Wear-resistant easy-to-replace automobile engine crankshaft structure

Abstract

The utility model discloses a wear-resistant easy-to-replace automobile engine crankshaft structure, and particularly relates to the technical field of automobile engine crankshafts, the wear-resistant easy-to-replace automobile engine crankshaft structure comprises main journals, a front end shaft, an output end and a wear-resistant component, crankshafts are arranged among three groups of main journals, the front end shaft is arranged on the left side of one group of crankshafts, the output end is arranged on the right side of the other group of crankshafts, and the wear-resistant component is arranged on the front end shaft. Connecting rod journals are arranged on the opposite faces of every two sets of crankshafts. The wear-resisting assemblies are arranged on the outer surfaces of the main journals and the outer surfaces of the connecting rod journals correspondingly. The rubber layer and the hard alloy ring of the wear-resistant assembly are combined together, so that a protective layer with good wear-resistant performance can be formed. Direct contact between the crankshaft and other metal parts can be effectively reduced, so that friction and abrasion are reduced, the service life of the crankshaft is prolonged, maintenance cost is reduced, a detachable abrasion-resistant layer is formed, maintenance can be conducted only by replacing the rubber layer and the hard alloy ring assembly without replacing the whole crankshaft, and replacement and maintenance are convenient.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile engine crankshafts, and more specifically, to a wear-resistant and easy-to-replace automobile engine crankshaft structure. Background Art

[0002] The crankshaft is a mechanical part and an important component in the engine. It converts the linear reciprocating motion of the piston and connecting rod inside the engine into rotational motion to drive other components to operate. With the rapid development of today's social economy, cars have become a necessity for every household, so the demand for crankshafts is also increasing;

[0003] After searching, the existing patent (publication number: CN213598388U) discloses a tapped engine crankshaft, including a No. 1 flywheel, a middle shaft rod is integrated in the front middle of the No. 1 flywheel, and the outer side of the middle shaft rod is evenly covered with middle shaft transmission teeth in a circumferential form, and a fixing hole is provided in the front middle of the middle shaft rod, and the front end of the middle shaft rod is nested and connected with a middle shaft sleeve, and the inner side of the middle shaft sleeve is evenly provided with middle shaft tooth grooves in a circumferential form, and the middle shaft sleeve is integrated in the rear middle of the No. 1 end shaft, and a countersunk hole is provided in the front middle of the No. 1 end shaft, and a fastening bolt is provided on the inner side of the countersunk hole, and the rear end of the fastening bolt and the fixing hole form a threaded connection structure. The tapped engine crankshaft can be easily combined and adjusted at will, and assembled and adjusted according to application requirements, with a wide range of applications, and a simple and reliable structure that is easy to maintain, and has low maintenance costs. It can be replaced according to the damaged position without replacing the entire crankshaft. In the process of realizing the utility model, the inventor found that the prior art has the following problems:

[0004] When the engine is working, the existing crankshaft is responsible for the conversion and transmission of torque, and bears the strong force from the piston and connecting rod. Long-term high-speed rotation and repeated work will cause wear and fatigue on the crankshaft surface. However, as a key component of the engine, the structure and stability of the crankshaft play a vital role in the overall performance. Too frequent replacement will affect the stability of the overall structure. Therefore, when using a wear-resistant and easy-to-replace automobile engine crankshaft structure, a wear-resistant layer and easy replacement are required;

[0005] Therefore, in view of the above problems, a wear-resistant and easy-to-replace automobile engine crankshaft structure is proposed. Utility Model Content

[0006] In order to overcome the above defects of the prior art, the utility model provides a wear-resistant and easy-to-replace automobile engine crankshaft structure to solve the problems raised in the above background technology.

