that the first positioning half hole 10-1 that cooperates with it starts from the small diameter end of the tapered end 9;)
  • a plurality of de-biting holes 2 may be formed in the crank in case the strength and rigidity requirements are met.
  • the crank and the single turn can be combined to form a combined crankshaft.
  • a circular slider is required to be sleeved on the crank pin 21, and an axial gap is adjusted by a crank washer.
  • the crank is inserted into the tapered end 9 of the crank pin 21 with a taper hole 15 and rotated to be mutually symmetrical.
  • the first positioning half hole 10-1 and the second positioning half hole 10-2 are matched with each other to form a complete circular positioning pin hole.
  • the circular positioning pin hole has an opening on the small-diameter end side of the tapered end 9, and the positioning pin hole is inserted from the opening by the two positioning pins, so that the angular relationship between the crank and the single-turn is achieved.
  • the second positioning half hole 10-2 starts from the large diameter end surface of the tapered hole 15, and then is combined and positioned.
  • the opening of the pin hole is at the end face of the large diameter, and the positioning pin can also be inserted from the opening.
  • the crank bolt 17 is screwed into the center hole 11 to press the crankshaft and the crank under a predetermined preload, thus forming the entire crankshaft slider assembly.
  • the combined crank needs to ensure that after the combination is completed, the crankshaft main journal 13 and the single-turn main journal 5 coincide with each other, and the crank pin axis and the main journal axis are parallel, so that the combined crankshaft can operate normally.
  • the combination of the two first positioning half holes 10-1 and the second positioning half holes 10-2 can accurately position the crank and the single turn after the positioning pin is inserted to ensure the above geometric relationship.
  • the structure in which the positioning pin is connected to the two positioning holes can also transmit a part of the force.
  • the first positioning half hole 10-1 and the second positioning half hole 10-2 are set to two pairs, which is a reasonable number. In fact, only a pair of first positioning half holes are provided.
  • the form of the first positioning half hole 10-1 and the second positioning half hole 10-2 of the cooperation is poor, and the effect of transmitting the force is also slightly inferior.
  • the first positioning half hole 10-1 is a concave extending in the taper direction on the outer conical surface of the single-turn crank pin 21. a pit, and a portion of the cross section perpendicular to the axis of the crank pin 21 being a circle, which may be a semicircle or a large semicircle or a small semicircle, as long as the corresponding inner diameter surface of the crank cone 15 is
  • the two positioning half holes 10-2 are matched to form a complete cylindrical hole in the cross section. The positioning half hole is obtained by fitting the single-turn crank pin end 9 and the crank taper hole 15 and then obtaining the drill at the position where the two are transferred.
  • the first positioning half hole 10-1 and the second positioning half hole 10-2 extend only a distance along the conical surface without reaching the other end surface of the cone, so the positioning pin hole is a blind hole. .
  • the taper surface 9 of the crank pin 21 and the tapered hole 15 have a small taper in the self-locking range, and in the case where the crank bolt 17 is loosened, the crank pin 21 and the crank are not Will loosen during exercise.
  • the oil pan 4 is a special design of the combined crankshaft.
  • the oil pan 4 In the engine block, there is oil mist.
  • the oil passage 6 and the oil hole 8 flow to a portion where the circular slider bearing contacts the crank pin 21 to supply lubricating oil thereto. problem.
  • the tooth segment 7 cooperates with the inner tooth segment disposed on the piston with a gear ratio of 2:1.
  • the convex portion 20 is provided, and the convex portion 20 is engaged with the tooth segment 7, so that after the installation is completed, the crank disk gasket can be smoothly abutted on the end surface facing the crank side. , improve the stress state of the crankshaft gasket during the movement.
  • a second embodiment of the present invention provides a combined crankshaft for a three-cylinder air compressor.
  • the combined crankshaft includes a single turn and a crank combined with the single turn, which are assembled to form a complete crankshaft.
  • Figure 2 shows the combined crankshaft.
  • 2-1 is a front view of the single crank of the combined crankshaft;
  • Fig. 2-2 is a front view showing the crank of the combined crankshaft;
  • Fig. 2-3 is a front view of the combined crankshaft.
  • the single-turn of the combined crankshaft includes three sides of a single-turn main journal 28, a first crank arm 29, and a crank pin 31 which are parallel to each other and are sequentially connected.
  • the structure of the single-clip is substantially the same as that of the first embodiment described above, and only the following description thereof is described. the difference.
  • a circular boss is provided at a portion where the first crank arm 29 of the single turn contacts the root of the crank pin 31, and is called a wear-reducing boss 30, and the wear-reducing boss 30 surrounds the crank pin 31. Root settings.
  • the grinding reduction boss 30 is used for finishing and heat treatment to reduce the grinding with the crankshaft gasket, so that it is not necessary to process and Processing the entire crank arm plane reduces manufacturing costs.
  • the figure also shows that no tooth segments are provided on the crank pin 31 because the crankshaft is used in a multi-cylinder machine and there is no live point problem. There is also no oil pan on the single turn.
  • an axial main oil passage 36 is opened, and a plurality of oil holes 32 leading to the main journal 28 and the outer peripheral surface of the crank pin 31 communicate with the main oil passage 36, and the oil passage can be passed through the oil passage. Provide lubrication to each bearing.
  • the portion of the crankshaft of the combined crankshaft that faces the single turn also has a wear reduction boss 27.
  • the combined crankshaft combination is the same as that of the first embodiment, and since it is a combined crankshaft for the 3 rainbow air compressor, it is necessary to mount two circular sliders on the crank pin.
  • a third embodiment of the present invention provides a 2.0 crankshaft combined crankshaft for a gasoline engine.
  • the engine requires 3 circular sliders.
  • the combined crankshaft also includes a single turn and a crank combined with the single turn, which are assembled to form a complete crankshaft.
  • Figure 3 shows the combined crankshaft.
  • 3-1 is a front view of the single crank of the combined crankshaft;
  • FIG. 3-2 is a right side view of the single crank of FIG. 3-1;
  • FIG. 3-3 is a front view of the crank of the combined crankshaft;
  • -4 is a left side view of the crank of the combined crankshaft; and
  • Figs. 3-5 are front views of the combined crankshaft assembly.
  • This embodiment is basically the same as the first embodiment, and only the differences from the first embodiment will be described below.
  • the crank pin axis is not on the same axis as the crankshaft rotational axis determined by the crank main journal and the single-turn main journal.
  • the crank pin when the combined crankshaft rotates, the crank pin generates centrifugal force, causing a cyclical change in the force of the bearing supporting the main journal, which affects the service life.
  • the crank arm is disposed as an eccentric structure with respect to the crankshaft rotation axis. As shown in Fig.
  • the single crank of the combined crankshaft also includes a single-turn main journal 39, a first crank arm 42, and a crank pin 46.
  • the axis M-M of the first crank arm 42 does not coincide with the axis L-L of the single-turn spindle neck 39, that is, the crankshaft axis of rotation, but is located on the side away from the crankpin axis N-N.
  • the above three axes are coplanar and parallel to each other, and the crank pin 46 axis and the first crank arm 42 axis are respectively located on both sides of the single-turn main journal 39 axis.
  • the eccentric relationship between the first crank arm 42 and the single-turn main journal 39 can also be seen from Fig. 3-2.
  • crank spindle diameter of the combined crankshaft and the second crank arm axis is also achieved.
