Crankshaft balance block, crank arm structure, crankshaft, engine and vehicle

Abstract

The utility model relates to a crankshaft balance block, a crank arm structure, a crankshaft, an engine and a vehicle, the crankshaft balance block comprises a first section and a second section, the first section is connected with a crank arm, and the second section is arranged on the side, away from the crank arm, of the first section and connected with the first section; the thickness of the second section in the length direction of the crankshaft is gradually reduced from the side, close to the first section, of the second section to the side, away from the first section, of the second section. According to the crankshaft balance block, the crank arm structure, the crankshaft, the engine and the vehicle, more engine oil can be driven to splash, more engine oil can be splashed to the crankshaft, and the lubricating effect of the crankshaft in the engine is improved.

Description

Technical Field

[0001] This application relates to the field of engines, and particularly to a crankshaft balance weight, a crank arm structure, a crankshaft, an engine, and a vehicle. Background Art

[0002] The main function of the crankshaft balance weight in an engine is to balance the inertial force generated during the rotation of the crankshaft, thereby reducing vibration and noise and improving the stability and reliability of the engine.

[0003] In the related art, the crankshaft balance weight is not easy to drive the engine oil to splash inside the engine during the rotation of the crankshaft, resulting in insufficient lubrication of the crankshaft. Summary of the Utility Model

[0004] Embodiments of this application provide a crankshaft balance weight, a crank arm structure, a crankshaft, an engine, and a vehicle, such that the crankshaft balance weight can easily drive the engine oil to splash inside the engine during the rotation of the crankshaft, improving the lubrication effect of the crankshaft inside the engine, and at least partially solving the above technical problems.

[0005] To achieve the above object, according to the first aspect of this application, a crankshaft balance weight for maintaining the dynamic balance of the crankshaft is provided, including a first section and a second section. The first section is connected to the crank arm, and the second section is disposed on a side of the first section away from the crank arm and connected to the first section;

[0006] Wherein, the thickness of the second section in the length direction of the crankshaft gradually decreases from a side of the second section close to the first section to a side of the second section away from the first section.

[0007] Optionally, the second section includes an inclined surface, and the inclined surface is disposed on at least one of the opposite sides of the second section in the length direction of the crankshaft.

[0008] Optionally, the first section further includes a connecting surface, and the connecting surface is disposed on at least one of the opposite sides of the first section in the length direction of the crankshaft;

[0009] Wherein, the connecting surface is connected to the inclined surface and has an included angle with the inclined surface.

[0010] Optionally, define the included angle between the connecting surface and the inclined surface as α; wherein, α satisfies: 170° ≤ A ≤ 175°.

[0011] Optionally, the angle between any straight line on the connecting surface that intersects the intersection line of the connecting surface and the inclined surface and the inclined surface is the same.

[0012] Optionally, the second section further includes an end surface on a side of the second section facing away from the first section;

[0013] The side of the inclined surface away from the first section is connected to the end surface.

[0014] Optionally, the dimension of the end surface in the length direction of the crankshaft is defined as L1, and the dimension of the inclined surface in the length direction of the crankshaft is defined as L2; ​​wherein L1 and L2 satisfy: 0.2L1≤L2≤0.25L1.

[0015] Optionally, the inclined surface also extends to the first section, and one side of the inclined surface is connected to the surface of the crank arm.

[0016] According to a second aspect of the present application, there is provided a crank arm structure, comprising:

[0017] crank arms; and

[0018] A crankshaft balancing block, wherein one end of the first section on the crankshaft balancing block away from the second section is connected to the crank arm.

[0019] According to a third aspect of the present application, a crankshaft is provided, comprising:

[0020] at least two crank arm structures;

[0021] at least one connecting rod journal, disposed between and connected to two adjacent crank arm structures; and

[0022] At least two main journals are connected to a side of the crank arm structure that is away from the connecting rod journal in the length direction of the crankshaft.

[0023] Optionally, the inclined surface of the second section is arranged on a side of the second section close to the main journal in the length direction of the crankshaft.

[0024] According to a fourth aspect of the present application, an engine is provided, comprising a crankshaft.

[0025] According to a fifth aspect of the present application, a vehicle is provided, comprising an engine.

