Engine crankshaft structure with high load capacity

Abstract

The utility model discloses an engine crankshaft structure with high load capacity, which particularly relates to the field of engine crankshafts and comprises a main journal, a counterweight is arranged on one side of the main journal, a connecting rod journal shaft is arranged on one side of the counterweight, and a strengthening layer is arranged on the outer surface of the main journal. A wear-resistant layer is arranged on the outer surface of the connecting rod neck shaft, reinforcing ribs are arranged on the outer walls of the two sides of the crank, a sliding way is arranged on the side, away from the connecting rod neck shaft, of the balance weight, a sliding block is embedded in the sliding way, a connecting frame is connected to one side of the sliding block, and a centrifugal part is connected to the end, away from the sliding block, of the connecting frame. The supporting performance and the abrasion resistance of the connecting rod neck shaft are improved through the strengthening layer and the abrasion-resistant layer, the situation that due to long-time friction, the fit clearance is increased, and the sealing performance and the performance of an engine are affected is avoided, restoring torque can be applied to the crankshaft through the centrifugal part, and therefore the smooth performance of the engine is optimized.

Description

Technical Field

[0001] The utility model relates to the field of engine crankshafts, and more specifically, to an engine crankshaft structure with high load capacity. Background Art

[0002] The engine crankshaft is one of the core components of the engine. Its main function is to convert the reciprocating linear motion of the piston into rotational motion, thereby driving other parts of the engine, such as the generator, fan, etc. The crankshaft is connected to the piston through a connecting rod. The connecting rod transmits the up and down motion of the piston to the crankshaft. The rotational motion of the crankshaft is transmitted to the transmission through the crankshaft journal, and finally drives the car to move;

[0003] After searching, the existing patent (publication number: CN113623311A) discloses an engine crankshaft, including a crankshaft body, wherein the crankshaft body includes a front journal, a first crank, a first connecting rod journal, a second crank, a first main journal, a third crank, a second connecting rod journal, a fourth crank, a second main journal, a fifth crank, a third connecting rod journal, a sixth crank, a third main journal, a seventh crank, a fourth connecting rod journal, an eighth crank and a tail journal, wherein the front journal, the first crank, the first connecting rod journal, the second crank, the first main journal, the third crank, the second connecting rod journal, the fourth crank, the second main journal, the fifth crank, the third connecting rod journal, the sixth crank, the third main journal, the seventh crank, the fourth connecting rod journal, the eighth crank and the tail journal are fixedly connected in sequence. The present invention makes the performance of the crankshaft more reliable and prolongs the service life of the crankshaft. In the process of realizing the utility model, the inventor found that the prior art has the following problems:

[0004] The existing engine crankshaft will experience wear during long-term operation, especially the contact area between the journal and the bearing. The wear may cause the fit clearance to increase, affecting the sealing and performance of the engine. Secondly, in order to improve the speed uniformity of the crankshaft, the usual solution is to increase the inertia of the crankshaft or the inertia of the flywheel. Although it can improve the speed uniformity of the engine crankshaft to a certain extent, the friction loss of the engine will increase and the fuel consumption will be higher due to the greatly increased mass and size of the crankshaft and the flywheel.

[0005] Therefore, in view of the above problems, an engine crankshaft structure with high load capacity is proposed. Utility Model Content

[0006] In order to overcome the above defects of the prior art, the utility model provides an engine crankshaft structure with high load capacity to solve the problems raised in the above background technology.

[0007] To achieve the above-mentioned objectives, the utility model provides the following technical solutions: a high-load-capacity engine crankshaft structure, comprising a main journal, a balancing weight is arranged on one side of the main journal, a connecting rod neck shaft is arranged on one side of the balancing weight, a crank is arranged on the side of the connecting rod neck shaft away from the balancing weight, a strengthening layer is arranged on the outer surface of the main journal, a wear-resistant layer is arranged on the outer surface of the connecting rod neck shaft, reinforcing ribs are arranged on the outer walls of both sides of the crank, a slideway is arranged on the side of the balancing weight away from the connecting rod neck shaft, a slider is embedded in the slideway, one side of the slider is connected to a connecting frame, and the end of the connecting frame away from the slider is connected to a centrifugal member.

[0008] Preferably, limiting blocks are provided at both side edges of the slideway, and limiting grooves are arranged on the inner wall of the slideway.

[0009] Preferably, both ends of the limit block are connected with clamping blocks, and two groups of the clamping blocks are respectively embedded in the limit grooves.

[0010] Preferably, the clamping block is fixed to the limiting groove via a positioning pin, and a buffer pad is provided on a surface of one side of the limiting block close to the sliding block, and the buffer pad is made of rubber.

[0011] Preferably, a main journal oil hole is provided on a middle outer wall of the main journal, a connecting rod journal oil hole is provided on a middle outer wall of the connecting rod journal shaft, and the main journal oil hole is communicated with the connecting rod journal oil hole.

[0012] Preferably, crank ends are provided on both side ends of the main journal.

