Crankshaft structure, engine and vehicle

Abstract

The utility model provides a crankshaft structure, an engine and a vehicle. The crankshaft structure comprises a crankshaft body and a damping wheel component. The crankshaft body has a front end; the damping wheel component is arranged at the front end of the crankshaft body, and the crankshaft body and the damping wheel component are of an integrally-formed structure. According to the crankshaft structure, the assembling technology can be simplified, meanwhile, the problem that the overall weight of the crankshaft structure is increased due to accessories generated by the assembling technology of a traditional crankshaft structure can be solved, meanwhile, the problem that secondary resonance is likely to be caused by the crankshaft structure under the high-speed working condition can be solved, and the NVH performance of the crankshaft structure is improved.

Description

Technical Field

[0001] This utility model relates to the field of crankshaft structure technology, specifically to a crankshaft structure, an engine, and a vehicle. Background Technology

[0002] The crankshaft is a crucial component of an engine, converting linear motion transmitted through connecting rods into rotational motion and driving other engine parts through its output torque. However, traditional crankshaft designs typically employ a separate design between the crankshaft body and the damping wheel assembly, connected via flanges or bolts. This results in complex assembly, requiring additional installation space and balancing processes, increasing manufacturing time. Furthermore, the increased overall weight of the crankshaft due to component connections negatively impacts engine power and can easily trigger secondary resonance at high speeds, affecting NVH performance.

[0003] Therefore, the current crankshaft structure suffers from problems such as complex assembly process, heavy overall weight, and reduced NVH performance due to its split structure. Utility Model Content

[0004] In view of the shortcomings of the existing technology, the purpose of this utility model is to provide a crankshaft structure, engine and vehicle that can solve the problem of reduced NVH performance caused by the existing crankshaft structure.

[0005] The above-mentioned technical objective of this utility model is achieved through the following technical solution:

[0006] In a first aspect, the application provides a crankshaft structure, including a crankshaft body and a shock-absorbing wheel component; the crankshaft body has a front end; the shock-absorbing wheel component is disposed at the front end of the crankshaft body, and the crankshaft body and the shock-absorbing wheel component are integrally formed structures.

[0007] Furthermore, the crankshaft structure includes a liquid channel that connects the crankshaft body and the damping wheel assembly. The liquid channel is filled with magnetorheological fluid, and the damping wheel assembly is equipped with an electromagnetic coil corresponding to the magnetorheological fluid to generate a magnetic field between the coil and the magnetorheological fluid.

[0008] Furthermore, the electronic controller is connected to the electromagnetic coil via the drive circuit, which sends control signals to the drive circuit and controls the drive circuit to drive the electromagnetic coil to work.

[0009] Furthermore, the crankshaft structure is equipped with a position sensor, which is connected to the crankshaft body and the electronic controller. The position sensor is used to detect the rotational speed of the crankshaft body and transmit the detected rotational speed signal to the electronic controller.

[0010] Furthermore, the liquid channel is a spiral channel.

[0011] Furthermore, the liquid channel is a tortuous channel.

[0012] Furthermore, the crankshaft body is provided with a lubricating oil channel, and the crankshaft body has multiple lubricating oil holes that connect to the lubricating oil channel for the lubricating oil to flow in.

[0013] Furthermore, the shock absorber assembly includes a moment of inertia element and a pipe disposed within the moment of inertia element, the pipe being used to balance the pressure within the crankshaft structure.

[0014] Secondly, embodiments of this application also provide an engine, including the crankshaft structure provided in the above embodiments.

[0015] Thirdly, embodiments of this application also provide a vehicle including the engine provided in the above embodiments.

[0016] The beneficial effects of this utility model embodiment are:

[0017] This application embodiment sets the crankshaft body and shock absorber components as a single molded structure, which simplifies the assembly process and also reduces the problem of increased overall weight of the crankshaft structure caused by the accessories generated during the assembly process in traditional crankshaft structures. At the same time, by setting it as a single molded structure, compared with the split structure in the prior art, the crankshaft structure provided by this application embodiment can reduce the problem of secondary resonance easily caused under high-speed conditions and improve the NVH performance of the crankshaft structure. Attached Figure Description

[0018] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly described below.

