Rear end flange of integrated crankshaft timing gear

Abstract

The utility model discloses a rear-end flange integrated with a crankshaft timing gear, belongs to the technical field of engines, and solves the problem that the existing crankshaft rear-end flange is insufficient in torque transmission capability, so that the crankshaft rear-end flange can rotate or slip. The rear end flange integrated with the crankshaft timing gear comprises the crankshaft timing gear and a crankshaft rear end flange body, the crankshaft timing gear and the crankshaft rear end flange body are of an integrally-formed structure, the inner wall of the crankshaft timing gear is flush with the inner wall of the crankshaft rear end flange body, the crankshaft timing gear is located on one side of the crankshaft rear end flange body, and the crankshaft timing gear is located on the other side of the crankshaft rear end flange body. The distance between the step face of the crankshaft and the end face of one end of the crankshaft is equal to the distance between the end face of the crankshaft timing gear and the end face of the crankshaft rear end flange. According to the rear end flange of the integrated crankshaft timing gear, the friction force between an integrated block and a crankshaft is increased, and therefore the torque transmission capacity is enhanced.

Description

Technical Field

[0001] The utility model relates to the technical field of engines, and more particularly to a rear end flange integrated with a crankshaft timing gear. Background Art

[0002] The rear end flange of the crankshaft is a key component connecting the crankshaft and the transmission system. Its main function is to transmit the engine's rotational power to the transmission system through the rear end flange of the crankshaft, thereby driving the vehicle.

[0003] In traditional diesel engines, such as Figure 1 As shown, the crankshaft rear end flange 22 and the crankshaft timing gear 21 are usually installed together at the rear end of the crankshaft 1 (the crankshaft rear end flange 22 is separated from the crankshaft timing gear 21). The crankshaft rear end flange 22 is connected to the flywheel ring gear and its function is to transmit output torque. The crankshaft timing gear 21 is engaged with the cam shaft timing gear to drive the engine and other components to work.

[0004] At present, the design explosion pressure of the engine is constantly increasing, and the output torque is also getting larger and larger. Since there is an interference fit between the rear end flange of the crankshaft and the crankshaft, its torque transmission capacity depends on the friction force, and the friction force is related to the friction coefficient (material), contact area, etc. The existing rear end flange of the crankshaft has insufficient ability to transmit torque, resulting in the rear end flange of the crankshaft rotating or slipping. Utility Model Content

[0005] The technical problem to be solved by the present invention is to address the above-mentioned deficiencies in the prior art and provide a rear end flange with an integrated crankshaft timing gear, thereby increasing the contact area between the inner diameter of the rear end flange of the crankshaft and the crankshaft, and increasing the friction between the rear end flange of the crankshaft and the crankshaft, thereby enhancing the ability to transmit torque.

[0006] The technical solution of the present utility model is as follows: a rear end flange with an integrated crankshaft timing gear, comprising a crankshaft timing gear and a crankshaft rear end flange, the crankshaft timing gear and the crankshaft rear end flange being an integrally formed structure, and the inner wall of the crankshaft timing gear is flush with the inner wall of the crankshaft rear end flange, the crankshaft timing gear is located on one side of the crankshaft rear end flange, and the distance between the step surface of the crankshaft and one end face of the crankshaft is equal to the distance between the end face of the crankshaft timing gear and the end face of the crankshaft rear end flange.

[0007] As a further improvement, the crankshaft rear end flange and the crankshaft are interference fit.

[0008] Furthermore, an annular groove is provided between the crankshaft timing gear and the rear end flange of the crankshaft.

[0009] Furthermore, a first fillet is provided at one end of the crankshaft timing gear away from the rear end flange of the crankshaft.

[0010] Beneficial effects

[0011] Compared with the prior art, the present invention has the following advantages:

[0012] 1. The utility model is a rear end flange integrated with a crankshaft timing gear. After the crankshaft timing gear and the rear end flange of the crankshaft are integrated into one, the contact area between the inner diameter of the rear end flange of the crankshaft and the crankshaft is increased, so that the friction between the rear end flange of the crankshaft and the crankshaft is also increased, thereby enhancing the ability of the device to transmit torque.

[0013] 2. The rear end flange of an integrated crankshaft timing gear of the present invention can reduce the stress concentration of the integrated block during rotation by adding a fillet to the end face of one end of the crankshaft timing gear, and can effectively prevent the crankshaft timing gear from being cracked due to excessive force during operation, thereby extending the service life of the integrated block. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a schematic diagram of the main cross-sectional structure of the prior art;

[0015] Figure 2 It is a schematic diagram of the three-dimensional structure of the utility model;

[0016] Figure 3 This is a schematic diagram of the main cross-sectional structure of the present utility model.

[0017] Among them: 1-crankshaft, 3-annular groove, 4-first fillet, 5-second fillet, 6-threaded hole, 21-crankshaft timing gear, 22-crankshaft rear end flange. DETAILED DESCRIPTION

[0018] The present invention will be further described below with reference to the specific embodiments in the accompanying drawings.