[0026] In the crankshaft balance block of the embodiment of the present application, the thickness of the second section of the crankshaft balance block is designed to gradually decrease in the direction away from the rotation axis of the crankshaft, and an inclined surface is formed on the second section. This allows the second section to cause more oil to splash during the process of rotating around the rotation axis of the crankshaft into the engine oil and then out of the engine oil, so that more oil can be splashed onto the crankshaft, thereby improving the lubrication effect of the crankshaft in the engine.

[0027] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] To more clearly illustrate the technical solutions in the embodiments of the present application, the accompanying drawings required for the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present application. For those skilled in the art, without creative efforts, other accompanying drawings can be obtained based on these drawings.

[0029] To more fully understand the present application and its beneficial effects, the following description will be made in conjunction with the accompanying drawings, where the same reference numerals in the following description represent the same parts.

[0030] Figure 1 is a three-dimensional schematic diagram of the crank arm structure provided in the exemplary embodiment of the present application;

[0031] Figure 2 is a structural schematic diagram of the crank arm structure provided in the exemplary embodiment of the present application;

[0032] Figure 3 is a partial schematic diagram of the crankshaft balance weight provided in the exemplary embodiment of the present application;

[0033] Figure 4 is a three-dimensional schematic diagram of the crankshaft provided in the exemplary embodiment of the present application;

[0034] Figure 5 is a structural schematic diagram of the crankshaft provided in the exemplary embodiment of the present application.

[0035] Description of reference numerals:

[0036] 1000, crankshaft; 100, crank arm structure; 10, crankshaft balance weight; 20, crank arm; 1, first section; 2, second section; 3, inclined surface; 4, connecting surface; 5, end face; 6, connecting rod journal; 7, main journal. Detailed implementation manners

[0037] The technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only some embodiments of the present application, rather than all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative efforts belong to the protection scope of the present application.

[0038] The present application proposes a crankshaft balance weight, Figures 1 to 3 which is an embodiment of the present application.

[0039] Please refer to Figures 1 to 3, in some embodiments of the present application, the crankshaft balance weight 10 includes a first section 1, and the first section 1 is connected to the crank arm 20; that is, in this embodiment, the first section 1 and the crank arm 20 are fixed to each other, and the manner in which the first section 1 and the crank arm 20 are fixed to each other is not limited.

[0040] In an embodiment of the present application, the first section 1 and the crank arm 20 are detachable, such as being detachably fixed to the crank arm 20 by bolts; in another embodiment of the present application, the first section 1 and the crank arm 20 are integrally cast.

[0041] In some embodiments of the present application, the crankshaft balance weight 10 further includes a second section 2, and the second section 2 is disposed on a side of the first section 1 away from the crank arm 20 and is connected to the first section 1; wherein, the thickness of the second section 2 in the length direction of the crankshaft 1000 gradually decreases from a side of the second section 2 close to the first section 1 to a side of the second section 2 away from the first section 1; wherein, when the crankshaft 1000 is disposed in the engine, only a part of the crankshaft 1000 will be immersed in the engine oil, and the position of the second section 2 on the crankshaft balance weight 10 is closer to the engine oil than the position of the first section 1 on the crankshaft balance weight 10 on the crankshaft 1000; that is, when the crankshaft 1000 rotates, the second section 2 rotates around the rotation axis of the crankshaft 1000 and approaches the engine oil, thereby being able to drive the engine oil to splash.

[0042] It should be added that the extending direction of the rotation axis of the crankshaft 1000 is the same as the length direction of the crankshaft 1000.

[0043] In the technical solution of the present application, by designing the thickness of the second section 2 of the crankshaft balance weight 10 to gradually decrease in a direction away from the rotation axis of the crankshaft 1000, a slope is formed on the second section 2, so that when the second section 2 rotates around the rotation axis of the crankshaft 1000 and enters and exits the engine oil, more engine oil can be driven to splash, so that more engine oil can splash onto the crankshaft 1000, improving the lubrication effect of the crankshaft 1000 in the engine.

[0044] Please refer to Figure 3 , in some embodiments of the present application, the second section 2 includes an inclined surface 3, and the inclined surface 3 is disposed on at least one of the opposite sides of the second section 2 in the length direction of the crankshaft 1000; that is, in this embodiment, by providing the inclined surface 3, the thickness of the second section 2 in the length direction of the crankshaft 1000 gradually decreases from a side of the second section 2 close to the first section 1 to a side of the second section 2 away from the first section 1. The design of the inclined surface 3 enables the second section 2 to drive more engine oil to splash when rotating around the rotation axis of the crankshaft 1000 and entering and exiting the engine oil, so that more engine oil can splash onto the crankshaft 1000, improving the lubrication effect of the crankshaft 1000 in the engine.

