Crankshaft crank arm structure with double balance blocks
By incorporating a crankshaft structure with dual balance blocks on the engine crank arm, the influence of compressor inertial force and torque on the crankshaft is resolved, achieving stable crankshaft operation and a compact structure, while reducing the risk of breakage and production costs.
Patent Information
- Application Number
- CN202423261049.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-12-27
- Publication Date
- 2025-10-31
- Estimated Expiration
- 2034-12-27
AI Technical Summary
In existing engines, the connecting rod that drives the compressor is eccentrically mounted on the crankshaft, causing the compressor to generate inertial forces and torques, which affect the unstable operation of the crankshaft and may even lead to crankshaft breakage. Therefore, it is necessary to improve the balance of the shaft system.
The crankshaft crank arm structure with double balance blocks is adopted. The first balance block and the second balance block are set on the first crank and the second crank respectively to balance the inertial force and torque of the engine and the compressor. The connection is achieved by the transition fit between the connecting rod journal and the connecting hole and the locking screw, so as to achieve a compact structure and good stability.
It effectively balances the inertial forces and torques of the engine and compressor, ensuring stable crankshaft operation, reducing the risk of breakage, lowering production and maintenance costs, and has a wide range of applications, including compact models.
Smart Images
Figure CN223498418U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of engine crankshaft connecting rod technology, and in particular to a crankshaft crank arm structure with double balance weights. Background Technology
[0002] As the engine of a vehicle, the internal combustion engine is characterized by stable performance and a large number of vehicles in use. The engine plays a crucial role in a vehicle, and improving its performance, structure, and peripheral transmission has always been a key area of continuous research and development in this field. Engines typically integrate a timing system, oil pump, and fuel pump. Air-injection engines, with their air-injection technology, add an additional air source to the existing engine nozzles. Compressed air impacts the fuel and injects it into the combustion chamber, significantly reducing fuel droplet size and achieving better fuel atomization and evaporation, thus contributing to the rapid combustion of the air-fuel mixture. Therefore, a compressor is required in the engine to provide the compressed air source.
[0003] To reduce the number of components around the engine and optimize the engine's installation space, the connecting rod driving the compressor is currently eccentrically mounted on the crankshaft. The crankshaft's rotation drives the connecting rod to work the compressor. While this structure optimizes the installation space, the compressor's movement generates inertial forces and torques, which affect the crankshaft's motion, leading to unstable crankshaft operation. Furthermore, the increased stress on the crankshaft may even cause it to break, affecting its lifespan. To improve the balance of the shaft system, balance weights are needed to balance the rotational and reciprocating inertial forces and torques of both the engine and the compressor. Utility Model Content
[0004] The technical problem to be solved by this utility model is to address the above-mentioned shortcomings of the prior art by providing a crankshaft crank arm structure with double balance blocks, which has good balance, effectively ensures stable operation of the crankshaft, and has the characteristics of wide applicability and strong practicality.
[0005] The technical solution adopted by this utility model is: a crankshaft crank arm structure with double balance blocks, including a front end shaft, a crank assembly and a main journal, characterized in that: a signal disk is provided on one side of the front end shaft, and an eccentrically arranged compressor connecting rod is rotatably mounted on the signal disk; a crank assembly is provided on the other side of the front end shaft, and one end of the crank assembly away from the front end shaft is connected to the main journal; the crank assembly includes a first crank, a second crank and a connecting rod journal; the first crank and the second crank are connected by the connecting rod journal; an engine connecting rod is mounted on the connecting rod journal; a first balance block is provided at one end of both the first crank and the second crank; and a second balance block for balancing the compressor's inertial force and torque is provided on the side of the first crank.
[0006] As a further improvement, both the first crank and the second crank are provided with connecting holes, and the two ends of the connecting rod journal are respectively installed on the connecting holes of the first crank and the second crank.
[0007] Furthermore, the connecting rod journal and the connecting hole are connected by an transition fit.
[0008] Furthermore, the first crank and the second crank are provided with locking screws that are threadedly connected to them, and the locking screws pass through the first crank and the second crank and are threadedly connected to the connecting rod journal.
[0009] Furthermore, the second balance block is detachably connected to the first crank, the first crank is provided with a stud, and the second balance block is threadedly connected to the stud.
[0010] Furthermore, the second balance weight and the first crank are an integral structure.
[0011] Furthermore, the second balancing block is arranged perpendicular to the first balancing block.