  • the advantage of using the eccentric structure described above is that when the combined crankshaft rotates, it rotates around a crankshaft rotation axis formed by a crank spindle main shaft and a single-turn spindle main shaft, and the first crank arm, the second crank arm, and the crank pin rotate.
  • the center of gravity is located on both sides of the axis of rotation of the crankshaft, and the centrifugal force generated by the first crank arm and the second crank arm and the centrifugal force generated by the crank pin are mutually opposite, which can reduce the periodic variation range of the bearing force of the crank main journal and the single-rotor main journal support bearing. It has a certain meaning for extending the service life of the engine.
  • the single-turn main journal 39 has a ring groove formed therein, and the ring groove is an oil groove 40, and an oil hole 41 communicating with the oil groove 40 and the main oil passage 44 is opened through the above structure.
  • Lubricating oil can be supplied from the oil sump 40 to the main oil passage 44.
  • an inclined oil hole 47 communicating with the surface of the taper 48 and the main oil passage 44 is opened; and the surface of the crank main journal 52 and the inner diameter of the taper hole 59 are opened on the crank. Oil hole 60.
  • the inclined oil hole 47 and the oil hole 60 cooperate to supply oil to the bearing of the crank main journal 52.
  • the combination of the single-turn and the crank is used to form the combined crankshaft.
  • the power of the engine or the compressor is large, the use of the two main journals to support the crankshaft cannot make the engine operate normally.
  • the combined crankshaft of the main journal In this case, a combined crankshaft consisting of a single turn, a double turn and a crank is required.
  • a fourth embodiment of the present invention provides an embodiment of such a combined crankshaft.
  • Figure 4 shows a combined crankshaft of a two-stroke diesel engine with a power of 600 kW.
  • the combined crankshaft is a 4-crank crankshaft formed by a double-turn, two crank-turn and two crank combinations.
  • Fig. 4-1 is a front view of the double crank of the combined crankshaft
  • Fig. 4-2 is a left side view of the double crank of the combined crankshaft.
  • Figure 4-3 is a front view of the crank single turn of the combined crankshaft;
  • Figure 4-4 is a right side view of the crank single turn of the combined crankshaft;
  • Figure 4-5 is a front view of the crank of the combined crankshaft;
  • Figure 4-5 It is a left side view of the crank of the combined crankshaft;
  • Figures 4-6 are schematic views of the combined crankshaft assembly.
  • FIG. 4-1 is a front view of the double crank 101 of the combined crankshaft.
  • the double-clip 101 includes a first crank pin 64, a double-rotor main journal 70, and a second crank pin 72.
  • a special crank arm is not provided, and the crank arm 70 is completed by the double-rotor main journal 70.
  • the structural form of the arm can also be used in the case of the first to third embodiments described above.
  • the first crank pin 64 and the second crank pin 72 respectively protrude perpendicularly from the left and right end faces of the main journal 70, and the diameter thereof is smaller than the double-rotor main journal 70; and, as shown in FIG.
  • both The axes are respectively on the two 90-degree diameters of the main journal 70, and the respective axes are equal to the axis of the main journal 70, and the outer edge thereof falls on the crutches Within the circumference of the main journal 70.
  • the geometric relationship of the first crank pin 64 and the second crank pin 72 to the main journal 70 may be different from this embodiment as needed, for example, the connection between the axis of the two and the axis of the main journal 70 It can vary from 0 to 180 degrees.
  • a tapered end 61 is provided at a front end of the first crank pin 64, and a tapered end 76 is provided at a front end of the second crank pin 72.
  • the first crank pin 64 is coupled with the end face of the double-rotor main journal 70 to provide a first anti-friction boss 67
  • the second crank pin 72 is coupled with the end face of the bifurcated spindle neck 70 to provide a second anti-friction boss. 71;
  • An annular groove, that is, an oil groove 69, and an oil groove 69 and a first main oil passage 66 of the first crank pin 64 and a second main portion of the second crank pin 72 are formed on an outer circumferential surface of the axially intermediate position of the main journal 70.
  • the oil passages 74 are in communication to provide lubricating oil for the double-rotor main-shaft bearings.
  • the first main oil passage 66 and the second main oil passage 74 are respectively opened along the axes of the first crank pin 64 and the second crank pin 72, and respectively respectively, and the first crank pin oil holes leading to the mounting positions of the respective circular sliders of the engine. 65.
  • the second crank pin oil hole 73 is in communication.
  • two first positioning half holes 62, 75 are provided on the outer peripheral faces of the tapered ends of the two crank pins, respectively, and the pin holes and the first one disposed on the crank or the crank single turn The two positioning pin holes are combined to form a complete positioning pin hole; and the center holes 63, 77 are provided to fit the crank bolt.
  • FIG. 4-3 shows a schematic view of the crank of the combined crankshaft.
  • the crank single turn differs from the single turn in the first to third embodiments described above in that the end face of the crank single turn main journal 86 of the crank single turn needs to be matched with the crank pin end of the double turn when combined. That is, the crank single-turn main journal 86 simultaneously functions as a crank.
  • a tapered hole 88 is formed in the end surface of the crank single-spindle main shaft 86.
  • a second positioning half hole 89 is opened, and other corresponding structures, such as a bolt mounting space 87, are also provided. Wait.
  • the second positioning half hole 89 corresponds to the first positioning half hole 62 or 75 on the crank pin of the double turn, and can be combined into a complete positioning pin hole; the tapered hole 88 and the cone of the front end of the crank pin of the double turn The end corresponds.
  • the above arrangement allows the crank single turn to match the crank pin of the above-mentioned double turn.
  • 4-4 is a right side view of the crank single turn, from which the positional relationship between the tapered hole 88 and the crank pin 82 can be seen, which are respectively located on both sides of the axis of the crank single-rotor main journal 86, and are 180 degrees, two The distance from the axis of the person to the axis of the main journal is the same.
  • the other structure of the crank single turn is the same as that of the first to third embodiments described above, but the crank arm is also not provided, and will not be described in detail herein.
  • crank of the combined crankshaft which is matched with the crank pin of the crank single turn when combined, the crank is not provided with a special crank arm, and other parts and the first embodiment of the present invention
  • the supplied cranks are the same, and include a tapered hole 94 which is matched with the crank pin of the crank single turn, and two second positioning half holes 95 which cooperate with the corresponding first positioning half holes of the crank pin of the crank single turn, and A crank bolt mounting space 90 is provided.
  • 4-6 also show that on the outer end surface of the crank, a plurality of threaded holes 96 are provided for connecting the power take-off shaft.
  • FIGS 4-7 show the situation after the combination of the various parts of the combined crankshaft.
  • the double kick 101 is connected at an intermediate position of the combined crankshaft, and the first crank pin 100 cooperates with the crank single-rotor main journal of the first crank single-turn 98, and the second crank pin 102 and the second crank single-turn 103
  • the crank single-turn main shaft is matched.
  • the crank pin of the first crank single turn 98 cooperates with the first crank 97
  • the crank pin of the second crank single turn 103 cooperates with the second crank 104.
  • the angular relationship between the two crank pins of the double-bend 101 is determined by its own design; the first positioning half-hole corresponding to each other between the two crank pins and the crank single-rotor main journal, Inserting the positioning pin into the complete positioning pin hole of the second positioning half hole can determine the angular relationship between the crank pin and the crank single turn; likewise, the crank pin and the first of the first crank single turn 98 Positioning between the cranks 97 by inserting a positioning pin into a complete positioning pin hole formed by the correspondingly disposed first positioning half hole and the second positioning half hole, the crank pin and the second crank of the second crank single turn 103
  • the 104 is also positioned in the above manner, and after the above various components are combined, it is also necessary to use a crank bolt to lock the parts.
