Engine crankshaft with good negative load capacity

Abstract

The utility model discloses an engine crankshaft with good negative load capacity, which belongs to the technical field of engine crankshafts and comprises a crankshaft, a plurality of first shaft sleeves and second shaft sleeves are fixedly connected to the outer side of the crankshaft, two second pistons and two first pistons are rotatably connected to the outer side of the crankshaft, and rotating shafts are fixedly connected to the left side and the right side of the crankshaft. The outer sides of the two rotating shafts are rotationally connected with supports, the outer sides of the crankshafts are rotationally connected with two first pistons and two second pistons, the bottoms of the two supports are fixedly connected with the same shell, the bottoms of the two first pistons are fixedly connected with first strips, and the bottoms of the two first strips are fixedly connected with first frames. The inner sides of the two first frames are each rotationally connected with two first connecting rods. The device is reasonable in structural design, through cooperation of the first spring, the first strip, the second strip, the third frame, the third damper and the second spring, buffering can be reduced when the device works, and normal use of the device is facilitated.

Description

Technical Field

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

[0002] An engine is a machine that can convert other forms of energy into mechanical energy, including internal combustion engines (reciprocating piston engines), external combustion engines (Stirling engines, steam engines, etc.), jet engines, electric motors, etc. For example, internal combustion engines usually convert chemical energy into mechanical energy. The crank-connecting rod structure is the main moving part of the engine to achieve the working cycle and complete the energy conversion. It consists of a body group, a piston-connecting rod group, and a crankshaft-flywheel group. During the power stroke, the piston bears the gas pressure and moves linearly in the cylinder, which is converted into the rotational motion of the crankshaft through the connecting rod, and the power is output from the crankshaft to the outside. During the intake, compression and exhaust strokes, the flywheel releases energy and converts the rotational motion of the crankshaft into linear motion of the piston. The patent document with publication number CN 219712022U discloses an engine crankshaft with good load capacity, including a front connecting shaft, the back side of the front connecting shaft is fixedly connected to a crank, the back side of the crank is fixedly connected to a connecting rod journal, the back side of the crank is fixedly connected to a crank main journal, the back side of the crank at the end is fixedly connected to a rear end flange, the outer ring of the connecting rod journal is fixedly connected to a plurality of groups of reinforcing ribs, and the outer ring of the reinforcing ribs is fixedly connected to a reinforcing sleeve.

[0003] In the above technical solution, the connection relationship between the devices is relatively fixed. When the device is working, vibration occurs. If it is not buffered in time, it is easy to affect the normal use of the device. Therefore, we propose an engine crankshaft with good load capacity to solve this problem. Utility Model Content

[0004] The purpose of the utility model is to provide an engine crankshaft with good load capacity to solve the problems raised in the above background technology.

[0005] In order to achieve the above purpose, the utility model adopts the following technical solutions:

[0006] The invention discloses an engine crankshaft with good load-bearing capacity, comprising: a crankshaft, a plurality of No. 1 sleeves and No. 2 sleeves are fixedly connected to the outer side of the crankshaft, two No. 2 pistons and two No. 1 pistons are rotatably connected to the outer side of the crankshaft, and a rotating shaft is fixedly connected to the left and right sides of the crankshaft, two brackets are rotatably connected to the outer sides of the two rotating shafts, and two No. 1 pistons and No. 2 pistons are rotatably connected to the outer side of the crankshaft, the bottoms of the two brackets are fixedly connected to the same shell, the bottoms of the two No. 1 pistons are fixedly connected to No. 1 bars, the bottoms of the two No. 1 bars are fixedly connected to No. 1 frames, the inner sides of the two No. 1 frames are rotatably connected to two No. 1 connecting rods, the other ends of the plurality of No. 1 connecting rods are rotatably connected to No. 2 frames, one side of the plurality of No. 2 frames is fixedly connected to a No. 1 damper, and one side of the two No. 1 dampers located on the same side are respectively fixedly connected to the inner walls of the left and right sides of the shell.

[0007] Preferably, two sliding rods are fixedly connected between the inner walls on the left and right sides of the shell, a number of No. 1 blocks are fixedly connected to the bottom of the multiple No. 2 frames, and the inner sides of the two No. 1 blocks on the same side are slidably connected to the outer sides of the corresponding sliding rods, and two No. 1 springs are fixedly connected to the inner walls on the left and right sides of the shell, and the other ends of the multiple No. 1 springs are fixedly connected to one side of the corresponding No. 1 block.