[0007] To achieve the above-mentioned purpose, the utility model provides the following technical solutions: a wear-resistant and easy-to-replace automobile engine crankshaft structure, comprising a main journal, a front end shaft, an output end and a wear-resistant component, wherein the main journal is provided in three groups, and crankshafts are provided between the three groups of main journals, and the crankshafts are provided in several groups, wherein the front end shaft is provided on the left side of one group of the crankshafts, and the output end is provided on the right side of another group of the crankshafts, and the opposite surfaces of each two groups of the crankshafts are provided with connecting rod journals, and the wear-resistant components are respectively provided on the outer surfaces of the main journals and the connecting rod journals;

[0008] The wear-resistant component includes a carbide ring, which is arranged on the outer surface of the main shaft neck. The carbide ring is provided in two groups, and the surfaces of the two groups of carbide rings are provided with screw grooves, and the inner cavities of the screw grooves are provided with screws. The opposite surfaces of the two groups of carbide rings are provided with rubber layers, and the surfaces of the rubber layers are provided with mounting holes.

[0009] Preferably, the main journals and the connecting rod journals are movably connected to the crankshaft in a staggered arrangement, and lubricating oil holes are provided on the front end surfaces of the main journals and the connecting rod journals.

[0010] Preferably, threaded holes are provided on the outer surfaces of the main journal and the connecting rod journal, and the threaded holes are provided in a plurality of groups, and a balancing block is provided at one end of the crankshaft in each group.

[0011] Preferably, the numbers of the mounting holes, screws and threaded holes are corresponding, and the screws pass through the screw slots, the mounting holes and the threaded holes in sequence to engage with each other.

[0012] Preferably, the two groups of carbide rings and the two groups of rubber layers each form a group of circular ring structures, and the inner surface of the carbide ring and the outer surface of the rubber layer abut against each other.

[0013] Preferably, the main journal, the front end shaft and the output end are positioned at the same level and correspond to each other, and the outer diameters of the main journal and the connecting rod journal are the same.

[0014] Technical effects and advantages of the utility model:

[0015] 1. Compared with the prior art, the wear-resistant and easy-to-replace automobile engine crankshaft structure can form a protective layer with good wear resistance by combining the rubber layer and the hard alloy ring of the wear-resistant component. It can effectively reduce the direct contact between the crankshaft and other metal parts, thereby reducing friction, reducing wear, extending the service life of the crankshaft, and reducing maintenance costs.

[0016] 2. Compared with the prior art, the wear-resistant and easily replaceable automobile engine crankshaft structure combines the rubber layer and the carbide ring to form a detachable wear-resistant layer, which is convenient for replacement and maintenance. When the wear-resistant layer is severely worn, only the rubber layer and the carbide ring assembly need to be replaced, and the entire crankshaft does not need to be replaced for maintenance. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a schematic diagram of the overall front view structure of the utility model.

[0018] Figure 2 It is a schematic diagram of the three-dimensional structure of the wear-resistant component of the utility model.

[0019] Figure 3 It is a front view structural diagram of the threaded hole of the utility model.

[0020] Figure 4 For this utility model Figure 2 Schematic diagram of the local enlarged structure at A in the figure.

[0021] The figures are marked as follows: 1. main journal; 2. crankshaft; 3. front end shaft; 4. output end; 5. connecting rod journal; 6. wear-resistant component; 601. carbide ring; 602. screw groove; 603. mounting hole; 604. screw; 605. rubber layer; 7. lubricating oil hole; 8. balance block; 9. threaded hole. DETAILED DESCRIPTION

[0022] 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.

[0023] Example 1

[0024] As attached Figures 1 to 4 A wear-resistant and easily replaceable automobile engine crankshaft structure shown in the figure comprises a main journal 1, a front end shaft 3, an output end 4 and a wear-resistant component 6, the main journal 1 is provided with three groups, crankshafts 2 are provided between the three groups of main journals 1, the crankshafts 2 are provided with several groups, the front end shaft 3 is provided on the left side of one group of crankshafts 2, the output end 4 is provided on the right side of another group of crankshafts 2, the opposite surfaces of every two groups of crankshafts 2 are provided with connecting rod journals 5, and the wear-resistant components 6 are respectively provided on the outer surfaces of the main journal 1 and the connecting rod journal 5;

[0025] The wear-resistant component 6 includes a carbide ring 601, which is arranged on the outer surface of the main shaft neck 1. There are two groups of carbide rings 601. The surfaces of the two groups of carbide rings 601 are provided with screw grooves 602. The inner cavity of the screw groove 602 is provided with a screw 604. The opposite surfaces of the two groups of carbide rings 601 are provided with rubber layers 605. The surface of the rubber layer 605 is provided with mounting holes 603.

