Engine crankshaft with adjustable balance weight

Abstract

The utility model discloses an engine crankshaft with an adjustable balance weight, and relates to the technical field of engine crankshafts. The crank assembly comprises crank assemblies which are distributed at equal intervals, and a connecting shaft is fixedly connected between the middles of every two adjacent crank assemblies. The crank assembly comprises two symmetrically-distributed crank arms, a crank pin is fixedly connected between the two crank arms, and the connecting shaft and the crank pin are not located on the same straight line. Worm wheels are rotationally connected to the sides, close to each other, of the crank arms; the adjusting knob is rotated and adjusted through a tool, meanwhile, the worm is driven to rotate, the worm gear is connected with the worm in a meshed mode, meanwhile, the balancing weight is driven to rotate along the center of the crank arm, the center position of the balancing weight is adjusted, the gravity center position of the balancing weight is adjusted, the best rotation performance of the crankshaft is achieved, and therefore vibration is reduced, and the service life of the crankshaft is prolonged. And by means of the reverse self-locking performance of the worm and the worm gear, spontaneous rotation of the balancing weight is restrained, so that the stability of the structure is guaranteed, and the flexibility of the crankshaft is further improved.

Description

Technical Field

[0001] The utility model relates to the technical field of engine crankshafts, in particular to an engine crankshaft with adjustable counterweight. Background Art

[0002] The engine crankshaft (also called the crankshaft axis) is a key component in the internal combustion engine, used to convert the piston movement into rotational motion. It is a long metal rod, usually cylindrical, installed along the long axis of the engine. The main function of the engine crankshaft is to convert the up and down reciprocating motion of the piston in the cylinder into continuous rotational motion, thereby driving the output shaft of the engine and providing power to the vehicle or mechanical equipment. It is generally made of high-strength alloy steel, cast iron, aluminum alloy or titanium alloy to ensure that it can withstand the high pressure, high speed and high temperature requirements of the engine, while having sufficient durability and wear resistance.

[0003] However, the conventional engine crankshaft will inevitably produce vibrations during operation, some of which may lead to problems such as reduced engine performance, increased noise, and mechanical wear. In order to reduce these negative effects, a series of solutions have been proposed, including the use of balance shafts, shock absorbers, etc. However, these conventional solutions often have problems such as high complexity and high cost, and the vibration suppression effect is limited under different working conditions. Therefore, an engine crankshaft with adjustable counterweight is proposed to solve the above problems. Utility Model Content

[0004] In order to solve the problem of suppressing the vibration of an engine crankshaft, the utility model aims to provide an engine crankshaft with an adjustable counterweight.

[0005] In order to solve the above technical problems, the utility model adopts the following technical solutions: an engine crankshaft with adjustable counterweight, comprising crank assemblies distributed at equal intervals, a connecting shaft is fixedly connected between the middle parts of two adjacent crank assemblies, and the crank assemblies and the connecting shaft are both made of high-strength alloy steel;

[0006] The crank assembly comprises two symmetrically distributed crank arms, a crank pin is fixedly connected between the two crank arms, and the connecting shaft and the crank pin are not located on the same straight line;

[0007] The sides of the crank arms that are close to each other are rotatably connected to a worm wheel, and the worm wheel is a half-gear structure. A counterweight is fixedly connected to one side of the worm wheel. The side of the crank arm close to the worm wheel is fixedly connected to a mounting seat, and the side of the mounting seat close to the worm wheel is rotatably connected to a worm. The worm and worm wheel are meshingly connected.

[0008] Preferably, a mounting groove is provided on a side of the mounting seat away from the worm, an adjusting knob is rotatably connected inside the mounting groove, the adjusting knob is fixedly connected to the central axis of the worm, and an unlocking groove is provided on a side of the adjusting knob away from the worm.

[0009] Preferably, a bearing is movably sleeved on the outer side of the connecting shaft.

[0010] Preferably, edges of one side of the crank arms that are close to each other are fixedly connected with an arc-shaped plate, and a side of the counterweight block that is away from the counterweight block is in contact with an inner wall of the arc-shaped plate.

[0011] Compared with the prior art, the beneficial effects of the utility model are:

[0012] By using a tool to turn the adjustment knob, the worm is driven to rotate at the same time, and the worm wheel and worm are meshed to drive the counterweight to rotate along the center of the crank arm, so as to adjust the center position of the counterweight and adjust the center of gravity of the counterweight to achieve the best rotation performance of the crankshaft, thereby reducing the generation of vibration, and utilizing the reverse self-locking property of the worm and worm wheel to inhibit the spontaneous rotation of the counterweight, thereby ensuring the stability of the structure and further improving the flexibility of the crankshaft. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0014] Figure 1 It is a schematic diagram of the overall structure of the utility model.

[0015] Figure 2 It is a schematic diagram of the overall split structure of the utility model.

[0016] Figure 3 It is a schematic diagram of the internal structure of the crank assembly in the utility model.

[0017] Figure 4 For this utility model Figure 3 Enlarged view of point A in the middle.

[0018] In the figure: 1, crank assembly; 101, crank arm; 102, crank pin; 2, worm gear; 3, counterweight; 4, mounting seat; 5, worm; 6, mounting slot; 7, adjustment knob; 8, unlocking slot; 9, connecting shaft; 10, bearing; 11, arc plate. DETAILED DESCRIPTION

[0019] 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.