[0013] Technical effects and advantages of the utility model:

[0014] 1. Compared with the prior art, this engine crankshaft structure with high load capacity can strengthen the supporting function of the main journal through the strengthening layer to avoid the main journal from being broken due to excessive pressure. The wear-resistant layer improves the wear resistance of the connecting rod journal shaft to avoid the increase of the fitting clearance due to long-term friction, which affects the sealing and performance of the engine.

[0015] 2. Compared with the prior art, this engine crankshaft structure with high load capacity can apply a restoring torque to the crankshaft by adopting a centrifugal part, which helps to reduce the instability of the crankshaft when the speed changes, thereby optimizing the smooth performance of the engine, thereby reducing the speed fluctuation of the crankshaft structure and improving the uniformity of the engine speed. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a schematic diagram of the overall structure of the utility model.

[0017] Figure 2 This is a schematic diagram of the counterweight structure of the utility model.

[0018] Figure 3 It is a structural schematic diagram of the slideway and the upper sliding block of the utility model.

[0019] Figure 4 This is a schematic diagram of the connection structure between the connecting frame and the centrifugal member of the utility model.

[0020] The accompanying drawings are marked as follows: 1. main journal; 2. balance weight; 3. connecting rod journal shaft; 4. crank; 5. strengthening layer; 6. wear-resistant layer; 7. reinforcing ribs; 8. slideway; 9. slider; 10. connecting frame; 11. centrifugal part; 12. limit block; 121. buffer pad; 13. limit groove; 14. clamping block; 15. locating pin; 16. main journal oil hole; 17. connecting rod journal oil hole; 18. crank end. DETAILED DESCRIPTION

[0021] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0022] Example 1

[0023] As attached Figures 1 to 3 The engine crankshaft structure with high load capacity shown in the figure includes a main journal 1, and is characterized in that: a balancing weight 2 is arranged on one side of the main journal 1, a connecting rod neck shaft 3 is arranged on one side of the balancing weight 2, a crank 4 is arranged on the side of the connecting rod neck shaft 3 away from the balancing weight 2, a strengthening layer 5 is arranged on the outer surface of the main journal 1, a wear-resistant layer 6 is arranged on the outer surface of the connecting rod neck shaft 3, reinforcing ribs 7 are arranged on the outer walls of both sides of the crank 4, a slideway 8 is arranged on the side of the balancing weight 2 away from the connecting rod neck shaft 3, a slider 9 is embedded in the slideway 8, a connecting frame 10 is connected to one side of the slider 9, and a centrifugal part 11 is connected to the end of the connecting frame 10 away from the slider 9.

[0024] Among them: the main journal 1 is the supporting part of the crankshaft, connected to the main bearing of the engine, and bears the radial load of the crankshaft. The connecting rod neck shaft 3 plays the role of transmitting the connecting rod force. The strengthening layer 5 is made of high-density strengthened metal material, etc. The strengthening layer 5 can strengthen the supporting role of the main journal 1 to prevent the main journal 1 from being broken due to excessive pressure. The wear-resistant layer 6 improves the wear resistance of the connecting rod neck shaft 3 to prevent the increase of the matching clearance due to long-term friction, which affects the sealing and performance of the engine. The slider 9 can slide in the slideway 8 so that the centrifugal part 11 can slide and displace along the slideway 8. When the crankshaft suddenly accelerates, the centrifugal part 11 on the side of the counterweight 2 will lag slightly behind the new speed of the crankshaft due to inertia and perform counterclockwise circular motion relative to the crankshaft.

[0025] On the contrary, when the crankshaft slows down, the centrifugal part 11 on one side of the counterweight 2 will maintain its initial speed due to inertia, and perform clockwise circular motion relative to the crankshaft, and the circular motion of the centrifugal part 11 is coaxial with the circular motion of the counterweight 2, avoiding significant changes in the external volume of the counterweight 2. This movement mode means that the centrifugal part 11 can apply a restoring torque to the crankshaft, which helps to reduce the instability of the crankshaft when the speed changes, thereby optimizing the smooth performance of the engine, thereby reducing the speed fluctuation of the crankshaft structure and improving the uniformity of the engine speed.

[0026] Example 2

[0027] Based on Example 1, the solution in Example 1 is further detailed in combination with the following specific working method. Figures 1 to 4 As shown, see the following description for details:

[0028] As a preferred embodiment, limiting blocks 12 are provided at both side edges of the slideway 8, and limiting grooves 13 are arranged on the inner wall of the slideway 8; further, the limiting blocks 12 and the limiting grooves 13 play a limiting role.

[0029] As a preferred embodiment, both ends of the limit block 12 are connected with a clamping block 14, and the two groups of clamping blocks 14 are respectively embedded in the limit grooves 13; further, by embedding the clamping blocks 14 in the limit grooves 13 at different positions, the slider 9 can be adjusted in the space in which the slideway 8 can slide as a whole, thereby realizing the adjustment of the magnitude of the reaction force of the centrifugal member 11 on the crankshaft, so as to facilitate adjustment to different engine conditions.

