Crankshaft with uniform stress

Abstract

The utility model belongs to the technical field of engines, and particularly relates to a stress-uniformized crankshaft which comprises a crankshaft body, a rear end shaft and a front end shaft, one end of the crankshaft body is fixedly connected with the rear end shaft, the other end of the crankshaft body is fixedly connected with the front end shaft, a crank is arranged on the crankshaft body, and the crank is connected with the front end shaft. Crankshaft journals and connecting rod journals are welded between the cranks, the crankshaft journals and the connecting rod journals are arranged in a staggered mode, crank limiting grooves are formed in the connecting positions of the surfaces of the cranks and the crankshaft journals, and journal limiting grooves are formed in the connecting positions of the surfaces of the cranks and the connecting rod journals. Reinforcing rings are welded to inner cavities of the adjacent shaft neck limiting grooves and crank limiting grooves and comprise crankshaft reinforcing rings and shaft neck reinforcing rings, and the crankshaft reinforcing rings and the shaft neck reinforcing rings are connected in a welded mode. The structural strength of the connecting positions of the two ends of the crankshaft journal and the connecting rod journal and the crank is improved through the reinforcing rings, so that the stress of the crankshaft body is homogenized in the using process.

Description

Technical Field

[0001] This utility model relates to the field of engine technology, specifically to a crankshaft for stress homogenization. Background Technology

[0002] The engine is the power source that propels a car forward, and the crankshaft is the main component in the engine that transmits power. The gas pressure generated by the combustion of fuel in the combustion chamber is transmitted to the crankshaft through the piston and the connecting rod connected to it, and is converted into torque by the crankshaft, thereby driving the vehicle's transmission system, the engine's valve train, and other auxiliary devices.

[0003] The invention patent with publication number CN204458787U discloses a crankshaft structure in which the mass of the upper end with a bend on the upper side of the crankshaft body's central axis is equal to the mass of the lower end of the crankshaft body's central axis. This eliminates the problem of crankshaft imbalance and ensures normal operation of the crankshaft. It addresses the current issue that automobile engine crankshafts are mainly formed by integral forging, which presents difficulties in forging and processing, and requires high-precision processing equipment. Furthermore, the large centrifugal force during connecting rod diameter processing makes it difficult to guarantee the required precision in the processed crankshaft.

[0004] Existing engine crankshafts are integrally cast. When the crankshaft rotates, the connecting rod journal is rotatably connected to the connecting rod through the bearing bush. During the rotation of the crankshaft, the connecting rod journal and the crankshaft journal are subjected to large forces, which can easily lead to crankshaft twisting and thus generate stress, which will aggravate crankshaft wear. In order to solve the above problems, this application proposes a crankshaft with stress uniformity. Utility Model Content

[0005] (I) Purpose of the utility model

[0006] To address the technical problems existing in the background art, this utility model proposes a crankshaft with uniform stress. By using reinforcing rings to improve the structural strength of the crankshaft journals and connecting rod journals at both ends where they connect to the crank, the stress of the crankshaft body is made uniform during use, thereby solving the problems mentioned in the background art.

[0007] (2) Technical solution

[0008] To solve the above-mentioned technical problems, this utility model provides a crankshaft with stress uniformity, including a crankshaft body, a rear shaft and a front shaft. The rear shaft is fixedly connected to one end of the crankshaft body, and the front shaft is fixedly connected to the other end of the crankshaft body. Cranks are provided on the crankshaft body, and crankshaft journals and connecting rod journals are welded between the cranks. The crankshaft journals and connecting rod journals are arranged in an alternating manner.

[0009] A crank limiting groove is provided at the connection between the crank surface and the crankshaft journal, and a journal limiting groove is provided at the connection between the crank surface and the connecting rod journal.

[0010] The inner cavities of the adjacent journal limiting groove and crank limiting groove are welded with reinforcing rings.

[0011] Preferably, the reinforcing ring includes a crankshaft reinforcing ring and a journal reinforcing ring, which are welded together.

[0012] Preferably, the crankshaft reinforcing ring is formed by welding two sets of No. 1 semicircles, and the journal reinforcing ring is formed by welding two sets of No. 2 semicircles.

[0013] Preferably, the crankshaft reinforcing ring is welded to the crank limiting groove, and the journal reinforcing ring is welded to the journal limiting groove.

[0014] Preferably, each connecting rod journal surface is provided with an oil outlet hole, which penetrates the connecting rod journal cavity wall.

[0015] Preferably, each crankshaft journal surface is provided with an oil injection oblique hole, and the bottom of the oil injection oblique hole is connected to the oil outlet hole.

[0016] Preferably, one end of the crankshaft body is connected to a gear via a rear end shaft.

