Combined crankshaft
By setting splines at both ends of the main journal and the crank pin journal of the combined crankshaft, and combining the connection method of the thrust bearing and interference fit, the problem of vibration or failure of the existing combined crankshaft due to machining accuracy is solved, and the problem of vibration or failure of the existing combined crankshaft is realized. Higher torque bearing capacity and accuracy, reducing maintenance costs and processing difficulties.
Patent Information
- Application Number
- CN202421375117.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-06-17
- Publication Date
- 2025-02-18
- Estimated Expiration
- 2034-06-17
AI Technical Summary
The existing combined crankshafts are likely to cause vibration or failure due to machining accuracy problems.
By setting splines at both ends of the main shaft journal and the crank pin journal, and combining the connection method of thrust bearing and interference fit, the torque bearing capacity and accuracy of the crankshaft are improved.
Higher torque carrying capacity and higher accuracy are achieved, reducing maintenance costs and machining difficulties, while maintaining the stability of the equipment during high-speed movement.
Smart Images
Figure CN222502388U_ABST
Abstract
Description
Technical Field
[0001] The utility model belongs to the technical field of crankshafts, and in particular relates to a combined crankshaft. Background Art
[0002] The crankshaft is a vital component in the internal combustion engine. Its main function is to convert the reciprocating linear motion of the piston into rotational motion, thereby driving the other parts of the engine to work. The combined crankshaft is a special crankshaft design that is composed of multiple independent parts, including the main journal, connecting rod journal, crank and balance block. This design allows each part of the crankshaft to be processed and manufactured separately, and then assembled into a complete crankshaft. The advantage of this design is that it can simplify the production process, reduce the difficulty of processing, and help reduce the cost of maintenance and replacement. The existing combined crankshaft has problems such as processing accuracy during operation, which can easily cause it to vibrate or fail. Utility Model Content
[0003] In order to solve the problems raised in the above background technology, the utility model provides a combined crankshaft, which solves the problem that the existing combined crankshaft is prone to vibration or failure due to problems such as processing accuracy during operation.
[0004] To achieve the above-mentioned purpose, the utility model provides the following technical solutions: a combined crankshaft, including a crank end head, one end of the crank end head is fixedly connected to a camshaft drive sprocket mounting shaft, the other end of the camshaft drive sprocket mounting shaft is fixedly connected to a thrust bearing, the other end of the thrust bearing is fixedly connected to a main bearing journal, a main bearing journal oil hole is provided inside the main bearing journal, a balancing block is sleeved on the other end of the main bearing journal, a crank pin journal is inserted into the balancing block, a crank pin oil hole is provided inside the crank pin journal, a crank is sleeved on the outer surface of the crank pin journal, and one end of the main bearing journal is fixedly connected to a flange.
[0005] Preferably, the main bearing journal and the main shaft journal are both designed to be splined.
[0006] Preferably, the number of the balancing weights is two groups, with two weights in each group, and each group is rotated by degrees.
[0007] Preferably, keyways are provided inside the crank end and the camshaft transmission chain mounting shaft.
[0008] Preferably, the number of the main journals is three and they are arranged linearly.
[0009] Preferably, the number of the main bearing journals is two, and they are arranged on one side of the flange and one side of the thrust bearing.
[0010] Preferably, there are two cranks, and their positions correspond to the balancing weights.
[0011] Compared with the prior art, the beneficial effects of the utility model are:
[0012] 1. The combined crankshaft can withstand stronger torque through the spline settings at both ends of the main journal and the crankpin journal. The balance block and the crank are connected by splines, which reduces the maintenance cost and processing difficulty. The thrust bearing can keep the equipment stable even at high speed. The interference fit connection method makes the connection firmer than that of ordinary combined crankshafts. At the same time, compared with other matching methods, the interference fit and spline complement each other, making it have extremely high precision.
[0013] 2. The combined crankshaft has a smaller crank, which reduces the overall weight of the crankshaft. Different splines ensure that the strength of the main journal and the crankpin journal will not be reduced to varying degrees due to the setting of the splines. BRIEF DESCRIPTION OF THE DRAWINGS
[0014] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present invention, and together with the embodiments of the present invention, they are used to explain the present invention and do not constitute a limitation on the present invention. In the drawings:
[0015] Figure 1 It is a complete structural schematic diagram of the utility model;
[0016] Figure 2 This is a front view structural diagram of the utility model;
[0017] Figure 3 This is the main journal structure diagram of the utility model;
[0018] Figure 4 This is a structural diagram of the crank pin journal of the utility model.
[0019] In the figure: 1. Crank end; 2. Camshaft drive sprocket mounting shaft; 3. Thrust bearing; 4. Balance block; 5. Crank; 6. Main journal; 7. Crank pin journal; 8. Flange; 9. Main bearing journal; 10. Keyway; 11. Main journal oil hole; 12. Crank pin oil hole. DETAILED DESCRIPTION
[0020] The technical solutions in the embodiments of the utility model will be clearly and completely described below in conjunction with the drawings in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, rather than all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the utility model.
