Axial thrust mechanism of engine crankshaft

Abstract

The utility model provides an axial thrust mechanism of an engine crankshaft, which belongs to the technical field of engines and comprises an axial thrust bearing arranged at one end of the crankshaft connected with an engine flywheel, the axial thrust bearing is sleeved on the crankshaft, and the axial thrust bearing limits the crankshaft to move towards one side far away from the flywheel. And the axial thrust bearing is fixed through a bearing seat arranged on the engine shell. According to the mechanism, the axial thrust bearing is additionally arranged at one end, close to the flywheel, of the crankshaft, the bearing is fixed on the shell of the engine, and the thrust bearing is used for bearing huge pressure generated when the clutch works, so that the axial stress of the crankshaft is reduced or eliminated, and the engine is protected.

Description

Technical Field

[0001] The utility model relates to the technical field of machinery, in particular to a thrust stop assembly for axial movement of an engine crankshaft, specifically to an axial thrust stop mechanism for the engine crankshaft. Background Art

[0002] As we all know, as the horsepower of the vehicle increases, the clutch force between the engine and the gearbox also increases. When the clutch is disengaged, a large axial force will be generated, which can be directly transmitted to the crankshaft in the engine through the flywheel. During the assembly of the engine, the crankshaft is set with a certain design gap. When the clutch is disengaged, the crankshaft will be subjected to axial force, resulting in a certain offset. The crankshaft is connected to a piston connecting rod, which will cause the internal piston to offset. Over time, the gap between the piston and the cylinder body will change, resulting in engine failures such as piston leakage and cylinder damage.

[0003] Although thrust plates are currently provided during the installation of engine crankshafts as a mechanism to prevent axial movement of the engine crankshaft, in order to ensure smooth operation of the engine crankshaft during operation, the thrust plates and the limiting protrusions on the crankshaft are not tightly connected, but a certain gap is provided. However, when used in high-horsepower and heavy-load engineering vehicles, such as engines with about 500 horsepower, the pressure of the clutch increases instantly during operation, and a huge impact force is applied to the flywheel disc, which is then transmitted to the crankshaft by the flywheel disc. Over time, the thrust plates will be damaged or worn, and the thrust effect will gradually decrease, eventually leading to damage to the cylinder or piston inside the engine.

[0004] After investigating the problematic engines, such as the 6-cylinder diesel engine, it was found that cylinder problems are more common in high-horsepower engineering vehicles, and the cylinder most prone to damage is the cylinder near the flywheel side, because the end connected to the flywheel is the main source of the crankshaft axial thrust. Damage to the other cylinders is not common. Summary of the invention

[0005] The technical problem to be solved by the utility model is to solve the deficiencies in the prior art and provide an engine crankshaft axial thrust mechanism, which adds an axial thrust bearing at one end of the crankshaft adjacent to the flywheel, and fixes the bearing on the housing of the engine, and utilizes the thrust bearing to bear the huge pressure generated when the clutch is working, thereby reducing or eliminating the axial force on the crankshaft, thereby protecting the engine.

[0006] The technical solution of the utility model is to provide the following engine crankshaft axial thrust mechanism, including an axial thrust bearing arranged at one end of the crankshaft connected to the engine flywheel, the axial thrust bearing is sleeved on the crankshaft, the axial thrust bearing limits the movement of the crankshaft toward the side away from the flywheel, and the axial thrust bearing is fixed by a bearing seat arranged on the engine housing.

[0007] Preferably, a connecting flange is provided between the crankshaft and the flywheel, the connecting flange is sleeved on the end of the crankshaft, and the connecting flange rotates synchronously with the crankshaft.

[0008] Preferably, the connecting flange and the crankshaft are connected via one or more of scored teeth, keys, and pins.

[0009] Preferably, the connecting flange is connected to the crankshaft via scored teeth, the crankshaft end is provided with external teeth, and the connecting flange is provided with internal teeth.

[0010] Preferably, one end of the connecting flange adjacent to the axial thrust bearing contacts the load-bearing inner ring of the axial thrust bearing, and one end of the connecting flange away from the axial thrust bearing is connected to the flywheel of the engine, and a gap is provided between the flywheel and the crankshaft.

[0011] Preferably, the surface where the load-bearing inner ring of the axial thrust bearing contacts the connecting flange is located on the scoring teeth, that is, the distal end of the scoring teeth extends to the load-bearing interior of the thrust bearing.

[0012] Preferably, the crankshaft end is also provided with an anti-slip device, which is a gasket and a screw.