[0017] The above-mentioned technical solution of this utility model has the following beneficial technical effects:

[0018] 1. In this utility model, the reinforcing ring is composed of a crankshaft reinforcing ring and a journal reinforcing ring. Both the crankshaft reinforcing ring and the journal reinforcing ring are composed of two sets of semicircular No. 1 semicircles and No. 2 semicircles welded together, which can facilitate the welding and connection of the crankshaft reinforcing ring and the journal reinforcing ring to the crank limiting groove and the journal limiting groove. Then, the crankshaft reinforcing ring and the journal reinforcing ring are welded together. The reinforcing ring can improve the structural strength of the connection between the crankshaft journal and the connecting rod journal at both ends and the crank, so that the stress of the crankshaft body is uniform during use.

[0019] 2. In this utility model, lubricating oil is injected into the oil outlet through the oil injection oblique hole. The oil outlet penetrates the connecting rod journal, allowing oil to flow from both ends of the oil outlet simultaneously. This improves the lubrication effect at the connection between the connecting rod journal and the bearing, thereby reducing wear on the bearing and the connecting rod journal. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the overall structure of a crankshaft for stress homogenization according to the present invention;

[0021] Figure 2 This is a schematic diagram of a limiting groove structure for a crankshaft that promotes stress homogenization according to the present invention.

[0022] Figure 3This is a schematic diagram of a crankshaft reinforcement ring structure for stress homogenization according to the present invention;

[0023] Figure 4 This is an exploded structural diagram of the reinforcing ring of a crankshaft for stress homogenization according to this utility model.

[0024] Figure label:

[0025] 1. Crankshaft body; 2. Rear end shaft; 3. Gear; 4. Front end shaft; 5. Crank; 6. Crankshaft journal; 7. Connecting rod journal; 8. Crankshaft limiting groove; 9. Journal limiting groove; 10. Reinforcing ring; 11. Crankshaft reinforcing ring; 12. Journal reinforcing ring; 13. No. 1 semicircle; 14. No. 2 semicircle; 15. Oil injection oblique hole; 16. Oil outlet hole. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of the present invention more clearly understood, the present invention is further described below in conjunction with specific embodiments and with reference to the accompanying drawings. It should be understood that these descriptions are merely illustrative and are not intended to limit the scope of the present invention. Furthermore, descriptions of known structures and technologies are omitted in the following description to avoid unnecessary confusion regarding the concepts of the present invention.

[0027] like Figure 1-4 As shown, the present invention proposes a crankshaft for stress homogenization, comprising a crankshaft body 1, a rear shaft 2, and a front shaft 4. The rear shaft 2 is fixedly connected to one end of the crankshaft body 1, and the front shaft 4 is fixedly connected to the other end of the crankshaft body 1. Cranks 5 are provided on the crankshaft body 1, and crankshaft journals 6 and connecting rod journals 7 are welded between the cranks 5. The crankshaft journals 6 and connecting rod journals 7 are arranged in an alternating manner.

[0028] A crank limiting groove 8 is provided at the connection between the surface of the crank 5 and the crankshaft journal 6, and a journal limiting groove 9 is provided at the connection between the surface of the crank 5 and the connecting rod journal 7.

[0029] A reinforcing ring 10 is welded to the inner cavity of the adjacent journal limiting groove 9 and crank limiting groove 8.

[0030] It should be noted that the reinforcing ring 10 is composed of a crankshaft reinforcing ring 11 and a journal reinforcing ring 12. Both the crankshaft reinforcing ring 11 and the journal reinforcing ring 12 are composed of two sets of semicircular first semicircles 13 and second semicircles 14 welded together. This allows the crankshaft reinforcing ring 11 and the journal reinforcing ring 12 to be easily welded to the crank limiting groove 8 and the journal limiting groove 9. Then, the crankshaft reinforcing ring 11 and the journal reinforcing ring 12 are welded together. The reinforcing ring 10 can improve the structural strength of the connection between the crankshaft journal 6 and the connecting rod journal 7 and the crank 5, so that the stress of the crankshaft body 1 is uniform during use.

[0031] In this embodiment, as Figure 3 and Figure 4 As shown, the reinforcing ring 10 includes a crankshaft reinforcing ring 11 and a journal reinforcing ring 12. The crankshaft reinforcing ring 11 and the journal reinforcing ring 12 are welded together. The crankshaft reinforcing ring 11 is formed by welding two sets of first semicircles 13. The journal reinforcing ring 12 is formed by welding two sets of second semicircles 14. The crankshaft reinforcing ring 11 is welded to the crank limiting groove 8. The journal reinforcing ring 12 is welded to the journal limiting groove 9.

[0032] It should be noted that both the crankshaft reinforcing ring 11 and the journal reinforcing ring 12 are composed of two sets of semicircular first semicircles 13 and second semicircles 14 welded together, which facilitates the welding of the reinforcing ring 10.