[0026] Among them: the main journal 1 is connected to the connecting rod journal 5 through the crankshaft 2, the crankshaft 2 converts the reciprocating motion into rotational motion, the front end shaft 3 is responsible for transmitting the rotational force to the corresponding parts of the mechanical equipment, the output end 4 receives the energy transmitted by the crankshaft 2 and converts it into the actual output of the mechanical equipment, the rubber layer 605 is arranged on the outer surface of the main journal 1 and the connecting rod journal 5, and reduces the wear of the main journal 1 and the connecting rod journal 5 through its wear resistance and provides buffering, the carbide ring 601 is arranged on the surface of the rubber layer 605 to realize the transmission function connected to other connecting structures, and the screw 604 penetrates the screw groove 602 and the mounting hole 603, thereby engaging with the threaded hole 9 to ensure the stable installation of the wear-resistant component 6.

[0027] Example 2

[0028] 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:

[0029] As a preferred embodiment, the main journal 1 and the connecting rod journal 5 are movably connected to the crankshaft 2 in a staggered arrangement, and the front end surfaces of the main journal 1 and the connecting rod journal 5 are both provided with lubricating oil holes 7; further, the staggered arrangement between the main journal 1 and the connecting rod journal 5 provides a stable structure, and the supporting lubricating oil holes 7 can facilitate lubrication of the main journal 1 with lubricating oil, thereby reducing friction, extending the life of parts, and ensuring smooth operation of the system.

[0030] As a preferred embodiment, threaded holes 9 are provided on the outer surfaces of the main journal 1 and the connecting rod journal 5. Several groups of threaded holes 9 are provided, and a balancing block 8 is provided at one end of each group of crankshafts 2; further, the threaded holes 9 provide a connection method for the main journal 1, the connecting rod journal 5 and the wear-resistant component 6. The balancing block 8 solves the balance problem of the crankshaft 2, reduces vibration and noise, and improves the stability and smoothness of the system.

[0031] As a preferred embodiment, the number of mounting holes 603, screws 604 and threaded holes 9 all correspond, and the screws 604 pass through the screw groove 602, the mounting holes 603 and the threaded holes 9 in sequence to engage with each other; further, the screws 604 pass through the screw groove 602 of the carbide ring 601 and the mounting holes 603 of the rubber layer 605, thereby fixing and installing it. When disassembling, it only needs to rotate the screws 604 to remove them from the threaded holes 9 to disassemble it as a whole.

[0032] As a preferred embodiment, the two groups of carbide rings 601 and the two groups of rubber layers 605 each form a group of circular ring structures, and the inner surface of the carbide ring 601 and the outer surface of the rubber layer 605 abut against each other; further, the circular ring structure is convenient for fitting the main journal and the connecting rod journal 5, and the rubber layer 605 can effectively absorb vibration and impact force, reducing the wear effect of the transmission system.

[0033] As a preferred embodiment, the positions of the main journal 1, the front end shaft 3 and the output end 4 are in correspondence with each other at the same level, and the outer diameters of the main journal 1 and the connecting rod journal 5 are the same; further, the outer diameter of the main journal 1 is the same as that of the connecting rod journal 5, ensuring a close fit between the two, thereby reducing energy loss during rotation, and corresponding to the same level so that the components remain horizontally aligned to ensure normal operation of the engine.