[0012] Beneficial effects
[0013] Compared with the prior art, this utility model has the following advantages:
[0014] This invention relates to a crankshaft crank arm structure with dual balance weights. When the engine crankshaft rotates, it drives a signal disc to rotate, which in turn drives the compressor connecting rod. The compressor connecting rod then drives the compressor piston, generating reciprocating inertial force and inertial torque in the compressor. Simultaneously, the connecting rod journal drives the engine connecting rod, generating rotational and reciprocating inertial forces in the engine. The inertial forces generated by the engine piston and the compressor piston are perpendicular to each other. By setting a first balance weight, the rotational and reciprocating inertial forces generated by the engine piston can be effectively balanced. By setting a second balance weight, the rotational and reciprocating inertial forces generated by the engine piston can be effectively balanced. The reciprocating inertial force and inertial torque of the compressor ensure stable operation of the crankshaft while reducing unbalanced forces on the crankshaft, preventing crankshaft breakage and effectively extending crankshaft service life. By placing both the first and second balance blocks on the first crank, the structure becomes more compact, requiring less installation space and meeting the needs of compact models. The double-layer structure of the first and second cranks provides better stability during operation, reduces vibration, and makes the structure more compact, effectively reducing production costs and achieving lightweight manufacturing. It is easy to use and has a wide range of applications. Attached Figure Description
[0015] Figure 1 This is a schematic diagram of the main structure of this utility model.
[0016] Wherein: 1-front end shaft, 2-crank assembly, 3-main journal, 4-compressor connecting rod, 5-signal disc, 6-second balance weight, 7-stud, 8-engine connecting rod, 9-connecting hole, 10-first balance weight, 11-locking screw, 12-compressor piston, 13-engine piston, 21-first crank, 22-connecting rod journal, 23-second crank. Detailed Implementation
[0017] The present invention will be further described below with reference to specific embodiments shown in the accompanying drawings.
[0018] See Figure 1 As shown, this utility model discloses a crankshaft crank arm structure with double balance blocks, including a front shaft 1, a crank assembly 2, and a main journal 3. A signal disk 5 is provided on one side of the front shaft 1, and an eccentrically arranged compressor connecting rod 4 is rotatably mounted on the signal disk 5. The crank assembly 2 is provided on the other side of the front shaft 1, with one end of the crank assembly 2 away from the front shaft 1 connected to the main journal 3. The crank assembly 2 includes a first crank 21, a second crank 23, and a connecting rod journal 22. The first crank 21 and the second crank 23 are connected via the connecting rod journal 22, which is equipped with an engine connecting rod 8. A first balance block 10 is provided at one end of both the first crank 21 and the second crank 23. A second balance block 6 is provided on the side of the first crank 21 to balance the compressor's inertial force and torque. When the engine crankshaft rotates, it drives the signal disk 5 to rotate, which in turn drives the compressor connecting rod 4, which in turn drives the compressor piston 12. This movement generates a reciprocating inertial force and torque in the compressor. Meanwhile, the connecting rod journal 22 drives the engine connecting rod 8, and the engine generates rotational inertial force and reciprocating inertial force. The inertial forces generated by the engine piston 13 and the compressor piston 12 are perpendicular to each other. By setting the first balance block 10, the rotational inertial force and reciprocating inertial force brought by the engine piston 13 can be effectively balanced. By setting the second balance block 6, the reciprocating inertial force and inertial torque of the compressor can be effectively balanced. This ensures that the crankshaft can operate stably while reducing the unbalanced force on the crankshaft, avoiding crankshaft breakage, and effectively extending the service life of the crankshaft. By setting both the first balance block 10 and the second balance block 6 on the first crank 21, the structure is more compact and requires less installation space, which can meet the use of compact models. By adopting a double-layer structure of the first crank 21 and the second crank 23, the stability during operation is better, vibration is reduced, the structure is more compact, production costs are effectively reduced, and lightweight manufacturing is achieved.
[0019] Specifically, both the first crank 21 and the second crank 23 are provided with connecting holes 9. The two ends of the connecting rod journal 22 are respectively installed on the connecting holes 9 of the first crank 21 and the second crank 23. The detachable connection structure allows the damaged part to be replaced individually when a part of the crankshaft is damaged, without the need for the whole machine to be replaced. This not only reduces maintenance costs but also shortens maintenance time, making the maintenance process simpler, reducing downtime, and improving equipment availability.
[0020] Preferably, the connecting rod journal 22 and the connecting hole 9 are connected by an transition fit, and the connecting rod journal 22 is installed in the connecting hole 9 by hot pressing, which makes the connection more stable and reliable.
[0021] Furthermore, the first crank 21 and the second crank 23 are provided with locking screws 11 that are threadedly connected to them. After passing through the first crank 21 and the second crank 23, the locking screws 11 are threadedly connected to the connecting rod journal 22. The locking screws 11 make the connection between the first crank 21, the second crank 23 and the connecting rod journal 2 more secure, preventing the connecting rod journal 2 from falling off the first crank 21 during use, and playing a limiting role.