[0019] Figure 1 This is a schematic diagram of the crankshaft structure shown in one embodiment of this application;

[0020] Figure 2 This is a cross-sectional view of a crankshaft structure shown in one embodiment of this application;

[0021] Figure 3 This is a schematic diagram illustrating the operation of a crankshaft structure according to an embodiment of this application.

[0022] Figure label:

[0023] Crankshaft body 1; main journal 11; connecting rod journal 12; balance weight 13; flywheel assembly 14; flange assembly 15; shock absorber assembly 2; liquid channel 3; magnetorheological fluid 31; electromagnetic coil 4; lubricating oil hole 6; rotational inertia component 7; pipe 71; electronic controller 8; drive circuit 81; feedback circuit 82; position sensor 83. Detailed Implementation

[0024] In the description of this application, it should be noted that the terms "inner" and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product is in use. They are used only for the convenience of describing this application and for 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. Therefore, they should not be construed as limitations on this application. Furthermore, the terms "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0025] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0026] See Figure 1 This application provides a crankshaft structure, which includes a crankshaft body 1 and a shock-absorbing wheel component 2.

[0027] The crankshaft body 1 has a front end, and the shock absorber component 2 is located at the front end of the crankshaft body 1. The crankshaft body 1 and the shock absorber component 2 are integrally formed.

[0028] This application embodiment sets the crankshaft body 1 and the shock absorber component 2 as an integral molding structure, which can reduce the assembly process and thus reduce other accessories (such as bolts) generated during assembly, thereby reducing the overall assembly weight of the crankshaft structure. In addition, the crankshaft body 1 and the shock absorber component 2 of this application are integral molding structures, which can effectively solve the coaxiality problem and thus improve the overall NVH performance of the crankshaft structure.

[0029] See Figure 2 -3. In one embodiment, the crankshaft structure includes a liquid channel 3, which connects the crankshaft body 1 and the damping wheel component 2. Specifically, the liquid channel 3 is located at the formation of the crankshaft body 1 and the damping wheel component 2. The liquid channel 3 is filled with magnetorheological fluid 31. The damping wheel component 2 is provided with an electromagnetic coil 4 corresponding to the magnetorheological fluid 31, which is used to generate a magnetic field between the electromagnetic fluid 31 and the magnetic fluid 31.

[0030] In one embodiment, the liquid channel 3 is a spiral channel. By setting the liquid channel 3 as a spiral channel, the effective length of the liquid channel 3 can be effectively increased, so that a longer flow path of magnetorheological fluid 31 can be achieved in a limited space.

[0031] In another embodiment, the liquid channel 3 can be a curved channel or an irregular channel, as long as it can increase the effective length of the liquid channel 3.

[0032] In other embodiments, the liquid channel 3 described above may also be a Z-shaped channel or a bifurcated channel.

[0033] In one embodiment, the electromagnetic coil 4 is connected to the electronic controller 8 and is used to receive control signals from the electronic controller 8.

[0034] This embodiment of the application sets up a magnetorheological fluid 31 and an electromagnetic coil 4 inside the crankshaft structure. The magnetorheological fluid 31 serves as an intelligent damping medium, and the active vibration control of the crankshaft structure can be achieved through the magnetic field response characteristics of the electromagnetic coil 4. That is, by adjusting the magnetic field generated by the electromagnetic coil 4, the rheological characteristics of the magnetorheological fluid 31 are adjusted, thereby changing the flow performance and damping force of the magnetorheological fluid 31, and ultimately changing the frequency of the shock absorber component 2. This can effectively solve the problem of torsional vibration matching of crankshaft structures with different motors.

[0035] In one embodiment, the electromagnetic coil 4 is connected to the electronic controller 8 and is used to receive control signals from the electronic controller 8.

[0036] In one embodiment, the electronic controller 8 and the electromagnetic coil 4 are connected by a drive circuit 81. The electronic controller 8 sends a control signal to the drive circuit 81 to control the drive circuit 81 to drive the electromagnetic coil 4 to work, thereby changing the magnetic field current and other parameters of the electromagnetic coil 4 to optimize energy transmission. Specifically, after receiving the control signal from the electronic controller 8, the drive circuit 81 converts the control signal into a driving form suitable for the electromagnetic coil 4, that is, it drives the electromagnetic coil 4 to work with preset parameters such as the magnetic field current of the electromagnetic coil 4.