[0030] As a preferred embodiment, the blocking block 14 and the limiting groove 13 are fixed by a positioning pin 15, and a buffer pad 121 is provided on the surface of the limiting block 12 on one side close to the slider 9, and the buffer pad 121 is made of rubber; further, the positioning pin 15 plays a positioning role, and the buffer pad 121 can buffer the shock generated by the slider 8 and the centrifugal member 11 hitting the limiting block 12 when they move.

[0031] As a preferred embodiment, a main journal oil hole 16 is provided on the middle outer wall of the main journal 1, and a connecting rod neck oil hole 17 is provided on the middle outer wall of the connecting rod neck shaft 3, and the main journal oil hole 16 is connected with the connecting rod neck oil hole 17; further, the main journal oil hole 16 and the connecting rod neck oil hole 17 can enter lubricating oil to facilitate lubrication and heat dissipation of the crankshaft.

[0032] As a preferred embodiment, crank ends 18 are provided at both side ends of the main journal 1; further, the crank ends 18 can be connected to a pulley or a shock absorber to transmit power.

[0033] The working process of the utility model is as follows: first, the crankshaft body is fixedly installed in the engine housing, and the crank end 18 is connected to the pulley or shock absorber to transmit power. The strengthening layer 5 can strengthen the supporting effect of the main journal 1 to prevent the main journal 1 from being broken due to excessive pressure. The wear-resistant layer 6 improves the wear resistance of the connecting rod neck shaft 3 to prevent the increase of the matching clearance due to long-term friction, which affects the sealing and performance of the engine. When the crankshaft suddenly accelerates, the centrifugal part 11 on one side of the counterweight 2 will lag slightly behind the new speed of the crankshaft due to inertia, and perform counterclockwise circular motion relative to the crankshaft;

[0034] On the contrary, when the crankshaft slows down, the centrifugal member 11 on one side of the counterweight 2 will maintain its initial speed due to inertia and perform clockwise circular motion relative to the crankshaft. This movement mode means that the centrifugal member 11 can apply a restoring torque to the crankshaft, which helps to reduce the instability of the crankshaft when the speed changes, thereby optimizing the smooth performance of the engine, thereby reducing the speed fluctuation of the crankshaft structure and improving the uniformity of the engine speed. By embedding the block 14 in the limit groove 13 at different positions, the slider 9 can be adjusted in the space where the slide 8 can slide as a whole, thereby adjusting the size of the reaction force of the centrifugal member 11 on the crankshaft to facilitate adjustment in response to different engine conditions. The buffer pad 121 can buffer the shock generated by the slider 8 and the centrifugal member 11 hitting the limit block 12 when moving. The above is the working principle of this engine crankshaft structure with high load capacity.

[0035] Finally: The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present utility model should be included in the protection scope of the present utility model.

Claims

1. An engine crankshaft structure with high load capacity, comprising a main journal (1), characterized in that: A balancing weight (2) is arranged on one side of the main journal (1), a connecting rod neck shaft (3) is arranged on one side of the balancing weight (2), a crank (4) is arranged on the side of the connecting rod neck shaft (3) away from the balancing weight (2), a strengthening layer (5) is arranged on the outer surface of the main journal (1), a wear-resistant layer (6) is arranged on the outer surface of the connecting rod neck shaft (3), reinforcing ribs (7) are arranged on the outer walls of both sides of the crank (4), a slideway (8) is arranged on the side of the balancing weight (2) away from the connecting rod neck shaft (3), a slider (9) is embedded in the slideway (8), a connecting frame (10) is connected to one side of the slider (9), and a centrifugal member (11) is connected to the end of the connecting frame (10) away from the slider (9).

2. The engine crankshaft structure with high load capacity according to claim 1, characterized in that: Limiting blocks (12) are arranged at both side edges of the slideway (8), and limiting grooves (13) are arranged on the inner wall of the slideway (8).

3. The engine crankshaft structure with high load capacity according to claim 2, characterized in that: Both ends of the limit block (12) are connected to clamping blocks (14), and two groups of clamping blocks (14) are respectively embedded in the limit grooves (13).

4. The engine crankshaft structure with high load capacity according to claim 3, characterized in that: The clamping block (14) and the limiting groove (13) are fixed via a positioning pin (15); a buffer pad (121) is provided on a surface of one side of the limiting block (12) close to the sliding block (9); and the buffer pad (121) is made of rubber.

5. The engine crankshaft structure with high load capacity according to claim 1, characterized in that: A main journal oil hole (16) is provided on the middle outer wall of the main journal (1), and a connecting rod journal oil hole (17) is provided on the middle outer wall of the connecting rod journal shaft (3); the main journal oil hole (16) is communicated with the connecting rod journal oil hole (17).

6. The engine crankshaft structure with high load capacity according to claim 1, characterized in that: Crank ends (18) are provided at both side ends of the main journal (1).

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