Auxiliary supporting mechanism for crankshaft

Abstract

The utility model discloses an auxiliary supporting mechanism for a crankshaft, which comprises the following components: a crankshaft which comprises a main bearing journal and a crankshaft end head, and one end of the crankshaft end head is connected with the main bearing journal; the air cylinder body is provided with a first main bearing seat, and the first main bearing seat is used for supporting the main bearing journal; the rolling bearing is located on the outer side of the crankshaft end, and the inner diameter of the rolling bearing is matched with the outer diameter of the crankshaft end; the gear chamber cover comprises a second main bearing seat, the second main bearing seat is used for supporting the crankshaft end, a first installation groove is formed in the end, close to the air cylinder body, of the second main bearing seat, and the first installation groove is used for installing the rolling bearing. An auxiliary supporting structure formed by the rolling bearing and the gear chamber cover is used for assisting the air cylinder chamber in supporting the end of the crankshaft. The problems that due to the fact that a cantilever of the end of the crankshaft is long and supporting is insufficient, vibration of an engine shock absorber end is large, and the end of the crankshaft is broken are solved.

Description

Technical Field

[0001] The utility model relates to the technical field of engines, and particularly to a crankshaft auxiliary support mechanism. Background Art

[0002] When the end of the crankshaft adopts a conical surface design, the end of the crankshaft generally consists of a crankshaft timing gear, a main bearing seat, a crankshaft pulley, a pressing plate, and a fastening bolt. In the past, the design of the end part of the crankshaft generally only had the support of the bearing seat and no auxiliary support. This will cause problems such as insufficient support when the cantilever length of the crankshaft end is long and the load is large, thus easily causing large vibration at the shock absorber end of the engine. Especially for engines operating under high-speed conditions frequently, using such a structure without an auxiliary support mechanism will cause problems such as short service life of the engine, and even serious problems such as fracture of the crankshaft end.

[0003] The information disclosed in this background art section is only intended to enhance the overall understanding of the present utility model and should not be regarded as an admission or any form of suggestion that this information constitutes prior art already known to those of ordinary skill in the art. Summary of the Utility Model

[0004] The purpose of the present utility model is to provide a crankshaft auxiliary support mechanism that can shorten the cantilever distance of the crankshaft end.

[0005] To achieve the above purpose, the present utility model provides a crankshaft auxiliary support mechanism, including: a crankshaft, including a main bearing journal and a crankshaft end, one end of the crankshaft end being connected to the main bearing journal; a cylinder block, on which a first main bearing seat is provided, and the first main bearing seat is used to support the main bearing journal; a rolling bearing, which is located outside the crankshaft end, and the inner diameter of the rolling bearing matches the outer diameter of the crankshaft end; a gear chamber cover, including a second main bearing seat, the second main bearing seat being used to support the crankshaft end, and a first installation groove is provided at one end of the second main bearing seat close to the cylinder block, and the first installation groove is used to install the rolling bearing.

[0006] In one or more embodiments, a second installation groove is provided at the other end of the second main bearing seat far from the cylinder block, the second installation groove is coaxial with the first installation groove, and the second installation groove is used to install the crankshaft pulley.

[0007] In one or more embodiments, a first through hole is provided at the axis center of the crankshaft pulley, the first through hole is used to accommodate the crankshaft end, a long threaded hole is provided at the other end of the crankshaft end, the long threaded hole is coaxial with the crankshaft end, and the long threaded hole can cooperate with a fastening bolt to install the crankshaft pulley on the crankshaft end.

[0008] In one or more embodiments, a pressing plate is provided between the fastening bolt and the long threaded hole. The pressing plate has a centrosymmetric structure. A second through hole is provided at the center of the pressing plate, and the second through hole is used to accommodate the fastening bolt. One end of the crankshaft pulley is in contact with the rolling bearing, and a third mounting groove is provided at the other end, and the third mounting groove is used to mount the pressing plate.

[0009] In one or more embodiments, an oil sump and a front oil seal are provided between the second mounting groove and the crankshaft pulley, and the front oil seal is used to seal the oil sump.

[0010] In one or more embodiments, the first mounting groove and the second mounting groove are coaxial and combined to form an opening penetrating the gear chamber cover.

[0011] In one or more embodiments, a crankshaft timing gear is further provided on the crankshaft, and the crankshaft timing gear is located between the cylinder block and the gear chamber cover.

[0012] In one or more embodiments, a belt is provided outside the crankshaft pulley.

[0013] The utility model provides a crankshaft auxiliary support mechanism, which utilizes an auxiliary support structure formed by a rolling bearing and a gear chamber cover to assist the cylinder chamber in supporting the crankshaft end, shortening the cantilever distance of the crankshaft end. It solves the problems of large vibration at the engine damper end and fracture of the crankshaft end caused by insufficient support when the crankshaft end has a long cantilever and large load. An oil sump and a front oil seal are provided between the gear chamber cover and the crankshaft pulley to optimize the lubrication of the engine crankshaft, reduce part wear, and improve the reliability and durability of the crankshaft and the crankshaft pulley. The structure is simple and highly reliable, and can achieve smooth operation of the engine at high speeds. Description of the Drawings

[0014] Figure 1 is a detailed structural schematic diagram of a crankshaft auxiliary support mechanism provided in an embodiment of the utility model.