[0013] Preferably, a limiting sleeve is sleeved on the end of the crankshaft, one side of the limiting sleeve contacts with the load-bearing inner ring of the axial thrust bearing, and the other side contacts with the flywheel, and the flywheel is fixed on the end face of the crankshaft.

[0014] Preferably, one side or both sides of the axial thrust bearing are further provided with an oil seal.

[0015] Preferably, the axial thrust bearing is arranged inside the engine casing, and an oil channel capable of providing lubricating oil to the axial thrust bearing is provided inside the engine casing.

[0016] The beneficial effects of adopting this technical solution: the setting of this mechanism can effectively prevent the force generated when the clutch is disengaged from being transmitted to the engine crankshaft, effectively avoid the engine from leaking, cylinder pulling, etc. due to the axial force on the crankshaft, protect the engine, and increase the service life of the engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a structural schematic diagram of the axial thrust mechanism of the engine crankshaft (Example 1).

[0018] Figure 2 It is a structural schematic diagram of the axial thrust mechanism of the engine crankshaft (Example 2).

[0019] As shown in the figure: 1. crankshaft, 2. flywheel, 3. axial thrust bearing, 4. bearing seat, 5. connecting flange, 6. scoring teeth, 7. load-bearing inner ring, 8. anti-slip device, 9. limit sleeve, 10. oil seal. DETAILED DESCRIPTION

[0020] For the convenience of explanation, the following Figure 1-2 , the utility model engine crankshaft axial thrust mechanism is described in detail.

[0021] Example 1: Figure 1 As shown in the figure, an axial thrust mechanism of an engine crankshaft 1 includes an axial thrust bearing 3 arranged at one end of the crankshaft 1 connected to the engine flywheel 2, the axial thrust bearing 3 is sleeved on the crankshaft 1, the axial thrust bearing 3 limits the movement of the crankshaft 1 toward the side away from the flywheel 2, and the axial thrust bearing 3 is fixed by a bearing seat 4 arranged on the engine casing. The bearing seat 4 is directly processed on the engine casing, and the axial thrust bearing 3 is fixed by the bearing seat 4 to ensure that the axial thrust bearing 3 is relatively fixed to the engine.

[0022] A connecting flange 5 is provided between the crankshaft 1 and the flywheel 2. The connecting flange 5 is sleeved on the end of the crankshaft 1, and the connecting flange 5 rotates synchronously with the crankshaft 1. The connecting flange 5 is connected to the crankshaft 1 through a scoring tooth 6. The end of the crankshaft 1 is provided with an external tooth, and the connecting flange 5 is provided with an internal tooth. With this design, there is no restriction on the movement of the connecting flange 5 in the axial direction. The end of the connecting flange 5 adjacent to the axial thrust bearing 3 contacts the load-bearing inner ring 7 of the axial thrust bearing 3, and the connecting flange 5 is away from the axial thrust bearing 3. One end is connected to the flywheel 2 of the engine, and a gap is provided between the flywheel 2 and the crankshaft 1; an external force acts on the flywheel 2, and since the flywheel 2 is not directly connected to the crankshaft 1, the external force is transmitted along the axial direction to the right end face of the connecting flange 5. The flywheel 2 and the connecting flange 5 are fixed by screws, and the connecting flange then transmits the force to the load-bearing inner ring of the axial thrust bearing 3. Since the axial thrust bearing 3 is fixed to the engine casing through the bearing seat 4 and is stationary, the external force stops after being transmitted to the axial thrust bearing 3.

[0023] In order to ensure that there is no transmission of axial force between the connecting flange 5 and the crankshaft, the surface where the load-bearing inner ring 7 of the axial thrust bearing 3 contacts the connecting flange 5 is located on the scoring tooth 6, that is, the end of the scoring tooth 6 extends to the inside of the load-bearing inner ring 7 of the axial thrust bearing.

[0024] The end of the crankshaft 1 is also provided with an anti-slip device 8, which is a gasket and a screw. The device only serves to prevent slipping and does not participate in the transmission of force. It can be omitted according to the use requirements; an oil seal 10 is also provided on one or both sides of the axial thrust bearing 3; the axial thrust bearing 3 is arranged inside the engine casing, and an oil channel is provided inside the engine casing for providing lubricating oil to the axial thrust bearing 3. The bearing needs lubrication, so by providing an oil channel, the lubricating oil in the engine can be directly used for lubrication, which is the same as the bearing lubrication before the crankshaft.

