Engine crankshaft

Abstract

The utility model relates to the technical field of crankshafts, in particular to an engine crankshaft. In order to solve the problem that an existing crankshaft easily generates large centrifugal force, the novel engine crankshaft comprises a plurality of crank sets, each crank set comprises two cranks, a connecting rod journal is fixedly connected between the two cranks of each crank set, a front end shaft is fixed to the outer side of the crank set located on the front side, and a rear end shaft is fixed to the outer side of the crank set located on the rear side. A rear end shaft is fixed to the outer end of the crank set located on the rear side, every two adjacent crank sets are connected through a main journal, each crank is of a fan-shaped structure with the wide upper end and the narrow lower end, and a lightening hole is formed in the upper end of each crank, so that the upper end and the lower end of each crank are equal in balance weight. According to the engine crankshaft, the crank is ingeniously designed to be of the fan-shaped structure, and the lightening hole is formed in the upper end of the crank, so that the upper end and the lower end of the crank are equal in counter weight, centrifugal force and inertia generated when the crankshaft rotates at a high speed are effectively reduced, and therefore the probability of deformation of the crankshaft is reduced.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of crankshaft, concretely to an engine crankshaft. BACKGROUND

[0002] The crankshaft is a core rotating component in the engine or the engine, which is usually made of high-quality carbon structural steel or nodular cast iron to ensure that it has sufficient strength and wear resistance, and mainly comprises a main shaft neck, a connecting rod shaft neck and a crank, the main shaft neck is stably installed on the cylinder body to play a supporting and fixing role, the connecting rod shaft neck is closely connected with the large end hole of the connecting rod, and the reciprocating motion of the piston is converted into the rotating motion of the crankshaft through the connecting rod, and the crank is used to connect the main shaft neck and the connecting rod shaft neck.

[0003] The existing crankshafts generally adopt a solid structure, and the solid crankshaft has a large rotational inertia when rotating, which increases the resistance inside the engine, causes the response speed and acceleration performance of the engine to be restricted to a certain extent, and affects the overall driving experience; in addition, part of the crank adopts an eccentric design, that is, the center line of the crank does not coincide with the rotating shaft, and this design causes the mass ratio of the upper and lower halves of the crank to be significantly different, and when rotating at high speed, a large centrifugal force is generated, which not only intensifies the vibration and wear of the crankshaft itself, but also is transmitted to other components of the engine through the main bearing, thereby increasing the load of the main bearing and shortening the service life thereof. SUMMARY

[0004] The utility model discloses in order to solve the problem that the existing crankshaft produces greater centrifugal force, and provides a new engine crankshaft.

[0005] The utility model discloses the following technical scheme is adopted:

[0006] An engine crankshaft comprises a plurality of crank groups, each of which comprises two cranks, the two cranks of each crank group are fixedly connected with a connecting rod shaft neck, a front end shaft is fixed to the outer side of the crank group located at the front side, a rear end shaft is fixed to the outer end of the crank group located at the rear side, the adjacent two crank groups are connected through a main shaft neck, each crank is a fan-shaped structure with a wide upper end and a narrow lower end, and a weight-reducing hole is formed in the upper end of each crank to make the weight of the upper end and the lower end of each crank equal.

[0007] Principle explanation: the weight of the upper end of the fan-shaped crank is greater than that of the lower end, and the design of the weight-reducing hole in the upper end can effectively reduce the weight of the upper end, so that the weight of the upper end and the lower end of the crank is equal, which not only reduces the weight of the crank, but also reduces the inertia and centrifugal force when the crankshaft rotates, thereby reducing the probability of deformation of the crankshaft.

[0008] Further, the two cranks of each crank group are provided with a fan-shaped hollow groove on the opposite inner side surfaces, so as to reduce the weight during rotation of the crank, thereby further reducing the centrifugal force.

[0009] Further, the inner hole surface of the lubricating oil channel of the connecting rod journal and the main journal surface is a conical surface, which expands the contact surface of the lubricating oil channel, and can effectively reduce the problem of poor lubrication caused by oil blockage.

[0010] Further, the cross section of the weight reduction hole is circular, and the weight reduction hole is 5 holes distributed along the upper end portion.

[0011] Further, the crank group is 5 groups.

[0012] Further, the rear end flange is fixed to the end of the rear end shaft which is not fixed with the crank group. In use, the rear end flange is inserted into the flywheel outside, and the front end shaft is inserted into the timing gear outside, thereby completing the installation process of the engine crankshaft.

[0013] The engine crankshaft of the utility model has the following beneficial effects: the crank is designed as a fan-shaped structure and the weight reduction hole is opened at the upper end portion, so that the upper and lower end portions of the crank are equally counterweighted, the centrifugal force and inertia generated during high-speed rotation of the crank are effectively reduced, and the probability of deformation of the crank is reduced. BRIEF DESCRIPTION OF DRAWINGS

[0014] The drawings incorporated into the specification and forming a part thereof show, by way of illustration, embodiments in which the principles of the present application are applied, and together with the description, serve to explain the principles of the present application.