[0033] In this embodiment, as Figure 1 and Figure 2 As shown, each of the connecting rod journals 7 has an oil outlet hole 16 on its surface, which penetrates the cavity wall of the connecting rod journal 7. Each of the crankshaft journals 6 has an oil injection inclined hole 15 on its surface, and the bottom of the oil injection inclined hole 15 is connected to the oil outlet hole 16.

[0034] It should be noted that lubricating oil is injected into the oil outlet 16 through the oil injection inclined hole 15. The oil outlet 16 passes through the connecting rod journal 7, allowing oil to flow from both ends of the oil outlet 16 simultaneously. This can improve the lubrication effect at the connection between the connecting rod journal 7 and the bearing, thereby reducing the wear of the bearing and the connecting rod journal 7.

[0035] In this embodiment, as Figure 1 As shown, one end of the crankshaft body 1 is connected to a gear 3 via a rear shaft 2.

[0036] It should be noted that the drive gear meshes with gear 3 and can drive the crankshaft body 1 to rotate.

[0037] The working principle and usage process of this utility model are as follows: The reinforcing ring 10 is composed of a crankshaft reinforcing ring 11 and a journal reinforcing ring 12. Both the crankshaft reinforcing ring 11 and the journal reinforcing ring 12 are composed of two sets of semicircular first semicircles 13 and second semicircles 14 welded together, which can facilitate the welding and connection of the crankshaft reinforcing ring 11 and the journal reinforcing ring 12 to the crank limiting groove 8 and the journal limiting groove 9. Then, the crankshaft reinforcing ring 11 and the journal reinforcing ring 12 are welded together. The reinforcing ring 10 can improve the structural strength of the connection between the crankshaft journal 6 and the connecting rod journal 7 and the crank 5, so that the stress of the crankshaft body 1 is uniform during use. Lubricating oil is injected into the oil outlet hole 16 through the oil injection inclined hole 15. The oil outlet hole 16 penetrates the connecting rod journal 7, so that oil can be discharged from both ends of the oil outlet hole 16 at the same time, which can improve the lubrication effect at the connection between the connecting rod journal 7 and the bearing, thereby reducing the wear of the bearing and the connecting rod journal 7.

[0038] It should be understood that the above-described specific embodiments of this utility model are merely illustrative or explanatory of the principles of this utility model and do not constitute a limitation thereof. Therefore, any modifications, equivalent substitutions, improvements, etc., made without departing from the spirit and scope of this utility model should be included within the protection scope of this utility model. Furthermore, the appended claims are intended to cover all variations and modifications falling within the scope and boundaries of the appended claims or their equivalents.

Claims

1. A crankshaft for stress homogenization, comprising a crankshaft body (1), a rear end shaft (2), and a front end shaft (4), wherein the rear end shaft (2) is fixedly connected to one end of the crankshaft body (1), and the front end shaft (4) is fixedly connected to the other end of the crankshaft body (1), characterized in that, The crankshaft body (1) is provided with cranks (5), and crankshaft journals (6) and connecting rod journals (7) are welded between the cranks (5). The crankshaft journals (6) and connecting rod journals (7) are arranged in an alternating manner. A crank limiting groove (8) is provided at the connection between the surface of the crank (5) and the crank journal (6), and a journal limiting groove (9) is provided at the connection between the surface of the crank (5) and the connecting rod journal (7). A reinforcing ring (10) is welded into the inner cavity of the adjacent journal limiting groove (9) and crank limiting groove (8).

2. The crankshaft for stress homogenization according to claim 1, characterized in that, The reinforcing ring (10) includes a crankshaft reinforcing ring (11) and a journal reinforcing ring (12), which are welded together.

3. A crankshaft for stress homogenization according to claim 2, characterized in that, The crankshaft reinforcing ring (11) is formed by welding two sets of No. 1 semicircles (13), and the journal reinforcing ring (12) is formed by welding two sets of No. 2 semicircles (14).

4. A crankshaft for stress homogenization according to claim 3, characterized in that, The crankshaft reinforcing ring (11) is welded to the crank limiting groove (8), and the journal reinforcing ring (12) is welded to the journal limiting groove (9).

5. A crankshaft for stress homogenization according to claim 1, characterized in that, Oil outlet holes (16) are provided on the surface of each connecting rod journal (7), and the oil outlet holes (16) penetrate the cavity wall of the connecting rod journal (7).

6. A crankshaft for stress homogenization according to claim 5, characterized in that, The crankshaft journal (6) is provided with an oil injection oblique hole (15) on its surface, and the bottom of the oil injection oblique hole (15) is connected to the oil outlet hole (16).

7. A crankshaft for stress homogenization according to claim 1, characterized in that, One end of the crankshaft body (1) is connected to a gear (3) via a rear shaft (2).

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