[0025] In addition, the connection flange 5 and the crankshaft 1 may be connected by a key, a pin or several other methods other than the scored teeth 6. The connection requirements are: axial force-free transmission and circumferential synchronous rotation.

[0026] Example 2: Figure 2 As shown in, on the basis of Example 1, the connecting flange 5 is not used, but a limit sleeve 9 is used instead. At the same time, one side of the limit sleeve 9 contacts the force-bearing inner ring 7 of the axial thrust bearing 3, and the other side contacts the flywheel 2. The flywheel 2 is fixed to the end face of the crankshaft 1. After the flywheel 2 and the crankshaft 1 are pressed by screws, the limit sleeve 9 is clamped. Since the axial thrust bearing 3 is directly fixed to the engine housing through the bearing seat 4, when the external force acts on the flywheel 2, the flywheel 2 transmits the force to the crankshaft and also to the limit sleeve 9. The limit sleeve 9 is blocked by the force-bearing inner ring 7 on the axial thrust bearing 3, limiting its axial movement, thereby realizing the axial movement limit of the crankshaft.

[0027] The setting of this mechanism can effectively prevent the force generated when the clutch is disengaged from being transmitted to the engine crankshaft, effectively avoiding air leakage, cylinder pulling, etc. caused by the axial force on the crankshaft, thereby protecting the engine and increasing the service life of the engine.

[0028] In the above embodiments, the best implementation mode of the utility model is described. Obviously, many changes can still be made under the inventive concept of the utility model. Here, it should be noted that any changes made under the inventive concept of the utility model will fall within the protection scope of the utility model.

Claims

1. An axial thrust mechanism for an engine crankshaft, characterized in that: The invention comprises an axial thrust bearing (3) arranged at one end of a crankshaft (1) connected to an engine flywheel (2), wherein the axial thrust bearing (3) is sleeved on the crankshaft (1), and the axial thrust bearing (3) limits the movement of the crankshaft (1) toward a side away from the flywheel (2), and the axial thrust bearing (3) is fixed by a bearing seat (4) arranged on the engine housing.

2. The engine crankshaft axial thrust mechanism according to claim 1, characterized in that: A connecting flange (5) is provided between the crankshaft (1) and the flywheel (2); the connecting flange (5) is sleeved on the end of the crankshaft (1); and the connecting flange (5) rotates synchronously with the crankshaft (1).

3. The engine crankshaft axial thrust mechanism according to claim 2, characterized in that: The connecting flange (5) and the crankshaft (1) are connected via one or more of scored teeth (6), keys, and pins.

4. The engine crankshaft axial thrust mechanism according to claim 3, characterized in that: The connecting flange (5) and the crankshaft (1) are connected via scored teeth (6); the end of the crankshaft (1) is provided with external teeth, and the connecting flange (5) is provided with internal teeth.

5. The engine crankshaft axial thrust mechanism according to claim 4, characterized in that: One end of the connecting flange (5) adjacent to the axial thrust bearing (3) contacts the load-bearing inner ring (7) of the axial thrust bearing (3), and one end of the connecting flange (5) away from the axial thrust bearing (3) is connected to the flywheel (2) of the engine, and a gap is provided between the flywheel (2) and the crankshaft (1).

6. The engine crankshaft axial thrust mechanism according to claim 5, characterized in that: The surface where the load-bearing inner ring of the axial thrust bearing (3) contacts the connecting flange (5) is located on the scoring teeth (6), that is, the end of the scoring teeth (6) extends to the inside of the load-bearing inner ring (7) of the axial thrust bearing.

7. The engine crankshaft axial thrust mechanism according to claim 6, characterized in that: The end of the crankshaft (1) is also provided with an anti-slip device (8), wherein the anti-slip device comprises a gasket and a screw.

8. The engine crankshaft axial thrust mechanism according to claim 1, characterized in that: The end of the crankshaft (1) is sleeved with a limiting sleeve (9), one side of the limiting sleeve (9) is in contact with the load-bearing inner ring (7) of the axial thrust bearing (3), and the other side is in contact with the flywheel (2), and the flywheel (2) is fixed to the end face of the crankshaft (1).

9. The engine crankshaft axial thrust mechanism according to any one of claims 1 to 8, characterized in that: An oil seal (10) is also provided on one or both sides of the axial thrust bearing (3).

10. The engine crankshaft axial thrust mechanism according to claim 9, characterized in that: The axial thrust bearing (3) is arranged inside the engine housing, and an oil passage capable of providing lubricating oil to the axial thrust bearing (3) is provided inside the engine housing.

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