[0045] It can be understood that the second section 2 is located on opposite sides in the length direction of the crankshaft 1000. Therefore, in an embodiment of the present application, the second section 2 can be disposed on either one of the opposite sides in the axial direction of the crankshaft 1000; in another embodiment of the present application, the second section 2 can be simultaneously disposed on opposite sides in the length direction of the crankshaft 1000.

[0046] In addition, the inclined surface 3 is formed by removing a part of the crankshaft balance weight 10. The larger the area occupied by the inclined surface 3 on the crankshaft balance weight 10, the lower the weight of the crankshaft balance weight 10. If too much of the crankshaft balance weight 10 is removed, the crankshaft balance weight 10 may not meet the dynamic balance requirements of the crankshaft 1000, thereby affecting the overall noise, vibration and harshness performance of the engine.

[0047] Therefore, in an embodiment of the present application, the first section 1 further includes a connecting surface 4. The connecting surface 4 is disposed on at least one of the opposite sides of the first section 1 in the length direction of the crankshaft 1000. The connecting surface 4 is connected to the inclined surface 3 and has an included angle with the inclined surface 3; in this embodiment, the position where the connecting surface 4 is located is the non-weight-removed part of the crankshaft balance weight 10, that is, no weight-removing operation is performed on the first section 1, so that the overall weight of the crankshaft balance weight 10 can meet the dynamic balance requirements of the crankshaft 1000, thereby improving the overall noise, vibration and harshness performance of the engine.

[0048] It should be added that in this embodiment, the position of the intersection line between the connecting surface 4 and the inclined surface 3 is not limited and can be designed according to actual production requirements.

[0049] In another embodiment of the present application, the first section 1 further includes a connecting surface 4. The connecting surface 4 is disposed on at least one of the opposite sides of the first section 1 in the length direction of the crankshaft 1000. The connecting surface 4 is connected to the inclined surface 3 and is parallel to the inclined surface 3; that is, in this embodiment, the thickness of the crankshaft balance weight 10 in the axial direction of the crankshaft 1000 gradually decreases from the side of the crankshaft balance weight 10 close to the crank arm 20 to the side of the crankshaft balance weight 10 away from the crank arm 20. Thus, during the process that the crankshaft balance weight 10 rotates around the rotation axis of the crankshaft 1000 and enters and then exits the engine oil, more engine oil can be splashed, so that more engine oil can be splashed onto the crankshaft 1000, improving the lubrication effect of the crankshaft 1000 in the engine.

[0050] Certainly, in this embodiment, the crankshaft balance weight 10 with the connecting surface 4 parallel to the inclined surface 3 can be cooperatively installed on the crankshaft 1000 with the crankshaft balance weight 10 in another embodiment where the connecting surface 4 and the inclined surface 3 have an included angle or the crankshaft balance weight 10 without weight-removing operation to meet the dynamic balance requirements of the crankshaft 1000, thereby improving the overall noise, vibration and harshness performance of the engine.

[0051] In some embodiments of the present application, the crankshaft balancing block 10 is formed with the inclined surface 3 by machining and milling.

[0052] See also Figure 3 In some embodiments of the present application, the angle between the connecting surface 4 and the inclined surface 3 is defined as α; wherein α satisfies: 170°≤A≤175°; such a configuration can, on the basis of satisfying the dynamic balance of the crankshaft balance block 10, cause more oil to splash when the crankshaft balance block 10 rotates around the rotation axis of the crankshaft 1000 into the engine oil and then rotates out of the engine oil, so that more oil can be splashed onto the crankshaft 1000, thereby improving the lubrication effect of the crankshaft 1000 in the engine; if the value of α is less than 170°, the weight of the crankshaft balance block 10 may be unable to meet the dynamic balance requirements of the crankshaft balance block 10, thereby affecting the overall noise, vibration and acoustic roughness performance of the engine; if the value of α is greater than 175°, the inclination angle of the inclined surface 3 will be too small to cause the engine oil to splash when the crankshaft balance block 10 rotates.

[0053] The value of α may be 170°, 170.2°, 170.4°, 170.6°, 170.8°, 171°, 171.2°, 171.4°, 171.6°, 171.8°, 172°, 172.2°, 172.4°, 172.6°, 172.8°, 173°, 173.2°, 173.4°, 173.6°, 173.8°, 174°, 174.2°, 174.4°, 174.6°, 174.8°, 175°. The value of α is not limited to the listed values, and other values ​​not listed within the numerical range are also applicable.