[0022] Furthermore, the second balance block 6 is detachably connected to the first crank 21. The first crank 21 is provided with a stud 7, and the second balance block 6 is threadedly connected to the stud 7, which facilitates installation and disassembly. At the same time, the second balance block 6 of different weights can be selected according to different models of compressors to meet the needs of multiple models.
[0023] Furthermore, the second balance block 6 and the first crank 21 are an integral structure, which facilitates production and manufacturing and effectively prevents them from falling off later.
[0024] Furthermore, the second balance block 6 and the first balance block 10 are arranged perpendicularly to each other. Since the movement directions of the engine piston 13 and the compressor piston 12 are perpendicular to each other, the inertial forces generated are perpendicular to each other. The second balance block 6 and the first balance block 10, which are arranged perpendicularly, are needed to balance the entire shaft system, thereby protecting the crankshaft.
[0025] In this embodiment, the crankshaft crank arm structure with double balance blocks, during use, causes the engine crankshaft to rotate, driving the signal disk 5 to rotate. The signal disk 5 drives the compressor connecting rod 4, which in turn drives the compressor piston 12. This movement generates reciprocating inertial force and inertial torque in the compressor. Simultaneously, the connecting rod journal 22 drives the engine connecting rod 8, generating rotational and reciprocating inertial forces in the engine. The inertial forces generated by the engine piston 13 and the compressor piston 12 are perpendicular to each other. By setting the first balance block 10, the rotational and reciprocating inertial forces generated by the engine piston 13 can be effectively balanced. The second balance block 6 effectively balances the reciprocating inertial force and inertial torque of the compressor, thereby ensuring stable crankshaft operation while reducing unbalanced forces on the crankshaft, preventing crankshaft breakage, and effectively extending the crankshaft's service life. By placing both the first balance block 10 and the second balance block 6 on the first crank 21, the structure becomes more compact, requiring less installation space and meeting the needs of compact models. The double-layer structure of the first crank 21 and the second crank 23 provides better stability during operation, reduces vibration, and further reduces production costs, achieving lightweight manufacturing. This invention's crankshaft crank arm structure with double balance blocks has excellent balance, effectively ensuring stable crankshaft operation, and is widely applicable and highly practical.
[0026] The above description is only a preferred embodiment of the present utility model. It should be noted that for those skilled in the art, several modifications and improvements can be made without departing from the structure of the present utility model. These modifications and improvements will not affect the effectiveness of the present utility model or the practicality of the patent.
Claims
1. A crankshaft crank arm structure with dual balance weights, characterized in that, The device includes a front shaft (1), a crank assembly (2), and a main journal (3), characterized in that: a signal disk (5) is provided on one side of the front shaft (1), and an eccentrically arranged compressor connecting rod (4) is rotatably provided on the signal disk (5); a crank assembly (2) is provided on the other side of the front shaft (1), and one end of the crank assembly (2) away from the front shaft (1) is connected to the main journal (3); the crank assembly (2) includes a first crank (21), a second crank (23), and a connecting rod journal (22); the first crank (21) and the second crank (23) are connected by the connecting rod journal (22); an engine connecting rod (8) is provided on the connecting rod journal (22); a first balance block (10) is provided at one end of both the first crank (21) and the second crank (23); and a second balance block (6) for balancing the compressor's inertial force and torque is provided on the side of the first crank (21).
2. The crankshaft crank arm structure with double balance weights according to claim 1, characterized in that, Both the first crank (21) and the second crank (23) are provided with connecting holes (9), and the two ends of the connecting rod journal (22) are respectively installed on the connecting holes (9) of the first crank (21) and the second crank (23).
3. The crankshaft crank arm structure with double balance weights according to claim 1, characterized in that, The connecting rod journal (22) and the connecting hole (9) are connected by a transition fit.
4. The crankshaft crank arm structure with double balance weights according to claim 1, characterized in that, The first crank (21) and the second crank (23) are provided with locking screws (11) that are threadedly connected to them. The locking screws (11) pass through the first crank (21) and the second crank (23) and are threadedly connected to the connecting rod journal (22).
5. A crankshaft crank arm structure with dual balance weights according to claim 1, characterized in that, The second balance block (6) is detachably connected to the first crank (21), and the first crank (21) is provided with a stud (7). The second balance block (6) is threadedly connected to the stud (7).
6. A crankshaft crank arm structure with dual balance weights according to claim 1, characterized in that, The second balance block (6) and the first crank (21) are an integral structure.
7. A crankshaft crank arm structure with double balance weights according to claim 1, characterized in that, The second balancing block (6) and the first balancing block (10) are arranged perpendicular to each other.