[0021] See also Figure 1-4 The utility model provides the following technical solutions: a combined crankshaft comprises a crank end 1, one end of the crank end 1 is fixedly connected with a camshaft transmission sprocket mounting shaft 2, the other end of the camshaft transmission sprocket mounting shaft 2 is fixedly connected with a thrust bearing 3, the other end of the thrust bearing 3 is fixedly connected with a main bearing journal 9, a main bearing journal oil hole 11 is provided inside the main bearing journal 9, a balancing block 4 is sleeved on the other end of the main bearing journal 9, a crank pin journal 7 is inserted inside the balancing block 4, a crank pin oil hole 12 is provided inside the crank pin journal 7, a crank 5 is sleeved on the outer surface of the crank pin journal 7, and a flange 8 is fixedly connected to one end of the main bearing journal 9.
[0022] In this embodiment, the spline arrangement at both ends of the main journal 6 and the crankpin journal 7 enables it to withstand stronger torque, the spline connection between the balance block and the crank reduces its maintenance cost and processing difficulty, the setting of the thrust bearing 3 enables it to maintain the stability of the equipment even at high speed, the interference fit connection mode makes it more firmly connected than the ordinary combined crankshaft, and compared with other matching modes, the interference fit and the spline complement each other, making it have extremely high precision, the smaller crank 5 makes the overall weight of the crankshaft lower, and the different splines ensure that the strength of the main journal 6 and the crankpin journal 7 will not be reduced to varying degrees due to the setting of the spline.
[0023] Specifically, the main bearing journal 9 and the main journal 6 are both designed with spline settings. The spline settings make the connection of this combined crankshaft more reliable and the operation more stable.
[0024] Specifically, there are two groups of balancing blocks 4, each with two blocks, and each group is rotated 180°. The rotation makes the combined crankshaft run more smoothly and reduces vibration.
[0025] Specifically, the crank end 1 and the camshaft transmission chain mounting shaft 2 are provided with a keyway 10, and the keyway 10 is provided to make it more accurate when installing external equipment.
[0026] Specifically, the number of main journals 6 is three and they are arranged linearly. Through the linear arrangement, the combined crankshaft can avoid vibration during operation.
[0027] Specifically, there are two main bearing journals 9, which are arranged on one side of the flange 8 and one side of the thrust bearing 3. The arrangement of the two main journal bearings 9 makes installation more accurate and quick.
[0028] Specifically, there are two cranks 5, and their positions correspond to the balancing weights 4.
[0029] The working principle or use process of the utility model is as follows: first, the two ends of the main journal 6 and the crankpin journal 7 are inserted into the crank 5 and the balance block 4 through interference fit, and then the crankshaft stud is fixed at the preset position of the engine, and then the crankshaft is installed, and the crankshaft is placed so that the main journal 6 of the crankshaft fits each crankshaft bush, and then another crankshaft bush is installed, and the crankshaft is fixed with the main bearing cap, and the main thrust gasket is installed, and the flywheel is installed on the surface of the flange 8, and the sprocket is set on the outer surface of the camshaft drive sprocket installation shaft 2, and the pulley or shock absorber is set on the outer surface of the crank end 1. When the utility model is in use, the electrical equipment in the device is all connected to an external power supply and the operation and shutdown are controlled by a matching control switch.
[0030] Finally, it should be noted that the above is only the preferred embodiment of the utility model, and is not intended to limit the utility model. This specification selects and specifically describes these embodiments in order to better explain the principle and practical application of the utility model, so that technicians in the relevant technical field can well understand and use the utility model. Although the utility model is described in detail with reference to the aforementioned embodiments, technicians in the field can still modify the technical solutions recorded in the aforementioned embodiments, or replace some of the technical features therein by equivalents. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the utility model shall be included in the protection scope of the utility model.
Claims
1. A combined crankshaft, comprising a crank end (1), characterized in that: One end of the crank end (1) is fixedly connected to a camshaft transmission sprocket mounting shaft (2), the other end of the camshaft transmission sprocket mounting shaft (2) is fixedly connected to a thrust bearing (3), the other end of the thrust bearing (3) is fixedly connected to a main bearing journal (9), a main bearing journal oil hole (11) is provided inside the main bearing journal (9), a balancing block (4) is sleeved on the other end of the main bearing journal (9), a crank pin journal (7) is inserted inside the balancing block (4), a crank pin oil hole (12) is provided inside the crank pin journal (7), a crank (5) is sleeved on the outer surface of the crank pin journal (7), and one end of the main bearing journal (9) is fixedly connected to a flange (8).
2. A combined crankshaft according to claim 1, characterized in that: The main bearing journal (9) and the main shaft journal (6) are both designed to be splined.
3. The combined crankshaft according to claim 1, characterized in that: The balancing weights (4) are provided in two groups, each group having two balancing weights, and each group is arranged to be rotated 180 degrees.
4. The combined crankshaft according to claim 1, characterized in that: The crank end (1) and the camshaft transmission chain mounting shaft (2) are both provided with keyways (10) inside.
5. The combined crankshaft according to claim 1, characterized in that: The number of the main journals (6) is three and they are arranged linearly.
6. The combined crankshaft according to claim 1, characterized in that: The number of the main bearing journals (9) is two, and they are arranged on one side of the flange (8) and one side of the thrust bearing (3).
7. The combined crankshaft according to claim 1, characterized in that: The number of the cranks (5) is two, and the positions thereof correspond to the balancing block (4).