Multi-link transmission crankshaft for engine

Abstract

The invention provides a multi-link transmission crankshaft for an engine. The multi-link transmission crankshaft for an engine mainly comprises at least two crankshaft bodies which are connected together through a middle connecting shaft neck, and each crankshaft body is provided with a U-shaped groove. The U-shaped grooves of the two crankshaft bodies face the opposite directions. The bottom of each U-shaped groove is provided with a cylindrical connecting rod neck. One outer side of the U-shaped end of each of the two crankshaft bodies is transversely provided with a cylindrical main shaft neck protruding outwards. The two outer side ends of the U-shaped bottom of each crankshaft body are provided with at least one transition circular arc facing inwards. The surfaces of the cylindrical connecting rod necks and the surfaces of the two cylindrical main shaft necks with the outer sides symmetrically arranged are all provided with radial circular-arc-shaped oil grooves in the axial direction. The two crankshaft bodies, the connecting rod necks and the main shaft necks are each formed by integrally casting nodular cast iron materials. At least one quench-hardened layer is formed on each of the surfaces of the main shaft necks and the surfaces of the connecting rod necks after the surfaces of the main shaft necks and the surfaces of the connecting rod necks are subjected to quenching and tempering treatment. The multi-link transmission crankshaft for the engine has the characteristics of being reasonable in structure, convenient and reliable to use, resistant to wear, uniform in stress, high in transmission efficiency and the like.

Description

technical field [0001] The invention relates to a multi-link drive crankshaft for an engine, belonging to the technical field of engine transmission parts. Background technique [0002] The multi-link transmission crankshaft of the engine is mainly composed of the main journal and multiple connecting rod journals, wherein the main journal is installed on the cylinder block, and the multiple connecting rod journals are connected with the big holes of multiple connecting rods, and the small head holes of the connecting rods are connected with the automobile The pistons are connected to form a plurality of crank-slider mechanisms; the crank converts linear motion into rotary motion during the transmission process of the engine, and bears the pressure of periodically changing gas pressure, reciprocating inertial force, and the resulting torque and bending moment. Therefore, it requires the crankshaft to have sufficient rigidity, fatigue strength and impact toughness; the working...

AI Technical Summary

Problems solved by technology

[0002] The multi-link transmission crankshaft of the engine is mainly composed of the main journal and multiple connecting rod journals, wherein the main journal is installed on the cylinder block, and the multiple connecting rod journals are connected with the big holes of multiple connecting rods, and the small head holes of the connecting rods are connected with the automobile The pistons are connected to form a plurality of crank-slider mechanisms; the crank converts linear motion into rotary motion during the transmission process of the engine, and bears the pressure of periodically changing gas pressure, reciprocating inertial force, and the resulting torque and bending moment. Therefore, it requires the crankshaft to have sufficient rigidity, fatigue strength and impact toughness; the working surfaces are well lubricated and wear-resistant, and the rotational inertia force system achieves a good balance; but the crankshaft structural design of the engine is insufficient, making the crankshaft journal The force is uneven during the movement, and the surface is prone to uneven wear, which makes the transmission effect worse. Over time, it will directly affect the output torque and other performance of the engine.

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