[0015] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings needed to be used in the embodiment or prior art description will be briefly introduced below, and obviously, other drawings can also be obtained by those skilled in the art without creative labor.

[0016] Figure 1 The utility model engine crankshaft schematic diagram.

[0017] In the figure: 1-rear end flange, 2-rear end shaft, 3-crank, 4-connecting rod journal, 5-main journal, 6-lubricating oil channel, 7-weight reduction hole, 8-fan-shaped hollow groove, 9-front end shaft. DETAILED DESCRIPTION

[0018] To better understand the above-mentioned objectives, features, and advantages of this utility model, the solution of this utility model will be further described below. It should be noted that, unless otherwise specified, the embodiments of this utility model and the features thereof can be combined with each other.

[0019] In this description, it should be noted that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. It should also be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joint" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms according to the specific circumstances.

[0020] Many specific details are set forth in the following description in order to provide a full understanding of the present invention, but the present invention may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only some embodiments of the present invention, and not all embodiments.

[0021] The specific embodiments of this utility model will now be described in detail with reference to the accompanying drawings.

[0022] like Figure 1 As shown, an engine crankshaft includes multiple crank assemblies, each crank assembly including two cranks 3. A connecting rod journal 4 is fixedly connected between the two cranks 3 in each crank assembly. A front end shaft 9 is fixed to the outer side of the crank assembly located on the front side, and a rear end shaft 2 is fixed to the outer end of the crank assembly located on the rear side. Adjacent crank assemblies are connected by a main journal 5. Each crank 3 is a fan-shaped structure that is wider at the top and narrower at the bottom. A weight reduction hole 7 is provided at the upper end of each crank 3 so that the weights at the upper and lower ends of each crank 3 are equal.

[0023] Explanation of principle: The weight of the upper end of the crank 3 with a fan-shaped structure is greater than that of the lower end. The weight of the upper end can be effectively reduced by opening the weight reduction hole 7 at the upper end, so that the weight of the upper and lower ends of the crank 3 is equal. This reduces the weight of the crank 3 and reduces the inertia and centrifugal force when the crankshaft rotates, thereby reducing the probability of crankshaft deformation.

[0024] In practice, each crank assembly has a fan-shaped hollow groove 8 on the inner side of the two cranks 3 facing each other to reduce the weight of the cranks 3 when they rotate, thereby further reducing the centrifugal force.

[0025] In the embodiment, the connecting rod journal 4 and the main journal 5 are both provided with lubricating oil channels 6 with conical inner hole surfaces, which expand the contact surface of the lubricating oil channels 6, and effectively reduce the problem of poor lubricating effect caused by oil blockage.

[0026] In the embodiment, the weight reduction holes 7 are circular in cross section, and there are five holes distributed along the upper end of the weight reduction holes 7. There are five crank sets. The rear end flange 1 is fixed to the end of the rear end shaft 2 which is not fixed with the crank set. In use, the rear end flange 1 is inserted into the flywheel, and the front end shaft 9 is inserted into the timing gear, thereby completing the installation of the engine crankshaft.

[0027] The above merely describes the specific embodiments of the present application, and enables those skilled in the art to understand or implement the present application. Although the foregoing embodiments are described in detail, those skilled in the art should understand that the technical solutions recorded in the foregoing embodiments can be modified, or some or all of the technical features can be replaced equivalently, and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments, and all should be covered in the protection scope of the claims.

Claims

1. An engine crankshaft, characterized in that, It includes multiple crank groups, each crank group includes two cranks (3), and a connecting rod journal (4) is fixedly connected between the two cranks (3) of each crank group. A front end shaft (9) is fixed on the outside of the crank group located on the front side, and a rear end shaft (2) is fixed on the outside of the crank group located on the rear side. Adjacent crank groups are connected by a main journal (5). Each crank (3) is a fan-shaped structure that is wide at the top and narrow at the bottom. A weight reduction hole (7) is opened at the upper end of each crank (3) so that the weights at the upper and lower ends of each crank (3) are equal.

2. The engine crankshaft according to claim 1, characterized in that, Each crank assembly has a fan-shaped hollow groove (8) on the inner side of the two cranks (3) facing each other.

3. The engine crankshaft according to claim 2, characterized in that, The connecting rod journal (4) and main journal (5) are both provided with lubricating oil passages (6) whose inner hole surface is a conical surface.

4. An engine crankshaft according to claim 3, characterized in that, The cross-section of the weight reduction hole (7) is circular, and the weight reduction hole (7) consists of 5 holes evenly distributed along its upper end circumferentially.

5. An engine crankshaft according to claim 4, characterized in that, The crank assembly consists of 5 groups.

6. An engine crankshaft according to claim 5, characterized in that, The end of the rear shaft (2) that is not fixed to the crank assembly has a rear flange (1).

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