[0037] In one embodiment, a feedback circuit 82 is also connected between the electronic controller 8 and the electromagnetic coil 4. The feedback circuit 82 is used to provide feedback on the state of the electromagnetic coil 4 to the electronic controller 8, so as to ensure that the electronic controller 8 can monitor the resonance state of the electromagnetic coil 4 in real time and dynamically adjust the output parameters.

[0038] In one embodiment, a position sensor 83 is provided inside the crankshaft structure. The position sensor 83 is connected to the crankshaft body 1 and the electronic controller 8, and is used to detect the rotational speed of the crankshaft body 1 and transmit the detected rotational speed signal to the electronic controller 8.

[0039] In one embodiment, the shock-absorbing wheel component 2 includes a moment of inertia element 7 and a pipe 71 disposed within the moment of inertia element 7.

[0040] The rotational inertia component 7 is used to balance the rotational inertial force of the crankshaft structure.

[0041] Pipe 71 is used to balance the pressure inside the crankshaft structure. The shock absorber component 2 is located at the front end of the crankshaft body 1 and can absorb the torsional vibration of the crankshaft body 1 through rubber or silicone oil dampers to prevent the crankshaft structure from breaking due to resonance.

[0042] Specifically, the electronic controller 8 reads the rotational speed signal transmitted by the position sensor 83 and sends a control signal to the electromagnetic coil 4 according to the rotational speed signal. This is done by changing the magnetic field current of the electromagnetic coil 4 to adjust the magnetic flux of the magnetic field, thereby offsetting the influence of the rotational speed fluctuation voltage. The change in the magnetic field causes the response speed of the magnetorheological fluid 31 to change, which in turn adjusts the moment of inertia of the rotational inertia component 7. If there is a torsional vibration problem in the crankshaft structure, the resonant frequency can be changed by adjusting the moment of inertia of the rotational inertia component 7, thereby suppressing vibration in a specific frequency band and improving the NVH performance of the crankshaft structure.

[0043] This embodiment of the application sets up an electronic controller 8 connected to an electromagnetic coil 4 and a position sensor 83 to dynamically adjust the magnetic field strength of the electromagnetic coil 4 according to the rotational speed of the crankshaft structure. This allows for automatic adjustment of the frequency of the damping wheel component 2 when matching different motors. Compared to the prior art, which requires readjusting the frequency of the damping wheel component 2 of the crankshaft structure each time it is matched with a different motor, the crankshaft structure provided in this embodiment of the application has higher flexibility and adaptability, and can effectively solve the problem of matching the crankshaft structure with different motors.

[0044] In one embodiment, a lubricating oil channel is provided inside the crankshaft body 1, and a plurality of lubricating oil holes 6 connected to the lubricating oil channel are provided on the crankshaft body 1 for lubricating oil to flow in or out, so as to lubricate the surface of the oil neck, ensure sufficient lubrication of each component of the crankshaft body 1, and prevent friction and wear generated during movement.

[0045] In one embodiment, pipe 71 is a micro-pipe that connects to the aforementioned lubricating oil channel and is used to deliver lubricating oil to the bearings or friction parts of the crankshaft body 1, thereby reducing component wear and assisting in heat dissipation.

[0046] In another embodiment, pipe 71 is a micro-pipe that connects to the external air of the crankshaft structure, that is, to the air inside the crankcase, and participates in regulating the gas pressure in the crankcase or balance chamber. It maintains internal pressure balance by introducing fresh air or venting exhaust gas, and prevents oil seal leakage or lubricating oil deterioration.

[0047] In one embodiment, the crankshaft body 1 includes a main journal 11, a connecting rod journal 12, a balance block 13, a flywheel assembly 14, and a flange assembly 15.

[0048] The main journal 11 is fitted with the main bearing housing of the engine cylinder to support the overall rotation of the crankshaft body 1 and reduce friction.