[0054] In some embodiments of the present application, any straight line on the connecting surface 4 that intersects the boundary line between the connecting surface 4 and the inclined surface 3 has the same angle with the inclined surface 3. This design ensures that the angle between the connecting surface 4 and the inclined surface 3 is consistent at all locations.

[0055] Please refer again Figures 1 to 3 In some embodiments of the present application, the second section 2 also includes an end face 5 located on the side of the second section 2 away from the first section 1; the inclined surface 3 is connected to the end face 5 on the side away from the first section 1. Such an arrangement enables the end of the second section 2 away from the first section 1 to have a certain thickness in the axial direction of the crankshaft 1000, so that the weight of the crankshaft balance block 10 meets the dynamic balance requirement of the crankshaft balance block 10.

[0056] In some embodiments of the present application, the dimension of the end face 5 in the length direction of the crankshaft 1000 is defined as L1, and the dimension of the inclined face 3 in the axial direction of the crankshaft 1000 is defined as L2; wherein, L1 and L2 satisfy: 0.2L1 ≤ L2 ≤ 0.25L1. That is to say, in this embodiment, the values of L1 and L2 satisfy this range, which can make the weight of the crankshaft balance weight 10 after weight removal meet the dynamic balance requirements of the crankshaft balance weight 10. At the same time, during the process that the crankshaft balance weight 10 rotates around the rotation axis of the crankshaft 1000 and enters and then exits the engine oil, more engine oil can be splashed, so that more engine oil can be splashed onto the crankshaft 1000, improving the lubrication effect of the crankshaft 1000 in the engine; if the value of L2 is less than 0.2L1, the inclination angle of the inclined face 3 will be too small and it is not easy to drive the engine oil to splash when the crankshaft balance weight 10 rotates; if the value of L2 is greater than 0.25L1, it may cause the weight of the crankshaft balance weight 10 not to meet the dynamic balance requirements of the crankshaft balance weight 10

[0057] Please refer to again Figure 3 , in some embodiments of the present application, the second section on the crankshaft balance weight 10 simultaneously includes an inclined face 3, a connecting face 4, and an end face 5; wherein, the included angle α between the connecting face 4 and the inclined face 3 satisfies: 170° ≤ A ≤ 175°; the dimension L1 of the end face 5 in the length direction of the crankshaft 1000 and the dimension L2 of the inclined face 3 in the length direction of the crankshaft 1000 satisfy: 0.2L1 ≤ L2 ≤ 0.25L1, which can make the weight of the crankshaft balance weight 10 after weight removal meet the dynamic balance requirements of the crankshaft balance weight 10. At the same time, during the process that the crankshaft balance weight 10 rotates around the rotation axis of the crankshaft 1000 and enters and then exits the engine oil, more engine oil can be splashed, so that more engine oil can be splashed onto the crankshaft 1000, improving the lubrication effect of the crankshaft 1000 in the engine.

[0058] It should be added that an inclined face 3 is milled on the crankshaft balance weight 10, that is, a part of the crankshaft balance weight 10 is removed. Compared with the balance weight structure in the related art, the mass distribution of the crankshaft balance weight is optimized, thereby reducing the overall weight of the crankshaft 1000, and thus improving the modal frequency of the crankshaft 1000, more fully avoiding the engine coupling resonance interval, and finally achieving the purpose of improving the noise, vibration, and harshness performance of the whole vehicle.

[0059] In some embodiments of the present application, the weight of the crankshaft balance weight 10 with the inclined face 3 milled is 0.0855 kg, while the weight of the balance weight structure without the inclined face 3 in the related art is 0.0929. That is to say, the weight of the crankshaft balance weight 10 in the present application is reduced by about 8% compared with the balance weight structure in the related art. At the same time, according to the relationship formula between modal and mass It can be seen that, on the basis of keeping the stiffness K value unchanged, the weight of the crankshaft balance block of the present application is reduced by about 8%, and the corresponding mode is improved by about 4%.

[0060] Please refer again Figures 1 to 3 The present application also proposes a crank arm structure 100, the crank arm structure 100 includes a crank arm 20 and a crankshaft balance block 10, the first section 1 on the crankshaft balance block 10 is connected to the crank arm 20, the crankshaft balance block 10 is as described above, since the crankshaft arm structure 100 adopts all the technical solutions of all the above-mentioned embodiments, it at least has the beneficial effects brought by the technical solutions of the above-mentioned embodiments, which will not be described one by one here.