[0034] The working process of the utility model is as follows: first, when the engine is running, the connecting rod journal 5 transmits the reciprocating motion of the piston to the crankshaft 2 to help generate rotational motion. The connecting rod journal 5 is connected to the crankshaft 2. The crankshaft 2 realizes rotational motion under the support of the main journal 1, and the crankshaft 2 maintains rotational balance through the action of the balance block 8. At this time, the front end shaft 3 and the output end 4 on the crankshaft 2 participate in the energy conversion process. The front end shaft 3 is connected to the flywheel or clutch of the engine to transmit power and rotational force, and finally output power. The output end 4 is connected to the transmission system to transmit the power generated by the engine to the transmission system of the vehicle, thereby driving the vehicle to move. When the machine is running, the hardness of the wear-resistant component 6 The carbide ring 601 protects the outer surfaces of the main journal 1 and the connecting rod journal 5 to reduce wear, and the rubber layer 605 absorbs and transforms vibrations and impacts when they occur, thereby protecting the main journal 1 and the connecting rod journal 5, and lubricating them through the lubricating oil hole 7. The carbide ring 601 can withstand high-speed rotation and friction, and the screw 604 penetrates the screw groove 602 of the carbide ring 601 and the mounting hole 603 of the rubber layer 605, so as to fix it on the outer surfaces of the main journal 1 and the connecting rod journal 5. When disassembling, it is only necessary to rotate the screw 604 and remove it from the threaded hole 9 to disassemble it as a whole. The above is the working principle of this wear-resistant and easy-to-replace automobile engine crankshaft structure.

[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. A wear-resistant and easily replaceable automobile engine crankshaft structure, comprising a main journal (1), a front end shaft (3), an output end (4) and a wear-resistant component (6), characterized in that: The main journals (1) are provided in three groups, and crankshafts (2) are provided between the three groups of the main journals (1). The crankshafts (2) are provided in a plurality of groups, and the front end shaft (3) is provided on the left side of one group of the crankshafts (2), and the output end (4) is provided on the right side of another group of the crankshafts (2). The opposite surfaces of every two groups of the crankshafts (2) are provided with connecting rod journals (5), and the wear-resistant components (6) are respectively provided on the outer surfaces of the main journals (1) and the connecting rod journals (5); The wear-resistant component (6) comprises a hard alloy ring (601), which is arranged on the outer surface of the main shaft neck (1). The hard alloy ring (601) is provided in two groups, and the surfaces of the two groups of hard alloy rings (601) are provided with screw grooves (602), and the inner cavities of the screw grooves (602) are provided with screws (604). The opposite surfaces of the two groups of hard alloy rings (601) are provided with rubber layers (605), and the surfaces of the rubber layers (605) are provided with mounting holes (603).

2. The wear-resistant and easily replaceable automobile engine crankshaft structure according to claim 1, characterized in that: The main journal (1) and the connecting rod journal (5) are movably connected to the crankshaft (2) in a staggered arrangement, and lubricating oil holes (7) are provided on the front end surfaces of the main journal (1) and the connecting rod journal (5).

3. The wear-resistant and easily replaceable automobile engine crankshaft structure according to claim 2, characterized in that: The outer surfaces of the main journal (1) and the connecting rod journal (5) are both provided with threaded holes (9), and the threaded holes (9) are arranged in a plurality of groups, and a balancing block (8) is arranged at one end of the crankshaft (2) in each group.

4. The wear-resistant and easily replaceable automobile engine crankshaft structure according to claim 3, characterized in that: The number of the mounting holes (603), screws (604) and threaded holes (9) all correspond to each other, and the screws (604) sequentially penetrate the screw slots (602), the mounting holes (603) and the threaded holes (9) to mesh with each other.

5. The wear-resistant and easily replaceable automobile engine crankshaft structure according to claim 1, characterized in that: The two groups of hard alloy rings (601) and the two groups of rubber layers (605) each form a group of circular ring structures, and the inner surface of the hard alloy ring (601) and the outer surface of the rubber layer (605) are in contact with each other.

6. The wear-resistant and easily replaceable automobile engine crankshaft structure according to claim 2, characterized in that: The main journal (1), the front end shaft (3) and the output end (4) are located at the same level and correspond to each other. The main journal (1) and the connecting rod journal (5) have the same outer diameter.

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