[0015] Figure 2 is a detailed structural schematic diagram of the gear chamber cover of a crankshaft auxiliary support mechanism provided in an embodiment of the utility model.

[0016] Main reference numeral descriptions:

[0017] 1 - Crankshaft, 11 - Main bearing journal, 12 - Crankshaft end, 121 - Long threaded hole, 2 - Cylinder block, 21 - First main bearing housing, 3 - Rolling bearing, 4 - Gear chamber cover, 41 - Second main bearing housing, 411 - First mounting groove, 412 - Second mounting groove, 42 - Oil sump, 43 - Front oil seal, 5 - Crankshaft pulley, 51 - First through hole, 52 - Third mounting groove, 6 - Fastening bolt, 7 - Pressure plate, 71 - Second through hole, 8 - Crankshaft timing gear, 9 - Belt. Detailed implementation mode

[0018] The following combines with the attached drawings to describe in detail the specific implementation mode of the present utility model. However, it should be understood that the protection scope of the present utility model is not limited by the specific implementation mode.

[0019] Unless otherwise clearly stated, in the whole specification and claims, the term "comprising" or its variations such as "including" or "having" etc. will be understood to include the stated elements or components, without excluding other elements or other components.

[0020] A crankshaft auxiliary support mechanism, as Figures 1 to 2 shown, includes: a crankshaft 1, including a main bearing journal 11 and a crankshaft end 12, one end of the crankshaft end 12 is connected to the main bearing journal 11; a cylinder block 2, on which a first main bearing housing 21 is provided, and the first main bearing housing 21 is used to support the main bearing journal 11; a rolling bearing 3, the rolling bearing 3 is located outside the crankshaft end 12, and the inner diameter of the rolling bearing 3 matches the outer diameter of the crankshaft end 12; a gear chamber cover 4, including a second main bearing housing 41, the second main bearing housing 41 is used to support the crankshaft end 12, and a first mounting groove 411 is provided at one end of the second main bearing housing 41 close to the cylinder block 2, and the first mounting groove 411 is used to mount the rolling bearing 3.

[0021] Specifically, the first main bearing housing 21 on the cylinder block 2 and the second main bearing housing 41 on the gear chamber cover 4 provide support for the crankshaft end 12, reducing the arm suspension of the crankshaft end 12, and solving the problems of large vibration at the engine damper end and fracture of the crankshaft end 12 caused by insufficient support when the crankshaft end 12 has a long cantilever and a large load. As a preferred implementation mode, the second main bearing housing 41 protrudes on the gear chamber cover 4 to increase the support area for the crankshaft 1.

[0022] As an alternative implementation mode, a second mounting groove 412 is provided at the other end of the second main bearing housing 41 away from the cylinder block 2, the second mounting groove 412 is coaxial with the first mounting groove 411, and the second mounting groove 412 is used to mount the crankshaft pulley 5.

[0023] Specifically, the second installation groove 412 is used to accommodate the crankshaft pulley 5. The second installation groove 412 is located on the second main bearing block 41. One end of the crankshaft pulley 5 is embedded in the second installation groove 412.

[0024] As an alternative embodiment, a first through hole 51 is provided at the axis of the crankshaft pulley 5. The first through hole 51 is used to accommodate the crankshaft end 12. A long threaded hole 121 is provided at the other end of the crankshaft end 12. The long threaded hole 121 is coaxial with the crankshaft end 12. The long threaded hole 121 can cooperate with the fastening bolt 6 to mount the crankshaft pulley 5 on the crankshaft end 12.

[0025] Specifically, the crankshaft end 12 sequentially passes through the cylinder block 2, the crankshaft timing gear 8, the rolling bearing 3, the gear chamber cover 4, the crankshaft pulley 5, and the pressure plate 7. Through the axial design of the end faces of the crankshaft 1 and the crankshaft pulley 5, the crankshaft pulley 5 is pressed by the pressure plate 7, the fastening bolt 6, and the long threaded hole 121 in a screwed manner.

[0026] As an alternative embodiment, a pressure plate 7 is provided between the fastening bolt 6 and the long threaded hole 121. The pressure plate 7 is a centrally symmetric structure. A second through hole 71 is provided at the center of the pressure plate 7. The second through hole 71 is used to accommodate the fastening bolt 6. One end of the crankshaft pulley 5 is in contact with the rolling bearing 3, and a third installation groove 52 is provided at the other end. The third installation groove 52 is used to install the pressure plate 7.

[0027] Specifically, the pressure plate 7 is used to prevent damage to the fastening bolt 6 and to prevent problems with the coplanarity of the crankshaft pulley 5. There is a gap between the pressure plate 7 and the front end of the crankshaft end 12. The gap is used to prevent the pressure plate 7 from directly contacting the end face of the crankshaft 1 and causing damage to the parts.

[0028] As an alternative embodiment, an oil sump 42 and a front oil seal 43 are provided between the second installation groove 412 and the crankshaft pulley 5. The front oil seal 43 is used to seal the oil sump 42.

