Modularized crankshaft connecting rod mechanism

Abstract

The utility model provides a modularized crankshaft connecting rod mechanism, and belongs to the technical field of crankshafts. The modularized crankshaft connecting rod mechanism comprises a first module crank, a second module crank, a front crank, a rear crank and a central shaft neck, the first module crank and the second module crank are mutually combined and connected to form a group of inter-shaft cranks, and the front crank and the first module crank are mutually combined and connected to form a front crank. The rear crank and the first module crank are mutually combined and connected to form a rear crank throw, and the front crank throw, the rear crank throw and the multiple inter-shaft crank throws are symmetrically installed on the two sides of the central shaft neck in series with the central shaft neck as the center. The utility model has the advantages of modularization, flexible installation, high coaxiality, difficult eccentricity, balance and stability.

Description

Technical Field

[0001] The utility model belongs to the technical field of crankshafts, and in particular relates to a modular crankshaft connecting rod mechanism. Background Art

[0002] The crankshaft is the most important component in the engine, receiving the force from the connecting rod and converting it into torque, which is then output through the crankshaft to drive the other engine accessories. The crankshaft is subject to the combined effects of the centrifugal force of the rotating mass, the periodically changing gas inertia, and the reciprocating inertia, which in turn subject the crankshaft to bending and torsional loads. Excessive crankshaft coaxiality deviation not only affects the valve timing and ignition timing of the cylinders, resulting in insufficient engine power, but also makes the crankshaft susceptible to bending deformation, causing engine vibration during operation and even the risk of crankshaft fracture after prolonged use. Utility Model Content

[0003] The purpose of the utility model is to provide a modular crankshaft connecting rod mechanism in order to solve the above problems existing in the prior art.

[0004] The purpose of the utility model can be achieved through the following technical solutions: a modular crankshaft-connecting rod mechanism, comprising a first module crank, a second module crank, a front crank, a rear crank and a center journal;

[0005] The center of the first modular crank is provided with an internal crank spline, and a connecting rod journal is formed on one side of the first modular crank, deviating from the internal crank spline; the center of one side of the second modular crank is coaxially formed with a crank step, a sprocket mounting ring and a main journal, threaded holes are symmetrically formed on both sides of the sprocket mounting ring on the crank step, and an external journal spline is formed at the end of the main journal; the outer contours of the first modular crank and the second modular crank are both circular, and the two are combined and connected to form a set of inter-axial cranks, and the outer diameters of the first modular crank and the second modular crank in the same set of inter-axial cranks are the same;

[0006] A timing sprocket can be sleeved on the outer side of the sprocket mounting ring of the second module crank, and a plurality of bolt holes are opened circumferentially around the central hole of the timing sprocket, the bolt holes corresponding to the threaded holes, and connecting bolts are used to connect the bolt holes and the threaded holes to fix the timing sprocket on the second module crank;

[0007] A front axle end is formed in the center of one side of the front crank, and a conical head is formed at the port of the front axle end. A rear axle end is formed in the center of one side of the rear crank. The outer contours of the front crank and the rear crank are also circular and the same size. The front crank and the first module crank are combined and connected to form a front crank throw, and the rear crank and the first module crank are combined and connected to form a rear crank throw.

[0008] The central journal is located in the middle of the entire crankshaft, and external journal splines are provided at both ends. The front crank, the rear crank and several inter-axis cranks are symmetrically installed in series on both sides with the central journal as the center.

[0009] In the above-mentioned modular crankshaft-connecting rod mechanism, a symmetrical first weight-reducing groove is opened on both sides of the connecting rod journal on the first module crank, and a symmetrical second weight-reducing groove is opened on both sides of the main journal on the second module crank. The first weight-reducing groove and the second weight-reducing groove of the same group of inter-axis cranks have the same structure.

[0010] In the above-mentioned modular crankshaft-connecting rod mechanism, the outer diameter of the crank step on the second module crank is smaller than the diameter of the root circle of the sprocket teeth on the outer side wall of the timing sprocket.

[0011] In the above-mentioned modular crankshaft-connecting rod mechanism, a sealing groove is provided on the outer side wall of the rear axle end of the rear crank, and a sealing ring is installed in the sealing groove.

[0012] In the above modular crankshaft-connecting rod mechanism, the front crank is provided with symmetrical third weight-reducing grooves on both sides of the front axle end, and the rear crank is provided with symmetrical fourth weight-reducing grooves on both sides of the rear axle end.

[0013] In the above modular crankshaft-connecting rod mechanism, the central journal is sleeved with a first sprocket in the middle, and symmetrical second sprockets are sleeved on both sides of the first sprocket on the central journal.

