Integrated crankshaft structure, range extender and automobile

Abstract

The embodiment of the utility model provides an integrated crankshaft structure, a range extender and an automobile, and relates to the field of automobile parts. The integrated crankshaft structure comprises a crankshaft main body and a rotor shaft which are integrally formed, a flange is formed at the joint of the crankshaft body and the rotor shaft, a first weight reduction part is formed on the end face of the rotor shaft, a second weight reduction part is formed on the outer side wall of the flange, and the first weight reduction part and the second weight reduction part are arranged in a staggered mode in the circumferential direction. According to the integrated crankshaft structure, the crankshaft main body and the rotor shaft can be integrally designed, so that the assembly process is simplified, the precision is ensured, and meanwhile, the noise and damping performance of an automobile is improved; and the first weight reduction part and the second weight reduction part are arranged in a staggered mode, so that the overall structure is more compact and light. The range extender comprises an integrated crankshaft structure and has all functions of the integrated crankshaft structure. The automobile comprises the range extender and has all functions of the range extender.

Description

Technical Field

[0001] This utility model relates to the field of automotive components, specifically to an integrated crankshaft structure, a range extender, and an automobile. Background Technology

[0002] A range extender is generally a component of an electric vehicle that can provide additional electrical energy, thereby increasing the driving range of the electric vehicle. It is usually understood as a combination of an engine and a generator.

[0003] In existing range extenders, the crankshaft body and rotor shaft are usually separate structures, requiring assembly processes to assemble them. However, this process is difficult, inefficient, and lacks precision, and can negatively impact vehicle noise and vibration. Utility Model Content

[0004] This invention provides an integrated crankshaft structure, range extender, and automobile, which enables integrated design of the crankshaft body and rotor shaft, thereby simplifying the assembly process and ensuring precision, while simultaneously improving the noise and vibration reduction performance of the automobile.

[0005] The embodiments of this utility model can be implemented as follows:

[0006] An embodiment of this utility model provides an integrated crankshaft structure, which includes:

[0007] One-piece molded crankshaft body and rotor shaft;

[0008] A flange is formed at the connection between the crankshaft body and the rotor shaft, a first weight-reducing part is formed on the end face of the rotor shaft, and a second weight-reducing part is formed on the outer side wall of the flange. The first weight-reducing part and the second weight-reducing part are offset in the circumferential direction.

[0009] Optionally, the first weight-reducing part includes at least two weight-reducing holes evenly arranged in the circumferential direction, and the at least two weight-reducing holes are offset from the second weight-reducing part.

[0010] Optionally, a connecting rib is formed between two adjacent weight-reducing holes, and the second weight-reducing part is correspondingly provided with the connecting rib.

[0011] Optionally, the second weight-reducing part includes at least two weight-reducing grooves evenly arranged in the circumferential direction, and the at least two weight-reducing grooves are offset from the first weight-reducing part.

[0012] Optionally, the second weight-reducing portion is located close to the rotor shaft relative to the crankshaft body.

[0013] Optionally, a first oil hole is provided on the outer side wall of the rotor shaft.

[0014] Optionally, the outer side wall of the crankshaft body is provided with a second oil hole and a third oil hole that are connected to each other;

[0015] And / or, a fixing hole is provided on the outer side wall of the crankshaft body.

[0016] Optionally, a connecting square head is formed on the outer side wall of the crankshaft body at the end away from the rotor shaft;

[0017] And / or, a connecting keyway is formed on the outer side wall of the crankshaft body at the end away from the rotor shaft.

[0018] An embodiment of this utility model also provides a range extender, including the aforementioned integrated crankshaft structure.

[0019] An embodiment of this utility model also provides a vehicle including the aforementioned range extender.

[0020] The beneficial effects of the integrated crankshaft structure, range extender, and automobile of this utility model embodiment include, for example:

[0021] This integrated crankshaft structure includes a one-piece molded crankshaft body and a rotor shaft. A flange is formed at the connection between the crankshaft body and the rotor shaft. A first weight-reducing portion is formed on the end face of the rotor shaft, and a second weight-reducing portion is formed on the outer side wall of the flange. The first and second weight-reducing portions are offset in the circumferential direction. This integrated crankshaft structure allows for the integrated design of the crankshaft body and rotor shaft, thereby simplifying the assembly process and ensuring precision, while improving the vehicle's noise and vibration damping performance. Furthermore, the offset arrangement of the first and second weight-reducing portions makes the overall structure more compact and lightweight.