[0061] In some embodiments of the present application, the crank arm 20 and the crankshaft balance weight 10 are integrally formed. Figure 2 , Figure 2 The dotted line framed area A is the structural part of the crank arm 20. Figure 2 The dotted line box area B is the structural part of the first segment 1. Figure 2 The dotted box C is the structural part of the second paragraph 2.

[0062] See also Figures 4 to 5 The present application also proposes a crankshaft 1000, comprising at least two crank arm structures 100, at least one connecting rod journal 6 and at least two main journals 7, wherein the connecting rod journal 6 is arranged between two adjacent crank arm structures 100 and connected to the two adjacent crank arm structures 100, and the two main journals 7 are connected to the crank arm structure 100 on the side of the crankshaft 1000 axially away from the connecting rod journal 6; the crank arm structure 100 is as described above, and since the crankshaft 1000 adopts all the technical solutions of all the above-mentioned embodiments, it at least has the beneficial effects brought by the technical solutions of the above-mentioned embodiments, which will not be described one by one here.

[0063] In some embodiments of the present application, the number of main journals 7 is 5, the number of connecting rod journals 6 is 4, and the number of crank arm structures 100 is 8. In the length direction of the crankshaft 1000, the main journals 7 and the connecting rod journals 6 are alternately arranged between two adjacent crank arm structures 100.

[0064] In the crankshaft 1000 of the embodiment of the present application, the thickness of the second section 2 of the crankshaft balance block 10 on the crankshaft 1000 in the crankshaft length direction is designed to gradually decrease in the direction away from the rotation axis of the crankshaft 1000, and then an inclined surface is formed on the second section 2, so that the second section 2 can cause more oil to splash during the process of rotating around the rotation axis of the crankshaft 1000, entering the engine oil and then rotating out of the engine oil, so that more engine oil can be splashed onto the crankshaft 1000, thereby improving the lubrication effect of the crankshaft 1000 in the engine.

[0065] In some embodiments of the present application, the crank arms 20 in the crank arm structure 100 are respectively connected to the adjacent main journal 7 and connecting rod journal 6.

[0066] In some embodiments of the present application, the second section on the crankshaft balance weight 10 provided on the crankshaft 1000 simultaneously includes an inclined surface 3, a connecting surface 4, and an end surface 5; wherein, the included angle α between the connecting surface 4 and the inclined surface 3 satisfies: 170° ≤ A ≤ 175°; the dimension L1 of the end surface 5 in the length direction of the crankshaft 1000 and the dimension L2 of the inclined surface 3 in the length direction of the crankshaft 1000 satisfy: 0.2L1 ≤ L2 ≤ 0.25L1, which can make the weight of the crankshaft balance weight 10 after weight removal meet the dynamic balance requirements of the crankshaft balance weight 10. At the same time, during the process that the crankshaft balance weight 10 rotates around the rotation axis of the crankshaft 1000 and enters and then exits the engine oil, it can drive more engine oil to splash, so that more engine oil can splash onto the crankshaft 1000, improving the lubrication effect of the crankshaft 1000 in the engine.

[0067] In some embodiments of the present application, the inclined surface 3 provided on the crank arm structure 100 is located on the side of the crank arm structure 100 closer to the main journal 7 in the length direction of the crankshaft 1000; that is, the inclined surface 3 is located on the side of the second section 2 closer to the main journal 7 in the length direction of the crankshaft 1000; therefore, in this embodiment, the engine oil splashed by the crankshaft balance weight 10 can infiltrate the main journal 7 along the inclined surface 3, thereby lubricating the main journal 7 of the crankshaft 1000 that is not infiltrated in the engine oil.

[0068] The present application also proposes an engine, including a crankshaft 1000. The crankshaft 1000 is as described above. Since this crankshaft 1000 adopts all the technical solutions of the above-mentioned all embodiments, it at least has the beneficial effects brought by the technical solutions of the above-mentioned embodiments, and will not be elaborated one by one here.

