High-precision balanced air-conditioned engine crankshaft

Abstract

The utility model relates to mechanical design technical field discloses a high accuracy balance air conditioner engine crankshaft, including front end spindle neck, the front end spindle neck rear side fixedly connected with first connecting sleeve, first intermediate spindle neck is fixedly connected with first connecting sleeve rear portion, first intermediate spindle neck outside fixedly connected with front balance ring, first intermediate spindle neck left and right sides all fixedly connected with primary crank arm, primary crank arm inside fixedly connected with primary connecting rod axle neck, primary crank arm bottom fixedly connected with primary crank balance weight, the crank balance weight bottom fixedly connected with balance counterweight sliding block, first intermediate spindle neck rear portion fixedly connected with secondary crank assembly, the utility model discloses, this crankshaft passes through multiple spindle neck dispersion load, promotes the alternating complex load capacity, axle neck cover and lubrication structure stable gap, balance weight and adjusting screw optimization dynamic balance, reduce the failure risk greatly.

Description

Technical Field

[0001] This utility model relates to the field of mechanical design technology, and in particular to a high-precision balanced air conditioning engine crankshaft. Background Technology

[0002] The crankshaft of an air conditioning engine is essentially a functional component in an air conditioning compressor, with the crankshaft as its core and including bearings, seals, and other supporting parts. Its function is to realize the power transmission and refrigerant compression process inside the compressor through the coordinated cooperation of various parts. It is an important component assembly that ensures the cooling and heating efficiency and operational stability of the air conditioner.

[0003] Existing crankshaft components are mainly divided into three types: piston compressor crankshaft, rolling piston compressor crankshaft, and scroll compressor crankshaft. Piston compressor crankshaft converts rotational motion into piston reciprocating motion through connecting rods, bears complex loads, and is mostly forged from high-quality steel or cast from ductile iron. Rolling piston compressor crankshaft has an eccentric shaft structure that directly drives the rolling piston to roll. It has a simple structure and high efficiency, but requires strict manufacturing precision. Scroll compressor crankshaft, in conjunction with an eccentric sleeve, drives the scroll disc to perform revolution and translation. It has high speed and requires strict dynamic balance to reduce vibration and noise. The three types are adapted to different compressors to ensure efficient refrigeration cycle.

[0004] In a reciprocating compressor crankshaft, the crankshaft must withstand various alternating forces such as tension, compression, shearing, bending, and torsion during operation. Long-term high-load operation can easily lead to journal wear and crankshaft breakage due to stress concentration. This risk of failure increases significantly, especially in high-power air conditioners. In a rolling reciprocating compressor crankshaft, the manufacturing precision requirements are extremely high. If the eccentricity error or assembly deviation is slightly large, it will cause an imbalance in the clearance between the rolling piston and the cylinder wall, leading to refrigerant leakage and increased friction. This not only reduces cooling efficiency but may also burn out components due to local overheating. In a scroll compressor crankshaft, the dynamic balance requirements are stringent during high-speed operation. Once the balance performance deteriorates, strong periodic vibrations will be generated, which will not only significantly increase noise but also cause rapid bearing wear and misalignment of the scroll plate meshing, ultimately leading to the failure of the entire compressor and extremely high repair costs. Utility Model Content

[0005] To overcome the above shortcomings, this utility model provides a high-precision balanced air conditioning engine crankshaft, which aims to improve the problems of limited ability to withstand alternating composite loads, uneven gaps caused by eccentric structure and serious consequences of dynamic balance failure.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] A high-precision balanced air conditioning engine crankshaft includes a front main journal, a front flange fixedly connected to the front part of the front main journal, a first connecting sleeve fixedly connected to the rear side of the front main journal, a first intermediate main journal fixedly connected to the rear part of the first connecting sleeve, a front balance ring fixedly connected to the outside of the first intermediate main journal, front balance blocks fixedly connected to both sides of the front balance ring, a first-stage crank arm fixedly connected to both sides of the first intermediate main journal, a first-stage connecting rod journal fixedly connected inside the first-stage crank arm, a first-stage crank balance block fixedly connected to the bottom of the first-stage crank arm, a balance weight slider fixedly connected to the bottom of the first-stage crank balance block, and a second-stage crank assembly fixedly connected to the rear part of the first intermediate main journal.