[0019] See Figure 1-3, a rear end flange with an integrated crankshaft timing gear, including a crankshaft timing gear 21 and a crankshaft rear end flange 22. The crankshaft timing gear 21 and the crankshaft rear end flange 22 are an integrally formed structure, and the inner wall of the crankshaft timing gear 21 is flush with the inner wall of the crankshaft rear end flange 22, which is convenient for the installation of the crankshaft rear end flange 22; the crankshaft timing gear 21 is located on one side of the crankshaft rear end flange 22, and the distance between the step surface of the crankshaft 1 and the end face of one end of the crankshaft 1 is the same as the distance between the end face of the crankshaft timing gear 21 and the end face of the crankshaft rear end flange 22. Equal; by combining the crankshaft timing gear 21 and the crankshaft rear end flange 22 into one component, the inner diameter area of the crankshaft rear end flange 22 is made the sum of the inner diameter area of the crankshaft timing gear and the inner diameter area of the crankshaft rear end flange 22, thereby increasing the contact area between the crankshaft rear end flange 22 and the crankshaft 1, and the friction force between the crankshaft rear end flange 22 and the crankshaft 1 is also increased, thereby enhancing its ability to transmit torque, thereby avoiding the crankshaft rear end flange 22 from rotating or slipping during engine operation.

[0020] In this embodiment, the crankshaft rear end flange 22 and the crankshaft 1 are in interference fit, so that the crankshaft rear end flange 22 and the crankshaft 1 are in close contact, which can effectively reduce the transmission noise and wear of the crankshaft rear end flange 22.

[0021] In this embodiment, an annular groove 3 is provided between the crankshaft timing gear 21 and the crankshaft rear end flange 22, and the crankshaft timing gear 21 is separated from the crankshaft rear end flange 22 to prevent the components connected to the crankshaft timing gear 21 or the crankshaft rear end flange 22 from interfering with the crankshaft rear end flange 22 or the crankshaft timing gear 21 during operation, thereby affecting the normal operation of the engine.

[0022] In this embodiment, a first fillet 4 is provided at one end of the crankshaft timing gear 21 away from the crankshaft rear end flange 22; by adding the first fillet 5 at the end face of one end of the crankshaft timing gear 21, the stress concentration of the crankshaft rear end flange 21 during the rotation process can be reduced, and the crankshaft timing gear 21 can be effectively prevented from being cracked due to excessive force during operation, thereby extending its service life.

[0023] In this embodiment, a second fillet 5 is provided at the end of the crankshaft rear end flange 22 away from the crankshaft timing gear 21. The second fillet 5 is located at the end of the crankshaft rear end flange 22 that is flush with the end face of the crankshaft 1. The end face of the crankshaft rear end flange 22 is chamfered to form a second fillet 2, which can avoid damage to the operator during transportation and installation.

[0024] In this embodiment, a threaded hole 6 is provided on the end face of the crankshaft rear end flange 22 away from the crankshaft timing gear 21; when the crankshaft rear end flange 22 is repaired and maintained, the crankshaft rear end flange 22 needs to be disassembled, and the threaded rod can be threadedly connected to the threaded hole 6, and then connected to the threaded rod through a tool, so that the crankshaft rear end flange 22 can be removed from the crankshaft 1, effectively improving the efficiency of repair and maintenance.

[0025] In this embodiment, there are two threaded holes 6, and the two threaded holes 6 are symmetrically distributed on the end face of the crankshaft rear end flange 22 about the center of the crankshaft rear end flange 22; in other embodiments, the number of threaded holes 6 can be increased to improve the disassembly efficiency, but the number of threaded holes 6 is an even number, and multiple threaded holes 6 are symmetrically distributed on the end face of the crankshaft rear end flange 22 about the center of the crankshaft rear end flange 22, ensuring that when the crankshaft rear end flange 22 is disassembled through the threaded holes 6, the force at both ends of the crankshaft rear end flange 22 is uniform, avoiding damage to the inner wall of the crankshaft rear end flange 22 or the crankshaft 1 due to uneven force at both ends of the crankshaft rear end flange 22 during the disassembly process.

[0026] The above is only a preferred embodiment of the present invention. It should be pointed out that for those skilled in the art, several modifications and improvements can be made without departing from the structure of the present invention. These modifications and improvements will not affect the effect of the implementation of the present invention and the practicality of the patent.

Claims

1. A rear end flange of an integrated crankshaft timing gear, comprising a crankshaft timing gear (21) and a crankshaft rear end flange (22), characterized in that: The crankshaft timing gear (21) and the crankshaft rear end flange (22) are an integrally formed structure, and the inner wall of the crankshaft timing gear (21) is flush with the inner wall of the crankshaft rear end flange (22). The crankshaft timing gear (21) is located on one side of the crankshaft rear end flange (22), and the distance between the step surface of the crankshaft (1) and one end face of the crankshaft (1) is equal to the distance between the end face of the crankshaft timing gear (21) and the end face of the crankshaft rear end flange (22).

2. The rear end flange of the integrated crankshaft timing gear according to claim 1, characterized in that: The crankshaft rear end flange (22) and the crankshaft (1) are in interference fit.

3. The rear end flange of the integrated crankshaft timing gear according to claim 1, characterized in that: An annular groove (3) is provided between the crankshaft timing gear (21) and the crankshaft rear end flange (22).

4. The rear end flange of the integrated crankshaft timing gear according to claim 1, characterized in that: The crankshaft timing gear (21) is provided with a first fillet (4) at one end away from the crankshaft rear end flange (22).

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