[0022] The range extender includes an integrated crankshaft structure that has all the functions of an integrated crankshaft structure.

[0023] The vehicle includes a range extender, which has all the functions of a range extender. Attached Figure Description

[0024] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0025] Figure 1 This is a schematic diagram of the integrated crankshaft structure provided in an embodiment of the present invention from a first-view perspective.

[0026] Figure 2This is a schematic diagram of the integrated crankshaft structure provided in an embodiment of the present invention from a second perspective.

[0027] Icons: 100 - Integrated crankshaft structure; 110 - Crankshaft body; 111 - Second oil hole; 112 - Third oil hole; 114 - Fixing hole; 115 - Connecting square head; 116 - Connecting keyway; 117 - Main journal; 118 - Connecting journal; 119 - Shaft handle; 120 - Rotor shaft; 121 - First weight reduction part; 122 - Weight reduction hole; 123 - Connecting rib; 124 - First oil hole; 130 - Flange; 131 - Second weight reduction part; 132 - Weight reduction groove. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. The components of the embodiments of this utility model described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0029] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0030] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0031] In the description of this utility model, it should be noted that if terms such as "upper," "lower," "inner," or "outer" are used to indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the utility model product is usually placed during use, they are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0032] Furthermore, the terms "first" and "second" are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0033] The terms “comprising,” “including,” or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase “comprising one…” does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0034] Unless otherwise explicitly specified and limited, terms such as "setup" and "connection" should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0035] It should be noted that, where there is no conflict, the features in the embodiments of this utility model can be combined with each other.

[0036] As mentioned in the background section, a range extender generally refers to an electric vehicle component that can provide additional electrical energy, thereby increasing the driving range of an electric vehicle. It is usually understood as a combination of an engine and a generator. In existing range extenders, the crankshaft body 110 and the rotor shaft 120 are usually separate structures, requiring assembly processes to combine them. However, this process is difficult, inefficient, and lacks precision, and can easily have negative impacts on vehicle noise and vibration.

[0037] Please refer to Figure 1 The integrated crankshaft structure 100, range extender, and automobile provided in the embodiments of this utility model can solve the above problems, and will be described in detail below.

[0038] In the first aspect, the integrated crankshaft structure 100 includes an integrally formed crankshaft body 110 and a rotor shaft 120;

[0039] A flange 130 is formed at the connection between the crankshaft body 110 and the rotor shaft 120. A first weight-reducing part 121 is formed on the end face of the rotor shaft 120, and a second weight-reducing part 131 is formed on the outer side wall of the flange 130. The first weight-reducing part 121 and the second weight-reducing part 131 are offset in the circumferential direction.

[0040] The integrated crankshaft structure 100 can integrate the crankshaft body 110 and rotor shaft 120, thereby simplifying the assembly process and ensuring accuracy, while improving the noise and vibration reduction performance of the vehicle; and by setting the first weight reduction part 121 and the second weight reduction part 131 in a staggered manner, the overall structure is more compact and lightweight.

[0041] Please refer to Figure 1 In order to ensure rotational stability while meeting the weight reduction requirements, the first weight reduction part 121 may include at least two weight reduction holes 122 evenly arranged in the circumferential direction, and the at least two weight reduction holes 122 are offset from the second weight reduction part 131.

[0042] In this embodiment, there are six weight-reducing holes 122, and the cross-section of the weight-reducing holes 122 is approximately rectangular with rounded sidewalls. Of course, in other embodiments of this utility model, the number of weight-reducing holes 122 can be two, three, five, eight, etc., and the cross-section of the weight-reducing holes 122 can be circular, fan-shaped, triangular, elliptical, etc. The specific number and cross-sectional shape of the weight-reducing holes 122 are not limited.

[0043] Furthermore, a connecting rib 123 can be formed between two adjacent weight-reducing holes 122, and the second weight-reducing part 131 is correspondingly provided with the connecting rib 123, thereby ensuring the overall structural strength and rigidity while achieving the weight-reduction effect.