[0014] Compared with the existing technology, the modular crankshaft connecting rod mechanism provided by the present invention has the following advantages: First, by modularizing the crankshafts, the crankshafts are symmetrically installed in series from the middle to the two ends, so that the overall coaxiality and mass balance of the crankshaft are maintained, thus avoiding eccentricity during the operation of the crankshaft;

[0015] Second, by setting the overall outer contour of the crank to a circle and opening a weight-reducing groove for adjustment, it is easier to find the center of gravity of the crank, avoiding the problem of conventional cranks requiring a balance block, which easily causes crank eccentricity. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a structural diagram of the modular crankshaft connecting rod mechanism;

[0017] Figure 2 This is the structural exploded diagram of the modular crankshaft connecting rod mechanism;

[0018] In the above figure, 100, first module crank; 110, connecting rod journal; 120, crank internal spline; 130, first weight reduction groove; 200, second module crank; 210, main journal; 211, sprocket mounting ring; 212, crank step; 213, journal external spline; 220, threaded hole; 230, second weight reduction groove; 240, timing sprocket; 241, bolt hole; 242, connecting bolt;

[0019] 300, front crank; 310, front axle end; 311, tapered head; 320, third weight-reducing groove; 400, rear crank; 410, rear axle end; 411, sealing groove; 420, fourth weight-reducing groove; 500, center journal; 510, first sprocket; 520, second sprocket. DETAILED DESCRIPTION

[0020] The following are specific embodiments of the present invention and the accompanying drawings to further describe the technical solution of the present invention, but the present invention is not limited to these embodiments.

[0021] like Figures 1 to 2 As shown, the modular crankshaft-connecting rod mechanism includes a first modular crank 100, a second modular crank 200, a front crank 300, a rear crank 400, and a central journal 500. The outer contours of the first modular crank 100, the second modular crank 200, the front crank 300, and the rear crank 400 are all circular. The first modular crank 100 and the second modular crank 200 are combined and connected to form a set of inter-axial crank throws. The front crank 300 and the first modular crank 100 are combined and connected to form the front crank throw, and the rear crank 400 and the first modular crank 100 are combined and connected to form the rear crank throw. The central journal 500 is located in the center of the entire crankshaft. The first module crank 100 and the second module crank 200 of the same group of inter-axis cranks have the same outer diameter, the front crank 300 of the front crank has the same outer diameter as the first module crank 100, the rear crank 400 of the rear crank has the same outer diameter as the first module crank 100, and the front crank 300 and the rear crank 400 on the same crankshaft have the same outer diameter.

[0022] The front crank, rear crank, and several inter-axle cranks are symmetrically mounted in series on either side of the central journal 500. From front to back, the crankshaft consists of: front crank, inter-axle crank, central journal 500, inter-axle crank, and rear crank. The number of inter-axle cranks on one side can be one or more groups depending on actual needs, but the number of inter-axle crank sets on both sides is equal. This modular, symmetrical, and serially mounted crank throws maintains excellent coaxiality and mass balance throughout the crankshaft, preventing eccentricity during operation that could lead to deformation, vibration, or even breakage.

[0023] like Figure 2As shown, the center of the first modular crank 100 is provided with an internal crank spline 120. A connecting rod journal 110 is formed on one side of the first modular crank 100, offset from the internal crank spline 120. A crank step 212, a sprocket mounting ring 211, and a main journal 210 are coaxially formed in sequence on the center of one side of the second modular crank 200. The main journal 210 and the center journal 500 are coaxially arranged, with external journal splines 213 formed at the ends of the main journal 210. External journal splines 213 are formed at both ends of the center journal 500. The corresponding internal crank splines 120 and external journal splines 213 ensure a serially secured installation of the cranks, resulting in a spline connection with high load-bearing capacity, minimal stress concentration, and excellent guidance.

[0024] The timing sprocket 240 can be sleeved on the outer side of the sprocket mounting ring 211 of the second modular crank 200. A plurality of bolt holes 241 are circumferentially opened around the center hole of the timing sprocket 240. Threaded holes 220 are symmetrically opened on the crank step 212 on both sides of the sprocket mounting ring 211. The bolt holes 241 correspond to the threaded holes 220. Connecting bolts 242 connect the bolt holes 241 and the threaded holes 220 to fix the timing sprocket 240 to the second modular crank 200. The outer diameter of the crank step 212 on the second modular crank 200 is smaller than the diameter of the root circle of the sprocket teeth on the outer side wall of the timing sprocket 240, so as to leave space for the chain to be installed on the timing sprocket 240 and avoid collision with the second modular crank 200.

[0025] A first sprocket 510 is sleeved in the center of the central journal 500, and symmetrical second sprockets 520 are sleeved on both sides of the first sprocket 510. The sprocket arrangement ensures precise synchronization of the engine valves and pistons, thereby ensuring efficient engine operation.

[0026] A front axle end 310 is formed in the center of one side of the front crank 300. A tapered head 311 is formed at the end of the front axle end 310 to facilitate the guide installation and connection of the crankshaft. A rear axle end 410 is formed in the center of one side of the rear crank 400. A sealing groove 411 is formed on the outer wall of the rear axle end 410. A sealing ring is installed in the sealing groove 411 to form a sealing surface on the outer side of the rear axle end 410.