  • the axes of the respective main journals of the finally formed combination crank are located on the same straight line, and the respective crank pins are spatially inclined to each other, that is, a plurality of turns occur, and the combined crankshaft is finally a four-turn crankshaft.
  • a circular slider is placed on each crank pin.
  • the above fourth embodiment provides an example of forming a combined crankshaft by a flexible combination of a double crank, a crank single turn and a crank.
  • a tapered hole that fits the crank pin taper surface of the double turn is provided on the main journal of the crank single turn and Corresponding to the pin hole, it also acts as a crank.
  • the combination of the above-mentioned double-bending, crank-turning, single-turning, and cranking is very flexible, and various combinations of the above-described parts can be used according to the teachings provided in the above embodiments to obtain various combinations of crankshafts.
  • the angular matching relationship between the cooperating crank pin and the crank pin or the crank pin of the crank and the main journal of the crank single turn is ensured by connecting the positioning pins of the matching positioning holes.
  • the various parts can be easily formed into a crankshaft that meets the design requirements during the assembly process.
  • the above-mentioned corresponding positioning half holes are obtained by drilling in the process.
  • two pairs of positioning half holes are arranged on each of the cranks and the crank pin to form two positioning pin holes, and the number of the positioning pin holes The goal is the best design.
  • two or more positioning half holes can be set as needed to form two or more positioning pin holes, and a good positioning function can also be achieved.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Ocean & Marine Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Compressors, Vaccum Pumps And Other Relevant Systems (AREA)

Description

用于内燃机或压缩机曲轴的零件、 曲轴及内燃机、 压缩机 本申请要求于 2008 年 11 月 10 日提交中国专利局、 申请号为 200810226417.4、 发明名称为"用于内燃机或压缩机曲轴的零件、 曲轴及内燃 机、压缩机"的中国专利申请的优先权， 其全部内容通过引用结合在本申请中。 技术领域
本发明涉及发动机或压缩机曲轴，具体涉及用于曲柄圆滑块形式的内燃机 或者压缩机曲轴的零件及其组成的曲轴。本发明同时提供包括上述曲轴的内燃 机和压缩机。 背景技术
往复式内燃机或者压缩机都需要实现活塞的往复运动和曲轴的旋转运动 之间的转换，其中，往复式内燃机是将活塞的往复运动转化为曲轴的旋转运动， 而往复式压缩机则是将曲轴的旋转运动转化为活塞的往复运动。 目前的通用技 术下， 上述转换过程均需要使用曲柄连杆机构。 由于曲柄连杆机构中连杆的存 在， 使机器庞大、 笨重， 无法完全平衡.
为了解决上述问题，中国专利 CN85100359A公开了一种"曲柄圆滑块往复 活塞式内燃机 "，中国专利 ZL95111404.2保护了一种"曲柄双圆滑块往复活塞式 内燃机"， 中国专利 ZL95111403.4保护了一种"曲柄多圆滑块往复活塞式内燃 底改进， 采用具有偏心圆孔的圆滑块代替连杆。 所述偏心圆滑块呈圆柱形， 并 且开有平行于圆柱体轴线的偏心圆孔， 该偏心圆孔用于穿过曲轴的曲柄销。 该 内燃机的活塞包括两端的冠部和连接两冠部的导向部， 其中导向部上开有圆 孔， 该圆孔的内径面和上述圆滑块的外径面相配合， 所述圆滑块即安置在活塞 导向部上与其外周相配合的圆孔中。当所述活塞受到汽缸中燃烧气体的推动而 在气缸中往复运动时， 所述偏心圆滑块绕其自身的圆心转动， 并进而带动曲轴 反向转动， 从而将活塞的往复运动转化为曲轴的旋转运动， 再通过与曲轴连接 的旋转部件向外传递功率。 上述专利的思想也可以方便的转用到压缩机中， 获 得曲柄圆滑块压缩机。