[0008] Preferably, the bottoms of the two No. 2 pistons are fixedly connected to No. 2 bars, the bottoms of the two No. 2 bars are fixedly connected to No. 1 plates, the bottoms of the two No. 1 plates are fixedly connected to two No. 2 springs and two No. 2 dampers, the two No. 2 springs and the two No. 2 dampers located on the same side are fixedly connected to the same No. 2 plate, the bottoms of the two No. 2 plates are rotatably connected to two No. 2 connecting rods, the other ends of multiple No. 2 connecting rods are rotatably connected to No. 3 frames, one side of multiple No. 3 frames is fixedly connected to No. 3 dampers, the other ends of multiple No. 3 dampers are fixedly connected to L-shaped blocks, and one side of multiple L-shaped blocks is fixedly connected to No. 3 springs, and the other ends of multiple No. 3 springs are fixedly connected to the corresponding side of No. 3 frames.

[0009] Preferably, two flat plates are fixedly connected between the inner walls on the left and right sides of the shell, and the tops of the two flat plates are fixedly connected to the bottoms of the corresponding L-shaped blocks, and the tops of the two flat plates are slidably connected to the bottoms of the corresponding No. 3 frames.

[0010] Preferably, two U-shaped blocks are fixedly connected to the top of the two flat plates, guide blocks are slidably connected to the outer sides of the plurality of U-shaped blocks, and one side of the plurality of guide blocks is fixedly connected to one side of the corresponding No. 3 frame.

[0011] Preferably, two No. 1 holes matching with the No. 1 strip are provided on the top of the shell, and the outer sides of the two No. 1 strips are slidably connected in the corresponding No. 1 holes. Two No. 2 holes matching with the No. 2 strip are provided on the top of the shell, and the outer sides of the two No. 2 strips are slidably connected in the corresponding No. 2 holes, and a flange is fixedly connected to the right side of the rotating shaft near the right side of the shell.

[0012] In the utility model, the engine crankshaft with good load-bearing capacity is described. When the crankshaft rotates, the No. 1 piston and the No. 2 piston will continue to perform piston movement in real life, thereby performing horizontal linear movement. When the No. 1 piston moves downward, it squeezes the No. 1 bar, so that the No. 1 frame drives the No. 1 connecting rod to rotate, so that the No. 2 frame and the No. 1 block move, thereby continuously squeezing the No. 1 damper and the No. 1 spring, thereby performing a buffering effect. The No. 1 shaft sleeve and the No. 2 shaft sleeve are fixedly connected to the outer side of the crankshaft, so that when the crankshaft is subjected to a huge impact, it can withstand pressure, thereby improving the load-bearing capacity of the crankshaft;

[0013] In the utility model, the engine crankshaft with good load-bearing capacity, when the No. 2 piston moves downward, causes the No. 2 bar to be pressed downward, thereby causing the No. 1 plate to move downward, causing the No. 2 spring and the No. 2 damper to buffer and causing the No. 2 plate to move downward, causing the No. 2 connecting rod to rotate, causing the No. 3 frame to move, thereby squeezing toward the L-shaped block, and at this time completing the buffering effect;

[0014] The utility model has a reasonable structural design. Through the cooperation among the No. 1 spring, the No. 1 bar, the No. 2 bar, the No. 3 frame, the No. 3 damper and the No. 2 spring, the device can reduce the buffer when working, which is convenient for normal use of the device. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 This is a three-dimensional structural schematic diagram of an engine crankshaft with good load capacity proposed by the utility model;

[0016] Figure 2 This is a cross-sectional structural schematic diagram of an engine crankshaft with good load capacity proposed by the utility model;

[0017] Figure 3 This is a schematic diagram of the structure of a No. 1 spring and a No. 1 damper proposed in the utility model;

[0018] Figure 4 for Figure 3 A is a partial enlargement of the figure.

[0019] In the figure: 1. crankshaft; 2. rotating shaft; 3. flange; 4. bracket; 5. piston No. 1; 6. piston No. 2; 7. bar No. 1; 8. bar No. 2; 9. frame No. 1; 10. connecting rod No. 1; 11. casing; 12. frame No. 2; 13. damper No. 1; 14. block No. 1; 15. spring No. 1; 16. slide bar; 17. plate No. 1; 18. spring No. 2; 19. damper No. 2; 20. plate No. 2; 21. connecting rod No. 2; 22. flat plate; 23. frame No. 3; 24. spring No. 3; 25. L-shaped block; 26. damper No. 3; 27. guide block; 28. U-shaped block; 29. ​​bushing No. 1; 30. bushing No. 2. DETAILED DESCRIPTION

[0020] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all of the embodiments.