[0027] To further explain, the first modular crank 100 has symmetrical first weight-reducing grooves 130 on either side of the connecting rod journal 110. These first weight-reducing grooves 130 are used to balance the mass of the connecting rod journal 110. The second modular crank 200 has symmetrical second weight-reducing grooves 230 on either side of the main journal 210. These second weight-reducing grooves 230 cooperate with the first weight-reducing grooves 130 to balance the mass of the connecting rod journal 110. The first and second weight-reducing grooves 130, 230 of the same set of inter-axle crankshafts have the same structure. The front crank 300 has symmetrical third weight-reducing grooves 320 on either side of the front axle end 310. These third weight-reducing grooves 320 cooperate with the first weight-reducing grooves 130 to balance the mass of the connecting rod journal 110. Symmetrical fourth weight-reducing grooves 420 are formed on both sides of the rear axle end 410 of the rear crank 400 . The fourth weight-reducing grooves 420 cooperate with the first weight-reducing grooves 130 to balance the mass of the connecting rod journal 110 .

[0028] By opening weight-reducing grooves on the crank to adjust the crank to maintain its center of gravity, it is easier to find the center and easier to process and operate than conventional cranks that require balancing blocks, thereby effectively ensuring the overall coaxiality and stability of the crankshaft.

[0029] The specific embodiments described herein are merely illustrative of the spirit of the present invention. Persons skilled in the art may make various modifications, additions, or substitutions to the described specific embodiments without departing from the spirit of the present invention or exceeding the scope defined by the appended claims.

[0030] Although various terms are used in this document, the possibility of using other terms is not excluded. These terms are used only to more conveniently describe and explain the essence of the present invention; interpreting them as any additional restrictions is contrary to the spirit of the present invention.

Claims

1. A modular crankshaft-connecting rod mechanism, comprising a first module crank (100), a second module crank (200), a front crank (300), a rear crank (400) and a central journal (500); characterized in that: The center of the first modular crank (100) is provided with a crank internal spline (120), and a connecting rod journal (110) is formed on one side of the first modular crank (100) away from the crank internal spline (120); the center of one side of the second modular crank (200) is coaxially formed with a crank step (212), a sprocket mounting ring (211) and a main journal (210), threaded holes (220) are symmetrically provided on both sides of the sprocket mounting ring (211) on the crank step (212), and a journal external spline (213) is formed at the end of the main journal (210); the outer contours of the first modular crank (100) and the second modular crank (200) are both circular, and the two are combined and connected to form a group of inter-axial cranks, and the outer diameters of the first modular crank (100) and the second modular crank (200) in the same group of inter-axial cranks are the same; A timing sprocket (240) can be sleeved on the outer side of the sprocket mounting ring (211) of the second module crank (200), and a plurality of bolt holes (241) are opened circumferentially around the central hole of the timing sprocket (240), the bolt holes (241) correspond to the threaded holes (220), and connecting bolts (242) are used to connect the bolt holes (241) and the threaded holes (220) so as to fix the timing sprocket (240) on the second module crank (200); A front axle end (310) is formed at the center of one side of the front crank (300), and a conical head (311) is formed at the port of the front axle end (310). A rear axle end (410) is formed at the center of one side of the rear crank (400). The outer contours of the front crank (300) and the rear crank (400) are also circular and of the same size. The front crank (300) and the first module crank (100) are combined and connected to form a front crank, and the rear crank (400) and the first module crank (100) are combined and connected to form a rear crank. The central journal (500) is located in the middle of the entire crankshaft, and both ends are provided with journal external splines (213). The front crank, the rear crank and a plurality of inter-axis cranks are symmetrically installed in series on both sides with the central journal (500) as the center.

2. A modular crankshaft connecting rod mechanism according to claim 1, characterized in that: The first modular crank (100) is provided with symmetrical first weight-reducing grooves (130) on both sides of the connecting rod journal (110), and the second modular crank (200) is provided with symmetrical second weight-reducing grooves (230) on both sides of the main journal (210). The first weight-reducing grooves (130) and the second weight-reducing grooves (230) of the same group of inter-axial cranks have the same structure.

3. The modular crankshaft-connecting rod mechanism according to claim 1, characterized in that: The outer diameter of the crank step (212) on the second module crank (200) is smaller than the diameter of the sprocket tooth root circle on the outer side wall of the timing sprocket (240).

4. The modular crankshaft-connecting rod mechanism according to claim 1, characterized in that: A sealing groove (411) is provided on the outer side wall of the rear axle end (410) of the rear crank (400), and a sealing ring is fitted in the sealing groove (411).

5. The modular crankshaft-connecting rod mechanism according to claim 1, characterized in that: The front crank (300) is provided with symmetrical third weight-reducing grooves (320) on both sides of the front axle end (310), and the rear crank (400) is provided with symmetrical fourth weight-reducing grooves (420) on both sides of the rear axle end (410).

6. The modular crankshaft-connecting rod mechanism according to claim 1, characterized in that: The central journal (500) is sleeved with a first sprocket (510) in the middle, and symmetrical second sprockets (520) are sleeved on both sides of the first sprocket (510) on the central journal (500).

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