在上述曲柄圆滑块式内燃机或者压缩机中，曲轴仍然是一个不可或缺的部 件。曲轴具有主轴颈和曲柄销，所述主轴颈用于通过轴承将曲轴支撑在缸体上， 所述曲柄销则穿过所述圆滑块的偏心圆孔中。由于主轴颈的直径大于所述曲柄 销， 位于两端的主轴颈必然将所述曲柄销的轴线的左右完全封死， 因此， 必须 考虑如何将圆滑块套在曲柄销上。
解决上述问题的一种方法是， 将所述圆滑块做成剖分的结构， 即分为各自 为半圆的左右两块， 安装时将左右两块相对套在曲柄销上， 再通过锁紧结构将 左右两块合为一体。 这种方法虽然可以解决上述问题， 但是由于圆滑块本身尺 寸较小， 还要设置偏心圆孔， 使安置锁紧结构的尺寸有限， 圆滑块在发动机工 作时受力又比较大， 造成锁紧结构容易失效。 因此， 这种剖分的圆滑块并非优 选的方案。
发明内容
针对上述问题， 本发明解决的技术问题在于， 提供用于内燃机或压缩机曲 轴的零件， 这些零件用于相互配合组成曲轴。 这种组合形成的曲轴便于所述圆 滑块方便的安置在曲柄销上， 易于加工组装， 固定牢靠， 不易失效， 且拆装重 组后， 各零件的相位关系不变。 本发明另外提供使用上述曲轴的内燃机和压缩 机。
本发明提供的用于内燃机或压缩机曲轴的零件，包括单拐主轴颈和曲柄销 两部分， 曲柄销垂直于所述单拐主轴颈伸出， 其轴线相对所述曲轴主轴颈轴线 偏置， 其前端呈锥形， 并在该锥端圆锥面上， 从起小径端或者大径端开始， 开 有至少一个第一定位半孔， 该第一定位半孔能够和曲柄上的第二定位半孔相 配， 构成完整的定位销孔； 该零件称为单拐。
优选的， 所述第一定位半孔具体是沿锥度方向开设。
优选的， 所述第一定位半孔共有两个。
优选的， 所述单拐主轴颈外端面上，设置有安装飞轮或其它动力输出连接 部件的结构。
优选的， 所述单拐主轴颈和曲柄销之间设置有连接两者的第一曲柄臂。 优选的， 所述第一曲柄臂与所述单拐主轴颈同轴， 其直径较单拐主轴颈稍 大， 并且在凸出部位朝向单拐主轴颈的外端面方向开有环槽， 该环槽的外槽口 内扣， 该环槽称为甩油盘； 该环槽底部开设有油道， 该油道从曲柄销内部通向 曲柄销表面的油孔。 优选的， 所述第一曲柄臂和所述单拐主轴颈的轴线重合。
优选的， 所述第一曲柄臂轴线相对所述单拐主轴颈的轴线偏心设置， 并且 位于远离曲柄销轴线的一侧。
优选的， 所述曲轴用于单缸发动机时， 在曲柄销上设置有包含至少两个齿 的齿段， 该齿段与活塞上对应的内齿段相配合， 曲柄销上与所述齿段对称呈 180度的位置上设置有凸起部位。
优选的， 环绕所述曲柄销根部设置有减磨凸台。
优选的， 所述曲柄销锥端的前端面中心开设有与曲柄螺栓相配合的螺纹 孔。
优选的， 所述曲柄销锥端锥度处于自锁的锥度范围内。
一种用于内燃机或压缩机曲轴的零件， 包括有曲柄主轴颈， 该曲柄主轴颈 上开有与曲柄销锥端相配合的锥孔，该锥孔的轴线平行于所述曲柄主轴颈的轴 线， 并且相对所述曲柄主轴颈轴线偏置； 该锥孔的内径面上， 从其小径端面或 大径端面开始，设置和与其相配的单拐上的第一定位半孔相对应的第二定位半 孔， 该第二定位半孔能够在单拐和该零件组合后， 构成完整的定位销孔； 该零 件称为曲柄。
优选的， 所述曲柄朝向曲柄销的内端面设置有第二曲柄臂。
优选的， 所述曲柄上设置有曲柄螺栓安装空间， 组装时， 在曲柄和曲柄销 相互插接配合后， 使用曲柄螺栓将两者锁紧。
优选的， 所述曲柄的外端面上，设置有安装飞轮或其它动力输出连接部件 的结构。
优选的， 所述曲柄上开设有若干去重孔。
优选的， 所述曲柄的内端面上， 以与曲柄销接触位置为中心设置有减磨凸 本发明提供一种内燃机或压缩机曲轴， 该曲轴包括相互配合的单拐和曲 柄； 所述单拐为前述任一项技术方案提供的单拐； 所述曲柄为前述任一项技术 方案所述的曲柄； 该曲轴组装时， 所述曲柄以其锥孔与所述单拐的曲柄销前端 的锥端配合插接，并将定位销插入对应的第一定位半孔和第二定位半孔组合成 的销孔中， 以确保所述曲柄主轴颈和单拐主轴颈两者的轴线重合， 并与曲柄销 的中心线平行。
本发明还提供一种用于内燃机或压缩机曲轴的零件， 包括第一曲柄销、双 拐主轴颈、 第二曲柄销； 其中， 第一曲柄销和第二曲柄销分别从所述双拐主轴 颈的左、 右端面垂直伸出， 上述第一曲柄销和第二曲柄销的前端均为锥端； 所 述第一曲柄销和第二曲柄销的锥端的圆周上， 各设置有至少一个第一定位半 孔，该第一定位半孔能够与曲柄或曲柄单拐上对应的第二定位半孔相配合形成 完整的定位销孔； 两曲柄销的轴线到主轴颈轴线的垂直距离相同， 该零件称为 双拐。
优选的， 所述第一曲柄销和第二曲柄销的直径均小于所述双拐主轴颈， 并 且两者的轴心与所述双拐主轴颈轴心的连线呈 0-180°角。
本发明提供一种用于内燃机或压缩机曲轴的零件，包括曲柄单拐主轴颈和 曲柄销两部分， 所述曲柄销垂直于所述曲柄单拐主轴颈伸出， 其轴线偏置于曲 柄单拐曲轴主轴颈轴线的一端， 其前端呈锥形， 并在该锥端的圆周上开有至少 一个第一定位半孔，该第一定位半孔能够和设置在与其相配的曲柄或曲柄单拐 上的第二定位半孔组合形成完整的定位销孔；在曲柄单拐主轴颈背对曲柄销的 端面上设置有锥孔， 该锥孔的内径面上至少有一个第二定位半孔， 该锥孔的轴 线到曲柄单拐主轴颈轴线的距离和曲柄销轴线到曲柄单拐主轴颈轴线的距离 相同，所述第二定位半孔和与其相配的单拐或双拐曲轴的曲柄销上的第一定位 半孔组合形成完整的定位销孔； 该零件称为曲柄单拐。
本发明提供一种内燃机或压缩机曲轴，至少包括一个前述技术方案的双拐 以及与其相配合的曲柄。
本发明提供另一种内燃机或压缩机曲轴， 该曲轴至少包括一个前述的双 拐， 以及一个前述的曲柄单拐， 以及与上述曲柄单拐或者双拐的曲柄销配合的 曲柄。
本发明提供一种内燃机， 该内燃机使用前述中任一项技术方案的曲轴。 本发明提供一种压缩机， 该内燃机使用前述任一项所述的曲轴。
与现有技术相比， 本发明提供的单拐或者双拐均具有一端开放的曲柄销， 使圆滑块可以直接安置在曲柄销上， 在通过与曲柄或者曲柄单拐等零件的组 合， 形成一个完整的曲轴。 上述组合形成的曲轴加工筒单， 并且各零件相互之 间的角度关系可以通过工艺上配钻的第一定位半孔和第二定位半孔组合形成 的定位销孔方便的确定， 拆装重组后， 各零件的相位关系不变。 圆滑块可以在 组装曲轴之前方便地插入曲柄销。 因此， 这种组合形成的曲轴使内燃机或者压 缩机的装配非常筒易。
附图说明
图 1-1是本发明第一实施例提供的组合曲轴的单拐的主视图；
图 1-2是本发明第一实施例提供的组合曲轴的单拐的右视图；