[0044] In this embodiment, under the premise that there are six weight-reducing holes 122, the number of connecting ribs 123 is also six; when the number of weight-reducing holes 122 is adjusted, the number of connecting ribs 123 will also change adaptively, and the number of connecting ribs 123 is equal to the number of weight-reducing holes 122.

[0045] Please refer to Figure 1 To ensure rotational stability while meeting weight reduction requirements, the second weight-reducing part 131 may include at least two weight-reducing grooves 132 evenly arranged circumferentially, with each of the at least two weight-reducing grooves 132 being offset from the first weight-reducing part 121. Specifically, the connecting ribs 123 between the weight-reducing grooves 132 and the adjacent two weight-reducing holes 122 are correspondingly provided.

[0046] In this embodiment, there are six weight-reducing grooves 132, and the cross-section of the weight-reducing grooves 132 is rectangular. Of course, in other embodiments of this utility model, the number of weight-reducing grooves 132 can be two, three, five, eight, etc., and the cross-section of the weight-reducing grooves 132 can be circular, fan-shaped, triangular, elliptical, etc. The specific number and cross-sectional shape of the weight-reducing grooves 132 are not limited.

[0047] Furthermore, in order to ensure the axial balance of the integrated crankshaft structure 100, the second weight-reducing part 131 can be positioned close to the rotor shaft 120 relative to the crankshaft body 110. Specifically, one end of the weight-reducing groove 132 penetrates the end face of the flange 130 near the rotor shaft 120.

[0048] Please refer to Figure 1 In order to achieve the lubrication effect on the rotor shaft 120 and its adjacent components, a first oil hole 124 can be provided on the outer side wall of the rotor shaft 120.

[0049] In this embodiment, there is one first oil hole 124. In other embodiments of this utility model, the number of first oil holes 124 can be two, three, five, eight, etc., and the specific number of first oil holes 124 is not limited. When there are at least two first oil holes 124, at least two first oil holes 124 can be evenly arranged in the circumferential direction of the rotor shaft 120.

[0050] Furthermore, for the purpose of convenient processing, the cross-sectional shape of the first oil hole 124 can be circular; of course, the cross-sectional shape of the first oil hole 124 can also be rectangular, triangular, fan-shaped, elliptical or other shapes. The specific cross-sectional shape of the first oil hole 124 is not limited.

[0051] Please refer to Figure 2 In order to achieve the lubrication effect on the rotor shaft 120 and its adjacent components, the outer side wall of the crankshaft body 110 can be provided with a connected second oil hole 111 and a third oil hole 112.

[0052] Specifically, the crankshaft body 110 includes a main journal 117, a connecting journal 118, and a shaft 119. Two adjacent shafts 119 are connected by the main journal 117 or the connecting journal 118, and the connecting journal 118 and the main journal 117 are radially offset. A second oil hole 111 is opened in the main journal 117, and a third oil hole 112 is opened in the connecting journal 118. The two oil holes are connected by an oil passage, which is located inside the main journal 117, the connecting journal 118, and the shaft 119.

[0053] In this embodiment, the number of second oil holes 111 on a single main journal 117 is one, and the number of third oil holes 112 on a single connecting journal 118 is also one. In other embodiments of this utility model, the number of second oil holes 111 on a single main journal 117 can be two, three, five, eight, etc. Similarly, the number of third oil holes 112 on a single connecting journal 118 can also be two, three, five, eight, etc. The specific number of second oil holes 111 and third oil holes 112 is not limited. When the number of both second oil holes 111 and third oil holes 112 is at least two, at least two second oil holes 111 can be evenly distributed in the circumferential direction of the main journal 117, and at least two third oil holes 112 can be evenly distributed in the circumferential direction of the connecting journal 118.

[0054] Furthermore, for ease of processing, the cross-sectional shape of both the second oil hole 111 and the third oil hole 112 can be circular; of course, the cross-sectional shape of the second oil hole 111 can also be rectangular, triangular, fan-shaped, elliptical, or other shapes. Similarly, the cross-sectional shape of the third oil hole 112 can also be rectangular, triangular, fan-shaped, elliptical, or other shapes. The specific cross-sectional shape of the second oil hole 111 and the third oil hole 112 is not limited.

[0055] It is worth noting that the cross-sectional shapes of the second oil hole 111 and the third oil hole 112 can be the same or different.