[0021] Reference Figure 1-4 , an engine crankshaft with good load capacity, comprising: a crankshaft 1, a plurality of No. 1 sleeves 29 and No. 2 sleeves 30 are fixedly connected to the outer side of the crankshaft 1, two No. 2 pistons 6 and two No. 1 pistons 5 are rotatably connected to the outer side of the crankshaft 1, and the left and right sides of the crankshaft 1 are fixedly connected to the rotating shaft 2, the outer sides of the two rotating shafts 2 are rotatably connected to the bracket 4, and the outer side of the crankshaft 1 is rotatably connected to two No. 1 pistons 5 and No. 2 pistons 6, the bottoms of the two brackets 4 are fixedly connected to the same shell 11, the bottoms of the two No. 1 pistons 5 are fixedly connected to the No. 1 bar 7, the bottoms of the two No. 1 bars 7 are fixedly connected to the No. 1 frame 9, the inner sides of the two No. 1 frames 9 are rotatably connected to two No. 1 connecting rods 10, the other ends of the plurality of No. 1 connecting rods 10 are rotatably connected to the No. 2 frame 12, one side of the plurality of No. 2 frames 12 is fixedly connected to a No. 1 damper 13, and one side of the two No. 1 dampers 13 located on the same side are respectively fixedly connected to the inner walls of the left and right sides of the shell 11.

[0022] In this embodiment, two slide bars 16 are fixedly connected between the inner walls on the left and right sides of the shell 11, the bottoms of the multiple No. 2 frames 12 are fixedly connected to the No. 1 blocks 14, and the inner sides of the two No. 1 blocks 14 located on the same side are slidably connected to the outer sides of the corresponding slide bars 16, and the inner walls on the left and right sides of the shell 11 are fixedly connected to two No. 1 springs 15, and the other ends of the multiple No. 1 springs 15 are fixedly connected to one side of the corresponding No. 1 blocks 14, the bottoms of the two No. 2 pistons 6 are fixedly connected to the No. 2 bars 8, the bottoms of the two No. 2 bars 8 are fixedly connected to the No. 1 plates 17, and the bottoms of the two No. 1 plates 17 are fixedly connected to two No. 2 springs 18 and two No. 2 springs 18. The damper 19, the two No. 2 springs 18 located on the same side and the bottom of the two No. 2 dampers 19 are fixedly connected to the same No. 2 plate 20, the bottoms of the two No. 2 plates 20 are rotatably connected to two No. 2 connecting rods 21, the other ends of multiple No. 2 connecting rods 21 are rotatably connected to a No. 3 frame 23, one side of multiple No. 3 frames 23 are fixedly connected to No. 3 dampers 26, the other ends of multiple No. 3 dampers 26 are fixedly connected to L-shaped blocks 25, and one side of multiple L-shaped blocks 25 are fixedly connected to No. 3 springs 24, the other ends of multiple No. 3 springs 24 are fixedly connected to the corresponding side of the No. 3 frame 23, so that the force applied to the device can be buffered.

[0023] In this embodiment, two flat plates 22 are fixedly connected between the inner walls on the left and right sides of the shell 11, and the tops of the two flat plates 22 are fixedly connected to the bottoms of the corresponding L-shaped blocks 25, and the tops of the two flat plates 22 are slidably connected to the bottoms of the corresponding No. 3 frames 23. Two U-shaped blocks 28 are fixedly connected to the tops of the two flat plates 22, and guide blocks 27 are slidably connected to the outer sides of multiple U-shaped blocks 28, and one side of multiple guide blocks 27 is fixedly connected to the corresponding side of the No. 3 frame 23. Two No. 1 holes matching the No. 1 strip 7 are provided on the top of the shell 11, and the outer sides of the two No. 1 strips 7 are slidably connected to the corresponding No. 1 holes. Two No. 2 holes matching the No. 2 strips 8 are provided on the top of the shell 11, and the outer sides of the two No. 2 strips 8 are slidably connected to the corresponding No. 2 holes. A flange 3 is fixedly connected to the right side of the rotating shaft 2 close to the right side of the shell 11 for easy connection with other devices.

[0024] In this embodiment, when in use, through the rotation of the crankshaft 1, the No. 1 piston 5 and the No. 2 piston 6 will continue to perform piston movement in real life, thereby performing horizontal linear motion. When the No. 1 piston 5 moves downward, it squeezes the No. 1 bar 7, so that the No. 1 frame 9 drives the No. 1 connecting rod 10 to rotate, so that the No. 2 frame 12 and the No. 1 block 14 move, thereby continuously squeezing the No. 1 damper 13 and the No. 1 spring 15, so as to perform a buffering effect, and the No. 1 sleeve 29 and the No. 2 sleeve 30 are fixedly connected to the outside of the crankshaft 1, so that when the crankshaft 1 suffers a huge impact, it can withstand pressure, thereby improving the load-bearing capacity of the crankshaft 1, when the No. 2 piston 6 moves downward, the No. 2 bar 8 is squeezed downward, so that the No. 1 plate 17 moves downward, causing the No. 2 spring 18 and the No. 2 damper 19 to buffer and the No. 2 plate 20 to move downward, causing the No. 2 connecting rod 21 to rotate, so that the No. 3 frame 23 moves, thereby squeezing toward the L-shaped block 25, and the buffering effect is completed at this time.