[0069] Among them, the second section 2 on the crankshaft balance weight 10 provided on the crankshaft 1000 located in the engine simultaneously includes an inclined surface 3, a connecting surface 4, and an end surface 5; wherein, the included angle α between the connecting surface 4 and the inclined surface 3 satisfies: 170° ≤ A ≤ 175°; the dimension L1 of the end surface 5 in the length direction of the crankshaft 1000 and the dimension L2 of the inclined surface 3 in the length direction of the crankshaft 1000 satisfy: 0.2L1 ≤ L2 ≤ 0.25L1, which can make the weight of the crankshaft balance weight 10 after weight removal meet the dynamic balance requirements of the crankshaft balance weight 10. At the same time, during the process that the crankshaft balance weight 10 rotates around the rotation axis of the crankshaft 1000 and enters and then exits the engine oil, it can drive more engine oil to splash, so that more engine oil can splash onto the crankshaft 1000, improving the lubrication effect of the crankshaft 1000 in the engine.

[0070] The present application also provides a vehicle, including an engine, which is as described above. Since this vehicle adopts all the technical solutions of the above-mentioned embodiments, it has at least the beneficial effects brought by the technical solutions of the above-mentioned embodiments, and will not be elaborated one by one herein.

[0071] This vehicle can be a fuel vehicle, a plug-in hybrid vehicle, etc., and the present application does not make specific limitations thereto.

[0072] In the description of the present application, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more features. In the description of the present application, "a plurality of" means two or more, unless otherwise specifically defined.

[0073] In the above embodiments, the descriptions of the respective embodiments have their own emphases. For the parts not detailed in a certain embodiment, reference may be made to the relevant descriptions of other embodiments.

[0074] Among the embodiments, implementation manners and related technical features of the present application, they can be combined and replaced with each other without conflict.

[0075] The above are only the preferred embodiments of the present application and do not impose any form of limitation on the present application. However, any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solutions of the present application still fall within the scope of the technical solutions of the present application.

Claims

1. A crankshaft balancing block for maintaining the dynamic balance of a crankshaft, characterized in that: It comprises a first section and a second section, wherein the first section is connected to the crank arm, and the second section is arranged on a side of the first section away from the crank arm and connected to the first section; The thickness of the second section in the length direction of the crankshaft gradually decreases from a side of the second section close to the first section to a side of the second section far from the first section.

2. The crankshaft balance block according to claim 1, characterized in that: The second section includes an inclined surface, and the inclined surface is provided on at least one of the opposite sides of the second section in the length direction of the crankshaft.

3. The crankshaft balance block according to claim 2, characterized in that: The first section further comprises a connecting surface, and the connecting surface is arranged on at least one of the two opposite sides of the first section in the length direction of the crankshaft; Wherein, the connecting surface is connected to the inclined surface and has an included angle with the inclined surface.

4. The crankshaft balance block according to claim 3, characterized in that: The included angle between the connecting surface and the inclined surface is defined as α; wherein α satisfies: 170°≤A≤175°.

5. The crankshaft balance weight according to claim 4, characterized in that: The angles between any straight line on the connecting surface and the boundary line between the connecting surface and the inclined surface and the inclined surface are the same.

6. The crankshaft balance weight according to claim 2, characterized in that: The second section further includes an end surface facing away from the first section; The side of the inclined surface away from the first section is connected to the end surface.

7. The crankshaft balance weight according to claim 6, characterized in that: The dimension of the end surface in the length direction of the crankshaft is defined as L1, and the dimension of the inclined surface in the length direction of the crankshaft is defined as L2; ​​wherein L1 and L2 satisfy: 0.2L1≤L2≤0.25L1.

8. The crankshaft balance weight according to claim 2, characterized in that: The inclined surface also extends to the first section, and one side of the inclined surface is connected to the surface of the crank arm.

9. A crank arm structure, characterized in that: include: Crank arms; and The crankshaft balance weight according to any one of claims 1 to 8, wherein an end of the first section on the crankshaft balance weight away from the second section is connected to the crank arm.

10. A crankshaft, characterized in that: include: At least two crank arm structures according to claim 9; at least one connecting rod journal, disposed between and connected to two adjacent crank arm structures; and At least two main journals are connected to a side of the crank arm structure that is away from the connecting rod journal in the length direction of the crankshaft.

11. The crankshaft according to claim 10, characterized in that The inclined surface of the second section is arranged on a side of the second section close to the main journal in the length direction of the crankshaft.

12. An engine, characterized in that: Comprising a crankshaft as claimed in any one of claims 10 to 11.

13. A vehicle, characterized in that: Comprising the engine of claim 12.

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