[0056] Please refer to Figure 1 To facilitate connection with the timing signal disk, a fixing hole 114 is provided on the outer side wall of the crankshaft body 110. Specifically, the fixing hole 114 is provided on the shaft shank 119 which is relatively close to the rotor shaft 120.

[0057] In this embodiment, there is one fixing hole 114, and the cross-sectional shape is circular. In order to improve the fixing effect, the number of fixing holes 114 can be two, three, five, eight, etc., and the specific number of fixing holes 114 is not limited. The cross-sectional shape of the fixing hole 114 can also be rectangular, triangular, fan-shaped, elliptical, or other shapes, and the specific cross-sectional shape of the fixing hole 114 is not limited.

[0058] Please refer to Figure 1 and Figure 2 To facilitate connection to the oil pump, a connecting square head 115 is formed on the outer wall of the crankshaft body 110 away from the rotor shaft 120. The connecting square head 115 includes a planar section and an arc section arranged alternately in sequence.

[0059] Furthermore, in order to facilitate the connection of the impeller, a connecting keyway 116 can be formed on the outer side wall of the crankshaft body 110 away from the rotor shaft 120, and the connecting keyway 116 is set away from the rotor shaft 120 relative to the connecting square head 115.

[0060] Secondly, embodiments of this utility model also provide a range extender, including the aforementioned integrated crankshaft structure 100, as well as an engine component, a generator component, and an integrated cylinder block. The engine component and the generator component are both installed in different cavities of the integrated cylinder block. The engine component mates with the crankshaft body 110 in the integrated crankshaft structure 100, and the generator component mates with the rotor shaft 120 in the integrated crankshaft structure 100. This range extender, including the integrated crankshaft structure 100, possesses all the functions of the integrated crankshaft structure 100.

[0061] Thirdly, embodiments of this utility model also provide an automobile, including the aforementioned range extender, as well as a power battery system, a power drive system, a vehicle control system, and a vehicle body. Each system and the range extender are installed in different locations on the vehicle body and work together to achieve the driving function of the vehicle body. This automobile includes a range extender and possesses all the functions of a range extender.

[0062] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the protection scope of the claims.

Claims

1. An integrated crankshaft structure, characterized in that, include: The crankshaft body (110) and rotor shaft (120) are integrally formed; A flange (130) is formed at the connection between the crankshaft body (110) and the rotor shaft (120). A first weight-reducing part (121) is formed on the end face of the rotor shaft (120), and a second weight-reducing part (131) is formed on the outer side wall of the flange (130). The first weight-reducing part (121) and the second weight-reducing part (131) are offset in the circumferential direction.

2. The integrated crankshaft structure according to claim 1, characterized in that, The first weight-reducing part (121) includes at least two weight-reducing holes (122) evenly arranged in the circumferential direction, and the at least two weight-reducing holes (122) are offset from the second weight-reducing part (131).

3. The integrated crankshaft structure according to claim 2, characterized in that, A connecting rib (123) is formed between two adjacent weight-reducing holes (122), and the second weight-reducing part (131) is correspondingly provided with the connecting rib (123).

4. The integrated crankshaft structure according to claim 1, characterized in that, The second weight-reducing part (131) includes at least two weight-reducing grooves (132) evenly arranged along the circumference, and the at least two weight-reducing grooves (132) are offset from the first weight-reducing part (121).

5. The integrated crankshaft structure according to claim 1, characterized in that, The second weight-reducing part (131) is close to the rotor shaft (120) relative to the crankshaft body (110).

6. The integrated crankshaft structure according to claim 1, characterized in that, The outer wall of the rotor shaft (120) is provided with a first oil hole (124).

7. The integrated crankshaft structure according to claim 1, characterized in that, The outer wall of the crankshaft body (110) is provided with a second oil hole (111) and a third oil hole (112) that are connected to each other; And / or, the outer side wall of the crankshaft body (110) is provided with a fixing hole (114).

8. The integrated crankshaft structure according to claim 1, characterized in that, A connecting square head (115) is formed on the outer side wall of the crankshaft body (110) away from the rotor shaft (120); And / or, a connecting keyway (116) is formed on the outer side wall of the crankshaft body (110) away from the rotor shaft (120).

9. A range extender, characterized in that, Includes the integrated crankshaft structure as described in any one of claims 1-8.

10. A car, characterized in that, Includes the range extender as described in claim 9.

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