[0025] The above is a detailed introduction to an engine crankshaft with good load capacity provided by the utility model. This article uses specific embodiments to explain the principle and implementation method of the utility model. The description of the above embodiments is only used to help understand the method and core idea of ​​the utility model. It should be pointed out that for ordinary technicians in this technical field, without departing from the principle of the utility model, the utility model can also be improved and modified, and these improvements and modifications also fall within the scope of protection of the claims of the utility model.

Claims

1. An engine crankshaft with good load capacity, characterized in that: include: A crankshaft (1), wherein a plurality of No. 1 shaft sleeves (29) and No. 2 shaft sleeves (30) are fixedly connected to the outer side of the crankshaft (1), two No. 2 pistons (6) and two No. 1 pistons (5) are rotatably connected to the outer side of the crankshaft (1), and a rotating shaft (2) is fixedly connected to the left and right sides of the crankshaft (1), and the outer sides of the two rotating shafts (2) are rotatably connected to brackets (4), and the outer side of the crankshaft (1) is rotatably connected to two No. 1 pistons (5) and No. 2 pistons (6), and the bottoms of the two brackets (4) are fixedly connected to the same housing (11 ), the bottoms of the two No. 1 pistons (5) are fixedly connected to the No. 1 bars (7), the bottoms of the two No. 1 bars (7) are fixedly connected to the No. 1 frames (9), the inner sides of the two No. 1 frames (9) are rotatably connected to two No. 1 connecting rods (10), the other ends of the multiple No. 1 connecting rods (10) are rotatably connected to the No. 2 frames (12), one side of the multiple No. 2 frames (12) is fixedly connected to the No. 1 damper (13), and one side of the two No. 1 dampers (13) located on the same side is respectively fixedly connected to the left and right inner walls of the housing (11).

2. An engine crankshaft with good load capacity according to claim 1, characterized in that: Two slide bars (16) are fixedly connected between the inner walls on the left and right sides of the shell (11); the bottoms of the plurality of No. 2 frames (12) are fixedly connected to the No. 1 blocks (14); the inner sides of the two No. 1 blocks (14) on the same side are slidably connected to the outer sides of the corresponding slide bars (16); and the inner walls on the left and right sides of the shell (11) are fixedly connected to two No. 1 springs (15); the other ends of the plurality of No. 1 springs (15) are fixedly connected to one side of the corresponding No. 1 blocks (14).

3. An engine crankshaft with good load capacity according to claim 1, characterized in that: The bottoms of the two No. 2 pistons (6) are fixedly connected to the No. 2 bars (8), the bottoms of the two No. 2 bars (8) are fixedly connected to the No. 1 plate (17), the bottoms of the two No. 1 plates (17) are fixedly connected to two No. 2 springs (18) and two No. 2 dampers (19), the bottoms of the two No. 2 springs (18) and the two No. 2 dampers (19) located on the same side are fixedly connected to the same No. 2 plate (20), and the bottoms of the two No. 2 plates (20) are rotatably connected to two A number 2 connecting rod (21), the other ends of the number 2 connecting rods (21) are rotatably connected to a number 3 frame (23), one side of the number 3 frames (23) are fixedly connected to a number 3 damper (26), the other ends of the number 3 dampers (26) are fixedly connected to an L-shaped block (25), and one side of the number 3 blocks (25) are fixedly connected to a number 3 spring (24), and the other ends of the number 3 springs (24) are fixedly connected to one side of the corresponding number 3 frame (23).

4. An engine crankshaft with good load capacity according to claim 1, characterized in that: Two flat plates (22) are fixedly connected between the inner walls on the left and right sides of the shell (11), and the tops of the two flat plates (22) are fixedly connected to the bottoms of the corresponding L-shaped blocks (25), and the tops of the two flat plates (22) are slidably connected to the bottoms of the corresponding third frames (23).

5. An engine crankshaft with good load capacity according to claim 4, characterized in that: Two U-shaped blocks (28) are fixedly connected to the tops of the two flat plates (22), guide blocks (27) are slidably connected to the outer sides of the plurality of U-shaped blocks (28), and one side of the plurality of guide blocks (27) is fixedly connected to one side of the corresponding third frame (23).

6. An engine crankshaft with good load capacity according to claim 1, characterized in that: The top of the shell (11) is provided with two No. 1 holes adapted to the No. 1 strip (7), and the outer sides of the two No. 1 strips (7) are slidably connected in the corresponding No. 1 holes. The top of the shell (11) is provided with two No. 2 holes adapted to the No. 2 strip (8), and the outer sides of the two No. 2 strips (8) are slidably connected in the corresponding No. 2 holes. A flange (3) is fixedly connected to the right side of the rotating shaft (2) close to the right side of the shell (11).

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