[0049] The connecting rod journal 12 connects to the connecting rod big end and is used to convert the reciprocating motion of the piston into the rotational motion of the crankshaft body 1.

[0050] The balance block 13 is used to counteract the centrifugal force and inertial force generated when the crankshaft body 1 rotates, thereby reducing vibration and bearing wear.

[0051] The crankshaft body 1 also has a rear end, and the flywheel component 14 is located at the rear end of the crankshaft body 1 for storing kinetic energy.

[0052] The flange assembly 15 is located on the flywheel component 14 or the power output device for transmitting torque.

[0053] This application also provides an engine, including the crankshaft structure provided in the above embodiments.

[0054] The crankshaft body 1 and the shock absorber wheel component 2 in the crankshaft structure of the engine provided in this application embodiment are integrally formed structures, which can reduce the overall assembly weight of the crankshaft structure and reduce the problem of power reduction in engine operation caused by assembly weight.

[0055] When the engine is running, the periodically changing gas pressure and reciprocating inertial force in the engine cylinder are transmitted to the crankshaft structure through the connecting rod, causing periodic torsional vibration between the cranks of the crankshaft structure. When the torsional vibration frequency of the crankshaft structure is the same as or an integer multiple of the engine's operating frequency, resonance will occur, leading to a sharp increase in stress in the crankshaft structure. This may cause wear of the transmission mechanism connecting the crankshaft structure and a decrease in engine power, or even cause the crankshaft structure to break. Therefore, the crankshaft structure of the engine provided in this application embodiment is equipped with magnetorheological fluid 31 and electromagnetic coil 4. By changing the magnetic field of electromagnetic coil 4, the change of magnetorheological fluid 31 is controlled, thereby adjusting the moment of inertia of the rotational inertia component 7 to suppress the vibration of the crankshaft structure in a specific frequency band, thereby improving the NVH performance of the crankshaft structure, further increasing the engine power, and improving its operational stability.

[0056] This application also provides a vehicle, which includes the engine provided in the above embodiments.

[0057] In the description of this application, it should also be noted that, unless otherwise expressly specified and limited, the terms "setup" and "connection" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0058] It should be noted that, where there is no conflict, the features in the embodiments of this application can be combined with each other.

[0059] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A crankshaft structure, characterized in that, include: A crankshaft body, the crankshaft body having a front end; The shock absorber component is located at the front end of the crankshaft body, and the crankshaft body and the shock absorber component are integrally formed.

2. The crankshaft structure according to claim 1, characterized in that, The crankshaft structure includes a liquid channel that connects the crankshaft body and the shock absorber assembly. The liquid channel is filled with magnetorheological fluid, and the shock absorber assembly is equipped with an electromagnetic coil corresponding to the magnetorheological fluid to generate a magnetic field with the magnetorheological fluid.

3. The crankshaft structure according to claim 2, characterized in that, The electronic controller is connected to the electromagnetic coil via a drive circuit, and is used to send control signals to the drive circuit and control the drive circuit to drive the electromagnetic coil to work.

4. The crankshaft structure according to claim 3, characterized in that, The crankshaft structure is equipped with a position sensor, which is connected to the crankshaft body and the electronic controller. The position sensor is used to detect the rotational speed of the crankshaft body and transmit the detected rotational speed signal to the electronic controller.

5. The crankshaft structure according to claim 2, characterized in that, The liquid channel is a spiral channel.

6. The crankshaft structure according to claim 2, characterized in that, The liquid channel is a curved channel.

7. The crankshaft structure according to claim 1, characterized in that, The crankshaft body is provided with a lubricating oil channel, and the crankshaft body has a plurality of lubricating oil holes that connect to the lubricating oil channel for lubricating oil to flow in.

8. The crankshaft structure according to claim 1, characterized in that, The shock-absorbing wheel component includes a moment of inertia element and a pipe disposed within the moment of inertia element, the pipe being used to balance the pressure within the crankshaft structure.

9. An engine, characterized in that, Includes the crankshaft structure as described in any one of claims 1-8.

10. A vehicle, characterized in that, Includes the engine as described in claim 9.

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