[0029] Specifically, the inner diameter of the second installation groove 412 is larger than the outer diameter of the crankshaft pulley 5. The oil sump 42 is the gap between the second installation groove 412 and the crankshaft pulley 5. The oil sump 42 is used to store lubricating oil and achieve the purpose of lubricating and cooling the rolling bearing 3. It can also prevent leakage of engine oil and ensure that sufficient lubricating oil enters the crankshaft 1.

[0030] As an alternative embodiment, the first installation groove 411 and the second installation groove 412 are coaxial and combined to form an opening penetrating the gear chamber cover 4.

[0031] Specifically, one end of the crankshaft pulley 5 is in contact with the rolling bearing 3. To cooperate with the crankshaft pulley 5 and the rolling bearing 3, the first mounting groove 411 and the second mounting groove 412 communicate with each other to form an opening penetrating through the first mounting groove 411.

[0032] As an alternative embodiment, a crankshaft timing gear 8 is further provided on the crankshaft 1, and the crankshaft timing gear 8 is located between the cylinder block 2 and the gear chamber cover 4.

[0033] Specifically, the gap between the cylinder block 2 and the gear chamber cover 4 is larger than the thickness of the crankshaft timing gear 8.

[0034] As an alternative embodiment, a belt 9 is provided outside the crankshaft pulley 5.

[0035] By adopting the above technical solutions, the present utility model provides an auxiliary support mechanism for the crankshaft 1. An auxiliary support structure formed by the rolling bearing 3 and the gear chamber cover 4 is utilized to assist the cylinder chamber in supporting the crankshaft end 12, shortening the cantilever distance of the crankshaft end 12. The problems of large vibration at the engine damper end and fracture of the crankshaft end 12 caused by insufficient support when the crankshaft end 12 has a long cantilever and large load are solved. An oil sump 42 and a front oil seal 43 are provided between the gear chamber cover 4 and the crankshaft pulley 5 to optimize the lubrication of the crankshaft 1 of the engine, reduce part wear, and improve the reliability and durability of the crankshaft 1 and the crankshaft pulley 5. The structure is simple and highly reliable, and smooth operation of the engine at high speeds can be achieved.

[0036] The foregoing description of the specific exemplary embodiments of the present utility model is for purposes of illustration and exemplification. These descriptions are not intended to limit the present utility model to the precise forms disclosed, and it is apparent that many changes and variations are possible in light of the above teaching. The purpose of selecting and describing the exemplary embodiments is to explain the specific principles of the present utility model and its practical applications, so that those skilled in the art can implement and utilize various different exemplary embodiments of the present utility model as well as various different selections and changes. The scope of the present utility model is intended to be defined by the claims and their equivalents.

Claims

1. A crankshaft auxiliary support mechanism, characterized in that, Comprising: A crankshaft, including a main bearing journal and a crankshaft end. One end of the crankshaft end is connected to the main bearing journal; A cylinder block, on which a first main bearing seat is provided for supporting the main bearing journal; A rolling bearing, which is located outside the crankshaft end, and the inner diameter of the rolling bearing matches the outer diameter of the crankshaft end; A gear chamber cover, including a second main bearing seat for supporting the crankshaft end. A first mounting groove is provided at one end of the second main bearing seat close to the cylinder block, and the first mounting groove is used for mounting the rolling bearing.

2. The crankshaft auxiliary support mechanism according to claim 1, wherein A second mounting groove is provided at the other end of the second main bearing seat away from the cylinder block. The second mounting groove is coaxial with the first mounting groove and is used for mounting a crankshaft pulley.

3. The crankshaft auxiliary support mechanism according to claim 2, characterized in that, A first through hole is provided at the axis of the crankshaft pulley for accommodating the crankshaft end. A long threaded hole is provided at the other end of the crankshaft end, which is coaxial with the crankshaft end. The long threaded hole can cooperate with a fastening bolt to mount the crankshaft pulley on the crankshaft end.

4. The crankshaft auxiliary support mechanism according to claim 3, characterized in that, A pressing plate is provided between the fastening bolt and the long threaded hole. The pressing plate is a centrally symmetric structure. A second through hole is provided at the center of the pressing plate for accommodating the fastening bolt. One end of the crankshaft pulley is in contact with the rolling bearing, and a third mounting groove is provided at the other end for mounting the pressing plate.

5. The crankshaft auxiliary support mechanism according to claim 2, wherein An oil sump and a front oil seal are provided between the second mounting groove and the crankshaft pulley, and the front oil seal is used for sealing the oil sump.

6. The crankshaft auxiliary support mechanism according to claim 2 or 4, characterized in that, The first mounting groove and the second mounting groove are coaxial and combined to form an opening penetrating the gear chamber cover.

7. The crankshaft auxiliary support mechanism according to claim 1, characterized in that, A crankshaft timing gear is further provided on the crankshaft, and the crankshaft timing gear is located between the cylinder block and the gear chamber cover.

8. The auxiliary crankshaft support mechanism according to claim 1, characterized in that, A belt is provided outside the crankshaft pulley.

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