图 1-3是本发明第一实施例提供的该组合曲轴的曲柄的主视图； 图 1-4是本发明第一实施例提供的该组合曲轴的曲柄的左视图； 图 1-5是本发明第一实施例提供的该组合曲轴组合后的主视图； 图 2-1是本发明第二实施例提供的组合曲轴的单拐的主视图；
图 2-2是本发明第二实施例提供的组合曲轴的曲柄的主视图；
图 2-3是本发明第二实施例提供的组合曲轴组合后的主视图；
图 3-1是本发明第三实施例提供的组合曲轴的单拐的主视图；
图 3-2是本发明第三实施例提供的组合曲轴的单拐的右视图；
图 3-3是本发明第三实施例提供的组合曲轴的曲柄的主视图；
图 3 - 4是本发明第三实施例提供的组合曲轴的曲柄的左视图；
图 3-5是本发明第三实施例提供的组合曲轴组合后的主视图；
图 4-1是本发明第四实施例提供的组合曲轴的双拐的正视图；
图 4 - 2是本发明第四实施例提供的组合曲轴的双拐的左视图；
图 4-3是本发明第四实施例提供的组合曲轴的曲柄单拐的正视图； 图 4-4是本发明第四实施例提供的组合曲轴的曲柄单拐的右视图； 图 4-5是本发明第四实施例提供的组合曲轴的曲柄的正视图；
图 4 - 6是本发明第四实施例提供的组合曲轴的曲柄的左视图；
图 4-7是本发明第四实施例提供的组合曲轴组合完成后的示意图。
具体实施方式
本发明第一实施例提供一种小型二冲程单缸发动机的组合曲轴。该组合曲 轴包括一个单拐和一个与该单拐组合的曲柄， 两者装配后形成完整的曲轴。 图 1示出该组合曲轴。 其中， 图 1-1为该组合曲轴的单拐的主视图； 图 1-2示出 图 1-1的单拐的右视图； 图 1-3为该组合曲轴的曲柄的主视图； 图 1-4为该组 合曲轴的曲柄的左视图； 图 1-5为该组合曲轴组合后的主视图。
请参看图 1-1。 该组合曲轴的单拐包括轴线相互平行并且依次连接的单拐 主轴颈 5、 第一曲柄臂 22、 曲柄销 21三部分， 三部分均为圆柱形， 其直径各 不相同。
所述单拐主轴颈 5位于该单拐的一端， 该单拐主轴颈 5与曲柄的主轴颈 13共同支撑该组合曲轴， 为组合曲轴提供旋转轴心； 图 1-2示出， 该单拐主轴 颈 5的外端面开有若干螺纹孔 12, 用于安装飞轮或其它动力输出的连接部件 (图未示）。 单拐主轴颈 5的外端面是指其远离曲柄销 21 , 工作时朝向曲轴外 侧的端面。
第一曲柄臂 22与所述单拐主轴颈 5同轴， 其直径较单拐主轴颈 5稍大， 并且在凸出部位朝向单拐主轴颈 5的外端面方向开有环槽，该环槽的外槽口内 扣， 该环槽称为甩油盘 4。
所述曲柄销 21为直径较单拐主轴颈 5小的圆柱，从所述第一曲柄臂 22的 外端面垂直伸出， 其轴线相对单拐主轴颈 5与第一曲柄臂 22的共同轴线偏置 于一侧， 在曲柄销 21外周上设有包含 3个齿的齿段 7, 在和齿段 7成 180度 角的位置， 设有一处凸起部分 20。 该曲柄销 21的前端为锥端 9, 在该锥端 9 的前端面的中心， 沿轴向开有带细牙螺纹的中心孔 11 , 从该锥端 9的前端面 开始， 沿锥端 9的外周面开设有两个沿锥度方向延伸的第一定位半孔 10-1。该 第一定位半孔 10-1也可以从锥端 9的大径端开始， 沿其圆周表面锥向延伸。 该第一定位半孔 10-1 和设置在曲柄上的第二定位半孔组合后形成完整的定位 销孔。 所述曲柄销 21的销体内部开有油道 6, 油道 6—端开口于所述甩油盘 4 的槽底， 另一端开口于曲柄销 21表面的油孔 8。
请参看图 1-3所示的曲柄。 该曲柄包括轴向直线连接的曲柄主轴颈 13和 第二曲柄臂 18两部分。 在轴线位置偏置于所述曲柄主轴颈 13轴线的一侧， 开 有与所述曲柄销 21的锥端 9的锥度相配合的锥孔 15。 在所述曲柄主轴颈 13 的背离所述曲柄销 21的外端面， 设有曲柄螺栓安装空间 14, 该空间上在锥孔 15小端设有平面 （图未示）， 曲柄螺栓 17拧入中心孔 11后压在此平面上提供 压紧力。 该空间上还设有内孔圆形止口 （图未示）， 用于安装磁电机轴时定位。 该端面上还开设有固定磁电机轴的螺纹孔 3。 沿所述锥孔的锥度方向， 在其内 径面上， 从锥孔 15的小径端面开始（假定与其相配合的第一定位半孔 10-1是 从锥端 9的小径端开始；)， 设有两个轴向的第二定位半孔 10-2, 该第二定位半 孔 10-2和曲柄销锥端 9上的第一定位半孔 10-1组合为完整的圆孔， 称为定位 销孔。 另外， 在满足强度和刚度需求的情况下， 在该曲柄上还可以开设若干去 重孔 2。
上述曲柄和单拐可以组合形成组合曲轴。首先需要将圆滑块套在所述曲柄 销 21上， 并用曲轴垫片调整轴向间隙， 然后将所述曲柄以锥孔 15配合所述曲 柄销 21的锥端 9插入， 并旋转调整到相互对称的所述第一定位半孔 10-1和第 二定位半孔 10-2相互吻合， 形成完整的圆形定位销孔。 该圆形定位销孔在锥 端 9的小径端一侧具有开口， 以两个定位销柱从该开口插入该定位销孔， 实现 曲柄和单拐相互之间角度关系的定位。 如果曲柄销锥端 9 上的第一定位半孔 10-1从大径端开始，则所述第二定位半孔 10-2就从所述锥孔 15的大径端面开 始， 则组合后定位销孔的开口在大径端面， 同样可以从该开口插入定位销柱。 最后， 使用曲柄螺栓 17拧入所述中心孔 11 , 按规定的预紧力将曲轴和曲柄压 紧， 这样就形成了整个曲轴圆滑块组件。
以下介绍该组合曲柄的一些技术特点。
该组合曲柄需要保证在组合完毕后， 曲柄主轴颈 13和单拐主轴颈 5的轴 线重合，曲柄销的轴线和主轴颈的轴线平行，这样才能使该组合曲轴正常运转。 所述两个第一定位半孔 10-1和第二定位半孔 10-2的组合， 可在定位销柱插入 后， 对曲柄和单拐实现精确定位， 确保上述几何关系。 另外， 上述定位销柱连 接两个定位半孔的结构还可以起到传递部分作用力的作用。 本实施例中， 上述 第一定位半孔 10-1和第二定位半孔 10-2设置为两对， 这是比较合理的数量， 实际上， 仅仅设置一对相互配合的第一定位半孔 10-1和第二定位半孔 10-2也 可以起到基本的定位作用，但是由于受到定位销孔和定位销柱之间配合公差的 制约， 其定位精度与本实施例采用的两对相互配合的第一定位半孔 10-1 和第 二定位半孔 10-2的形式差， 其传递作用力的效果也稍差。
此处重点说明定位半孔的结构， 以所述第一定位半孔 10-1 为例。 所述第 一定位半孔 10-1 在单拐的曲柄销 21 外圆锥表面为一个沿锥度方向延展的凹 坑， 并且其在垂直于曲柄销 21轴线上的横截面为圆形的一部分， 该圆形可以 是半圆也可以是大半圆或者小半圆， 只要和对应的位于曲柄锥孔 15 内径面上 的第二定位半孔 10-2配合形成在该横截面上的完整的圆柱孔即可。 上述定位 半孔采用将单拐曲柄销锥端 9和曲柄锥孔 15配合好后， 在两者交接的位置配 钻获得， 当然， 也不排除分别采用铣削加工获得。 一般情况下， 所述第一定位 半孔 10-1和第二定位半孔 10-2仅仅沿着圆锥面延伸一段距离而不会达到圆锥 的另一个端面， 所以该定位销孔为一个盲孔。