[0020] Example: Figure 1-4 As shown, the utility model provides an engine crankshaft with adjustable counterweight, comprising crank assemblies 1 distributed at equal intervals, and a connecting shaft 9 is fixedly connected between the middle parts of two adjacent crank assemblies 1;

[0021] The crank assembly 1 comprises two symmetrically distributed crank arms 101, a crank pin 102 is fixedly connected between the two crank arms 101, and the connecting shaft 9 and the crank pin 102 are not located on the same straight line;

[0022] The sides of the crank arms 101 that are close to each other are rotatably connected to a worm wheel 2, which is a half-gear structure. A counterweight 3 is fixedly connected to one side of the worm wheel 2. The side of the crank arm 101 close to the worm wheel 2 is fixedly connected to a mounting seat 4. The side of the mounting seat 4 close to the worm wheel 2 is rotatably connected to a worm 5, and the worm 5 is meshingly connected to the worm wheel 2.

[0023] A mounting groove 6 is provided on a side of the mounting seat 4 away from the worm 5 , an adjusting knob 7 is rotatably connected inside the mounting groove 6 , the adjusting knob 7 is fixedly connected to the central axis of the worm 5 , and an unlocking groove 8 is provided on a side of the adjusting knob 7 away from the worm 5 .

[0024] By adopting the above technical solution and providing the unlocking slot 8, it is convenient to use a tool to rotate the adjusting knob 7, thereby driving the worm 5 to rotate, thereby achieving the adjustment of the center of gravity of the counterweight.

[0025] The outer side of the connecting shaft 9 is movably sleeved with a bearing 10 .

[0026] By adopting the above technical solution and providing the bearing 10, the crankshaft can be rotated better.

[0027] The edges of the crank arms 101 that are close to each other are fixedly connected with the arc-shaped plate 11 , and the side of the counterweight block 3 that is away from the counterweight block 3 is in contact with the inner wall of the arc-shaped plate 11 .

[0028] By adopting the above technical solution and providing the arc-shaped plate 11, it is convenient to limit the rotation of the counterweight block 3 and improve the stability of the structure of the counterweight block 3.

[0029] The crank assembly 1 and the connecting shaft 9 are both made of high-strength alloy steel.

[0030] By adopting the above technical solution, the crank assembly 1 and the connecting shaft 9 are made of high-strength alloy steel material, have good mechanical properties, can withstand high pressure and high speed when the engine is running, and have high wear resistance and durability.

[0031] Working principle: When the engine crankshaft is used, the adjusting knob 7 is rotated by using a tool to drive the worm 5 to rotate at the same time, and the worm wheel 2 and the worm 5 are meshed and connected, and the counterweight block 3 is driven to rotate along the center of the crank arm 101, and the center position of the counterweight block 3 is adjusted to achieve the adjustment of the center of gravity position of the counterweight block 3 to achieve the best rotation performance of the crankshaft, thereby reducing the generation of vibration, and the reverse self-locking property of the worm 5 and the worm wheel 2 is used to inhibit the counterweight block 3 from rotating spontaneously, thereby ensuring the stability of the structure;

[0032] Furthermore, the crank assembly 1 and the connecting shaft 9 are made of high-strength alloy steel material, have good mechanical properties, can withstand high pressure and high speed when the engine is running, and have high wear resistance and durability.

[0033] Obviously, those skilled in the art can make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include these modifications and variations.

Claims

1. An engine crankshaft with adjustable counterweight, comprising crank assemblies (1) distributed at equal intervals, characterized in that: A connecting shaft (9) is fixedly connected between the middle parts of two adjacent crank assemblies (1); The crank assembly (1) comprises two symmetrically distributed crank arms (101), a crank pin (102) is fixedly connected between the two crank arms (101), and the connecting shaft (9) and the crank pin (102) are not located on the same straight line; The sides of the crank arms (101) that are close to each other are rotatably connected to a worm wheel (2), one side of the worm wheel (2) is fixedly connected to a counterweight (3), the side of the crank arm (101) close to the worm wheel (2) is fixedly connected to a mounting seat (4), the side of the mounting seat (4) close to the worm wheel (2) is rotatably connected to a worm (5), and the worm (5) and the worm wheel (2) are meshingly connected.

2. An engine crankshaft with adjustable counterweight as claimed in claim 1, characterized in that: A mounting groove (6) is provided on a side of the mounting seat (4) away from the worm (5); an adjusting knob (7) is rotatably connected inside the mounting groove (6); the adjusting knob (7) is fixedly connected to the central axis of the worm (5); and an unlocking groove (8) is provided on a side of the adjusting knob (7) away from the worm (5).

3. An engine crankshaft with adjustable counterweight as claimed in claim 1, characterized in that: The outer sides of the connecting shafts (9) are movably sleeved with bearings (10).

4. An engine crankshaft with adjustable counterweight as claimed in claim 1, characterized in that: The worm wheel (2) is a half gear structure.

5. The engine crankshaft with adjustable counterweight as claimed in claim 1, characterized in that: The edges of the crank arms (101) that are close to each other are fixedly connected to an arc-shaped plate (11), and the side of the counterweight block (3) that is away from the counterweight block (3) is in contact with the inner wall of the arc-shaped plate (11).

6. The engine crankshaft with adjustable counterweight as claimed in claim 1, characterized in that: The crank assembly (1) and the connecting shaft (9) are both made of high-strength alloy steel material.

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