在该组合曲轴中， 其曲柄销 21的锥面 9和锥孔 15的锥度较小， 处于自锁 范围内， 在所述曲柄螺栓 17有所松动的情况下， 该曲柄销 21和曲柄也不会在 运动过程中松脱。
所述甩油盘 4是该组合曲轴的一个特殊设计，在发动机缸体中 ,存在油雾， 甩油盘高速旋转时，在离心力的作用下， 油会聚焦在甩油盘的槽中，从油道 6、 油孔 8流向圆滑块轴承与曲柄销 21接触的部位， 为其提供润滑油。 问题。该齿段 7与设置在活塞上的内齿段以 2:1的齿数比相配合，活塞运动时， 会通过两个齿段的周期性配合， 拨动所述组合曲轴， 使其通过活点。 对应于齿 段 7, 设置了所述凸起部分 20, 该凸起部分 20与所述齿段 7配合， 使安装完 成后， 曲轴垫片可以平稳的靠紧在其朝向曲柄一侧的端面上， 改善曲轴垫片在 运动中的受力状态。
本发明第二实施例提供一种用于 3缸空气压缩机的组合曲轴。该组合曲轴 包括一个单拐和一个与该单拐组合的曲柄， 两者装配后形成完整的曲轴。 图 2 示出该组合曲轴。 其中， 图 2-1为该组合曲轴的单拐的主视图； 图 2-2示出该 组合曲轴的曲柄的主视图； 图 2-3为该组合曲轴组合后的主视图。
请参看图 2-1。 该组合曲轴的单拐包括轴线相互平行并且依次连接的单拐 主轴颈 28、 第一曲柄臂 29、 曲柄销 31三部分， 该单拐的结构与上述第一实施 例基本相同， 以下仅说明其不同之处。
如图 2-1所示， 在该单拐的第一曲柄臂 29与曲柄销 31根部接触的部位设 置有圆台凸起， 称为减磨凸台 30, 该减磨凸台 30环绕曲柄销 31根部设置。 减磨凸台 30精加工和热处理后用于和曲轴垫片配合减磨， 这样就不必加工和 处理整个曲柄臂平面， 可降低制造成本. 该图还示出， 在曲柄销 31上没有设 置齿段， 这是由于该曲轴用于多缸机， 不存在活点问题。 该单拐上也没有设置 甩油盘。
在该单拐的中心孔 35底部， 开有轴向的主油道 36, 若干通向主轴颈 28 以及曲柄销 31外缘面的油孔 32与该主油道 36连通， 通过上述油路可以向各 个轴承提供润滑油。
该组合曲轴的曲柄上朝向所述单拐的部分同样具有减磨凸台 27。
该组合曲轴组合方式和第一实施例相同，由于是用于 3虹空气压缩机的组 合曲轴， 因此， 在其曲柄销上需要安装两个圆滑块。
本发明第三实施例提供一种 2.0升排量的汽油发动机用组合曲轴。 该发动 机需要使用 3个圆滑块。该组合曲轴同样包括一个单拐和一个与该单拐组合的 曲柄， 两者装配后形成完整的曲轴。 图 3示出该组合曲轴。 其中， 图 3-1为该 组合曲轴的单拐的主视图； 图 3-2示出图 3-1的单拐的右视图； 图 3-3为该组 合曲轴的曲柄的主视图； 图 3-4为该组合曲轴的曲柄的左视图； 图 3-5为该组 合曲轴组合后的主视图。 该实施例和第一实施例基本相同， 以下仅仅说明其和 第一实施例的不同之处。
在上述第一实施例和第二实施例中， 单拐主轴颈和第一曲柄臂的轴线重 合，曲柄销轴线则与曲柄主轴颈和单拐主轴颈决定的曲轴旋转轴线不在同一个 轴线上。 这种布置方式下， 组合曲轴旋转时， 曲柄销会产生离心力， 造成支撑 主轴颈的轴承的受力周期性变化，影响使用寿命。针对这个问题，本实施例中， 将曲柄臂设置为相对曲轴旋转轴线的偏心结构。 如图 3-1 , 该组合曲轴的单拐 同样包括单拐主轴颈 39、 第一曲柄臂 42、 曲柄销 46。 其中， 第一曲柄臂 42 的轴线 M-M与单拐主轴颈 39的轴线 L-L -也就是曲轴旋转轴线 -不重合， 而 是位于远离曲柄销轴线 N-N 的一侧。 在理想的情况下， 上述三个轴线共面， 并且相互平行， 曲柄销 46轴线和第一曲柄臂 42轴线分别位于单拐主轴颈 39 轴线的两侧。从图 3-2中也可以看出第一曲柄臂 42和单拐主轴颈 39之间的偏 心关系。
同样的，该组合曲轴的曲柄主轴颈轴线和第二曲柄臂轴线之间也具有上述 位置关系。 采用上述偏心结构的优点在于， 该组合曲轴旋转时， 围绕由曲柄主轴颈主 轴和单拐主轴颈主轴共同形成的曲轴旋转轴线旋转， 而第一曲柄臂、 第二曲柄 臂则和曲柄销的旋转重心位于曲轴旋转轴线的两侧， 第一曲柄臂、 第二曲柄臂 产生的离心力和曲柄销产生的离心力相互 肖， 可以降低曲柄主轴颈、单拐主 轴颈支撑轴承受力的周期性变化幅度，对于延长发动机使用寿命具有一定的意 义。
在该第三实施例中， 还示出其单拐主轴颈 39上开有环槽， 该环槽为油槽 40, 同时开有连通该油槽 40和主油道 44的油孔 41 , 通过上述结构， 可以从 该油槽 40向主油道 44提供润滑油。 另夕卜， 在曲柄销 46前端的锥形 48上， 开 有连通锥形 48表面和主油道 44的斜油孔 47; 在曲柄上开有连通曲柄主轴颈 52表面和锥孔 59内径面的油孔 60。 图 3-5示出， 装配后， 上述斜油孔 47和 油孔 60配合， 向曲柄主轴颈 52的轴承供油。
上述三个实施例中， 均使用单拐和曲柄组合构成组合曲轴， 但是， 当发动 机或者压缩机的功率较大时，使用两个主轴颈支撑曲轴就无法使发动机正常运 转， 此时需要多个主轴颈的组合曲轴。 在这种情况下， 需要使用由单拐、 双拐 和曲柄组成的组合曲轴。 本发明第四实施例提供该种该组合曲轴的实施例。
图 4示出一种功率为 600KW的二冲程柴油机的组合曲轴。 该组合曲轴为 4拐曲轴， 由一个双拐、 两个曲柄单拐和两个曲柄组合形成。 其中， 图 4-1为 该组合曲轴的双拐的正视图， 图 4-2是该组合曲轴的双拐的左视图。 图 4-3是 该组合曲轴的曲柄单拐的正视图； 图 4-4是该组合曲轴的曲柄单拐的右视图； 图 4-5是该组合曲轴的曲柄的正视图； 图 4-5是该组合曲轴的曲柄的左视图； 图 4-6是该组合曲轴组合完成后的示意图。
请参看图 4-1 , 该图为该组合曲轴的双拐 101的正视图。 该双拐 101包括 第一曲柄销 64、 双拐主轴颈 70、 第二曲柄销 72 , 未设置专门的曲柄臂， 而由 所述双拐主轴颈 70完成曲柄臂的功能， 这种不设置曲柄臂的结构形式实际上 也可以用于上述第一实施例到第三实施例的情况。 其中， 第一曲柄销 64和第 二曲柄销 72分别从主轴颈 70的左、右端面垂直伸出， 其直径均小于双拐主轴 颈 70; 并且， 如图 4-2所示， 两者的轴心分别在主轴颈 70的两个呈 90度关系 的直径上， 并且各自的轴心距离主轴颈 70的轴心相等， 其外缘落在所述双拐 主轴颈 70的圆周内。 实际上， 根据需要， 所述第一曲柄销 64和第二曲柄销 72与主轴颈 70的几何关系可以与该实施例不同， 例如， 所述两者的轴心和主 轴颈 70轴线的连线可以在 0-180度的范围内变化。 在上述第一曲柄销 64的前 端设置有锥端 61 , 在上述第二曲柄销 72的前端设置锥端 76。 第一曲柄销 64 根部与双拐主轴颈 70端面相结合的位置设置第一减磨凸台 67 ,第二曲柄销 72 根部与双拐主轴颈 70端面相结合的位置设置第二减磨凸台 71 ; 上述减磨凸台 的设置方式和所起的作用与上述第二实施例和第三实施例中的减磨凸台相同。 在所述主轴颈 70的轴向中间位置的外周面上开设有环槽， 即油槽 69, 该油槽 69和第一曲柄销 64的第一主油道 66和第二曲柄销 72的第二主油道 74相连 通， 为双拐主轴颈轴承提供润滑油。 所述第一主油道 66和第二主油道 74分别 沿第一曲柄销 64和第二曲柄销 72的轴线开设，并分别与通向发动机各个圆滑 块安装位置的第一曲柄销油孔 65、 第二曲柄销油孔 73相连通。 另外， 如上述 第一到第三实施例，在两个曲柄销锥端的外周面上分别设置两个第一定位半孔 62、 75 , 该销孔和设置在曲柄或曲柄单拐的上的第二定位销孔组合形成完整的 定位销孔； 以及设置配合曲柄螺栓的中心孔 63 , 77。
图 4-3示出该组合曲轴的曲柄单拐示意图。 该曲柄单拐与上述第一到第三 实施例中的单拐的不同之处在于， 该曲柄单拐的曲柄单拐主轴颈 86的端面在 组合时需要和双拐的曲柄销锥端相配合， 即该曲柄单拐主轴颈 86同时起到曲 柄的作用。 为此， 在曲柄单拐主轴颈 86的端面上设有锥孔 88, 在锥孔 88的 内径面上， 开设有第二定位半孔 89, 还设置有其他相应的结构， 如螺栓安装 空间 87等。 所述第二定位半孔 89和双拐的曲柄销上的第一定位半孔 62或 75 相对应， 能够组合成完整的定位销孔； 所述锥孔 88和双拐的曲柄销前端的锥 端相对应。 上述设置使该曲柄单拐可以和上述双拐的曲柄销相配。 图 4-4为曲 柄单拐的右视图， 可以从该图看出锥孔 88和曲柄销 82的位置关系， 两者分别 位于曲柄单拐主轴颈 86的轴线两侧， 并呈 180度， 两者的轴线到主轴颈轴线 的距离相同。 该曲柄单拐其它结构和上述第一至第三实施例的单拐相同， 但是 同样没有设置曲柄臂， 在此不再详述。
图 4-5示出该组合曲轴的曲柄的结构， 该曲柄在组合时与所述曲柄单拐的 曲柄销相配， 该曲柄没有设置专门的曲柄臂， 其他部分和本发明第一实施例提 供的曲柄相同， 包括设置和曲柄单拐的曲柄销锥形相配合的锥孔 94 , 与曲柄 单拐的曲柄销上相应的第一定位半孔相配合的两个第二定位半孔 95 , 并设置 有曲柄螺栓安装空间 90。 图 4-6还示出， 在该曲柄的外端面上， 设置有若干螺 纹孔 96, 用于连接动力输出轴。
请参看图 4-7 ,该图示出该组合曲轴各部分组合之后的情况。所述双拐 101 连接位于该组合曲轴的中间位置， 其第一曲柄销 100和第一曲柄单拐 98的曲 柄单拐主轴颈相配合，其第二曲柄销 102和第二曲柄单拐 103的曲柄单拐主轴 颈相配合。 所述第一曲柄单拐 98的曲柄销和第一曲柄 97配合， 所述第二曲柄 单拐 103的曲柄销和第二曲柄 104相配合。
上述配合关系中，双拐 101的两个曲柄销的相互之间的角度关系由其自身 的设计决定； 其两个曲柄销和曲柄单拐主轴颈之间的相互对应的第一定位半 孔、 第二定位半孔组合成的完整定位销孔中插入定位销柱， 即可决定曲柄销和 曲柄单拐之间的角度关系； 同样的， 所述第一曲柄单拐 98的曲柄销和第一曲 柄 97之间， 通过在对应设置的第一定位半孔、 第二定位半孔组合成的完整定 位销孔中插入定位销获得定位， 所述第二曲柄单拐 103 的曲柄销和第二曲柄 104之间同样通过上述方式定位， 在上述各个零件组合后， 还需要使用曲柄螺 栓将各部分锁紧。 最终形成的组合曲柄的各个主轴颈的轴线位于同一条直线 上， 其各个曲柄销则相互在空间上呈现一定的角度， 即出现了多个拐， 该组合 曲轴最终为四拐曲轴。 各个曲柄销上均安置有圆滑块。
上述第四实施例提供了通过双拐、曲柄单拐和曲柄灵活组合形成组合曲轴 的实例， 其关键在于， 在曲柄单拐的主轴颈上设置与双拐的曲柄销锥面配合的 锥孔以及相应的定位销孔， 使其同时起到曲柄的作用。 实际上上述双拐、 曲柄 单拐、 单拐、 曲柄的组合方式非常灵活， 可以根据上述实施例提供的启示， 采 用上述零件进行各种组合， 获得各种形式的组合曲轴。
在上述任何一个实施例中， 均通过连接相互配合的定位半孔的定位销柱， 确保相互配合的曲柄销和曲柄或者双拐的曲柄销和曲柄单拐的主轴颈之间的 角度配合关系， 使各个零件在组合过程中能够方便的形成符合设计要求的曲 轴。 上述相互对应的定位半孔在工艺上配钻获得。 上述实施例中， 各个曲柄以 及曲柄销上均设置两对定位半孔使其配合形成两个定位销孔，这一定位销孔数 目是最佳的设计方案。 实际上， 可以根据需要设置两对以上定位半孔并使其形 成两个以上个定位销孔， 也可以起到良好的定位作用。 即使仅使用一对定位半 孔形成一个定位销孔， 也可以起到定位作用， 但精度稍差， 只适用要求不高的 场合。 是其优选方案， 这种设置方式更便于加工， 但是， 也可以平行曲柄、 曲柄销的 轴线设置， 或者其他方向设置， 只要相互配对的第一定位半孔和第二定位半孔 能够形成完整的定位销孔， 并方便的插入定位销柱， 以便对曲柄、 曲柄销等实 现相互位置关系的定位即可。两个相互配对的定位半孔不一定非要两者各占定 位销孔的一半。
将上述各种形式的组合曲轴使用在内燃机或者压缩机上，即可获得使用上 述组合曲轴的内燃机和压缩机。
以上所述仅是本发明的优选实施方式，应当指出，对于本技术领域的普通 技术人员来说， 在不脱离本发明原理的前提下， 还可以做出若干改进和润饰， 这些改进和润饰也应视为本发明的保护范围。

Claims

权 利 要 求
1、 一种用于内燃机或压缩机曲轴的零件， 其特征在于， 包括单拐主轴颈 和曲柄销两部分； 曲柄销垂直于所述单拐主轴颈伸出， 其轴线相对所述单拐主 轴颈轴线偏置， 其前端呈锥形， 并在该锥端的圆锥面上， 从其小径端或者大径 端开始， 开有至少一个第一定位半孔， 该第一定位半孔能够和曲柄上的第二定 位半孔相配， 构成完整的定位销孔； 该零件称为单拐。
2、 根据权利要求 1所述的内燃机或压缩机曲轴的零件， 其特征在于， 所 述第一定位半孔具体是沿锥度方向开设。
3、 根据权利要求 1所述的内燃机或压缩机曲轴的零件， 其特征在于， 所 述第一定位半孔共有两个。
4、根据权利要求 1所述的用于内燃机或压缩机曲轴的零件， 其特征在于， 所述单拐主轴颈外端面上， 设置有安装飞轮或其它动力输出连接部件的结构。
5、根据权利要求 1所述的用于内燃机或压缩机曲轴的零件， 其特征在于， 所述单拐主轴颈和曲柄销之间设置有连接两者的第一曲柄臂。
6、根据权利要求 5所述的用于内燃机或压缩机曲轴的零件， 其特征在于， 所述第一曲柄臂与所述单拐主轴颈同轴， 其直径较单拐主轴颈稍大， 并且在凸 出部位朝向单拐主轴颈的外端面方向开有环槽， 该环槽的外槽口内扣， 该环槽 称为甩油盘； 该环槽底部开设有油道， 该油道从曲柄销内部通向曲柄销表面的 油孔。
7、根据权利要求 5所述的用于内燃机或压缩机曲轴的零件， 其特征在于， 所述第一曲柄臂和所述单拐主轴颈的轴线重合。
8、根据权利要求 5所述的用于内燃机或压缩机曲轴的零件， 其特征在于， 所述第一曲柄臂轴线相对所述单拐主轴颈的轴线偏心设置，并且位于远离曲柄 销轴线的一侧。
9、根据权利要求 1所述的用于内燃机或压缩机曲轴的零件， 其特征在于， 所述曲轴用于单缸发动机时，在曲柄销上设置有包含至少两个齿的齿段， 该齿 段与活塞上对应的内齿段相配合，曲柄销上与所述齿段对称呈 180度的位置上 设置有凸起部位。
10、根据权利要求 1所述的用于内燃机或压缩机曲轴的零件，其特征在于， 环绕所述曲柄销根部设置有减磨凸台。
11、根据权利要求 1所述的用于内燃机或压缩机曲轴的零件，其特征在于， 所述曲柄销锥端的前端面中心开设有与曲柄螺栓相配合的螺纹孔。
12、根据权利要求 1所述的用于内燃机或压缩机曲轴的零件，其特征在于， 所述曲柄销锥端锥度处于自锁的锥度范围内。
13、 一种用于内燃机或压缩机曲轴的零件， 其特征在于， 包括有曲柄主轴 颈， 该曲柄主轴颈上开有与曲柄销锥端相配合的锥孔， 该锥孔的轴线平行于所 述曲柄主轴颈的轴线，并且相对所述曲柄主轴颈轴线偏置；该锥孔的内径面上， 从其小径端面或大径端面开始，设置和与其相配的单拐上的第一定位半孔相对 应的第二定位半孔， 该第二定位半孔能够在单拐和该零件组合后，构成完整的 定位销孔； 该零件称为曲柄。
14、 根据权利要求 13所述的用于内燃机或压缩机曲轴的零件， 其特征在 于， 所述曲柄朝向曲柄销的内端面设置有第二曲柄臂。
15、 根据权利要求 13所述的用于内燃机或压缩机曲轴的零件， 其特征在 于， 所述曲柄上设置有曲柄螺栓安装空间， 组装时， 在曲柄和曲柄销相互插接 配合后， 使用曲柄螺栓将两者锁紧。
16、 根据权利要求 13所述的用于内燃机或压缩机曲轴的零件， 其特征在 于， 所述曲柄的外端面上， 设置有安装飞轮或其它动力输出连接部件的结构。
17、 根据权利要求 13所述的用于内燃机或压缩机曲轴的零件， 其特征在 于， 所述曲柄上开设有若干去重孔。
18、 根据权利要求 13所述的用于内燃机或压缩机曲轴的零件， 其特征在 于， 所述曲柄的内端面上， 以与曲柄销接触位置为中心设置有减磨凸台。
19、 一种内燃机或压缩机曲轴， 其特征在于， 该曲轴包括相互配合的单拐 和曲柄； 所述单拐为权利要求 1至权利要求 12任一项所述的单拐； 所述曲柄 为权利要求 13至权利要求 18任一项所述的曲柄； 该曲轴组装时， 所述曲柄以 其锥孔与所述单拐的曲柄销前端的锥端配合插接，并将定位销插入对应的第一 定位半孔和第二定位半孔组合成的销孔中，以确保所述曲柄主轴颈和单拐主轴 颈两者的轴线重合， 并与曲柄销的中心线平行。
20、一种用于内燃机或压缩机曲轴的零件，其特征在于， 包括第一曲柄销、 双拐主轴颈、 第二曲柄销； 其中， 第一曲柄销和第二曲柄销分别从所述双拐主 轴颈的左、 右端面垂直伸出， 上述第一曲柄销和第二曲柄销的前端均为锥端； 所述第一曲柄销和第二曲柄销的锥端的圆周上，各设置有至少一个第一定位半 孔，该第一定位半孔能够与曲柄或曲柄单拐上对应的第二定位半孔相配合形成 完整的定位销孔； 两曲柄销的轴线到主轴颈轴线的垂直距离相同， 该零件称为 双拐。
21、 根据权利要求 20所述的用于内燃机或压缩机曲轴的零件， 其特征在 于， 所述第一曲柄销和第二曲柄销的直径均小于所述双拐主轴颈， 并且两者的 轴心与所述双拐主轴颈轴心的连线呈 0-180°角。
22、 一种用于内燃机或压缩机曲轴的零件， 其特征在于， 包括曲柄单拐主 轴颈和曲柄销两部分， 所述曲柄销垂直于所述曲柄单拐主轴颈伸出， 其轴线偏 置于曲柄单拐曲轴主轴颈轴线的一端， 其前端呈锥形， 并在该锥端的圆周上开 有至少一个第一定位半孔，该第一定位半孔能够和设置在与其相配的曲柄或曲 柄单拐上的第二定位半孔组合形成完整的定位销孔；在曲柄单拐主轴颈背对曲 柄销的端面上设置有锥孔， 该锥孔的内径面上至少有一个第二定位半孔， 该锥 孔的轴线到曲柄单拐主轴颈轴线的距离和曲柄销轴线到曲柄单拐主轴颈轴线 的距离相同，所述第二定位半孔和与其相配的单拐或双拐曲轴的曲柄销上的第 一定位半孔组合形成完整的定位销孔； 该零件称为曲柄单拐。
23、 一种内燃机或压缩机曲轴， 其特征在于， 至少包括一个如权利要求 20或 21所述的双拐以及与其相配合的曲柄。
24、 一种内燃机或压缩机曲轴， 其特征在于， 至少包括一个如权利要求 20或 21所述的双拐， 以及一个如权利要求 22所述的曲柄单拐， 以及与上述 曲柄单拐或者双拐的曲柄销配合的曲柄。
25、 一种内燃机， 其特征在于， 使用权利要求 19、 权利要求 23或权利要 求 24中任一项的曲轴。
26、 一种压缩机， 其特征在于， 使用权利要求 19、 权利要求 23或权利要 求 24中任一项的曲轴。
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CN101392789B (zh) * 2008-11-10 2012-08-29 北京中清能发动机技术有限公司 用于内燃机或压缩机曲轴的零件、曲轴及内燃机、压缩机
CN101586570B (zh) * 2009-04-22 2010-12-29 李新桥 淤泥泵过载保护结构
CN101634354B (zh) * 2009-06-24 2011-07-20 北京中清能发动机技术有限公司 一种曲柄圆滑块机构及其内燃机、压缩机
CN101886693B (zh) * 2010-07-02 2014-02-12 北京中清能发动机技术有限公司 一种曲柄圆滑块机构及设备
CN102141079B (zh) * 2011-02-22 2013-03-06 北京中清能发动机技术有限公司 曲柄、曲柄轴、组合曲轴及应用该曲轴的内燃机或压缩机
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