[0008] As a further description of the above technical solution:

[0009] The secondary crank assembly includes a second intermediate main journal, which is fixedly connected to the rear of the first intermediate main journal. Secondary crank arms are fixedly connected to both the left and right sides of the second intermediate main journal. Secondary connecting rod journals are fixedly connected inside the secondary crank arms. Secondary crank balance weights are fixedly connected to the top of each secondary crank arm.

[0010] As a further description of the above technical solution:

[0011] A journal sleeve abuts against the outer side of the first-stage connecting rod journal, and the journal sleeve abuts against the outer side of the earphone connecting rod journal;

[0012] As a further description of the above technical solution:

[0013] A load sensor is fixedly connected to the outer side of the first intermediate spindle journal, and the load sensor is fixedly connected to the rear of the front balance ring;

[0014] As a further description of the above technical solution:

[0015] The top of the first-stage crank arm is provided with a grease filling hole;

[0016] As a further description of the above technical solution:

[0017] The top of the front balance block is provided with a radial hole, and an adjusting screw is slidably connected inside the radial hole;

[0018] As a further description of the above technical solution:

[0019] A second connecting sleeve is fixedly connected to the rear end of the second intermediate main journal, and a rear main journal is fixedly connected to the rear end of the second connecting sleeve. A rear flange is fixedly connected to the rear end of the rear main journal.

[0020] As a further description of the above technical solution:

[0021] A shaft end retaining ring is fixedly connected to the front part of the front flange, and the shaft end retaining ring is fixedly connected to the rear part of the rear flange.

[0022] This utility model has the following beneficial effects:

[0023] 1. In this utility model, the crankshaft includes multiple main journals such as the front main journal, the first intermediate main journal, the second intermediate main journal, and the rear main journal. These journals are connected sequentially by components such as the first connecting sleeve and the second connecting sleeve to form a multi-support structure. This structure can distribute the alternating composite load to each main journal and connecting component, avoiding excessive load on a single part. At the same time, the fixed connection between the first-stage crank arm and the second-stage crank arm and the main journal enhances the rigidity of the overall structure, making the crankshaft less prone to damage when facing complex alternating composite loads and significantly improving its load-bearing capacity.

[0024] 2. In this utility model, journal sleeves abut against the outer sides of the first-stage connecting rod journal and the second-stage connecting rod journal. The journal sleeves can reduce the direct friction between the connecting rod journal and other components caused by eccentric rotation, reduce the wear rate, and thus slow down the tendency of the clearance to increase due to wear. At the same time, the grease filling hole provided at the top of the first-stage crank arm facilitates the addition of grease to the relevant moving parts, which can effectively reduce the frictional resistance between components, avoid abnormal changes in clearance caused by uneven friction, and further stabilize the clearance.

[0025] 3. In this invention, the front balance ring outside the first intermediate main journal and the front balance blocks on both sides can be adjusted by adjusting screws slidably connected in the radial holes at the top of the front balance blocks, thereby changing the center of gravity distribution of the front balance blocks and optimizing the dynamic balance of the crankshaft. The first-stage crank balance block and balance weight slider at the bottom of the first-stage crank arm, and the second-stage crank balance block at the top of the second-stage crank arm, can compensate for the unbalanced forces generated during crankshaft rotation, reducing the probability of dynamic balance failure. Even if a slight dynamic balance failure occurs, these balancing components can play a certain buffering role, reducing the serious consequences caused by dynamic balance failure. Attached Figure Description

[0026] Figure 1 This is a three-dimensional schematic diagram of a high-precision balanced air conditioning engine crankshaft proposed in this utility model;

[0027] Figure 2 This is a schematic diagram of a load sensor structure for a high-precision balanced air conditioning engine crankshaft proposed in this utility model;

[0028] Figure 3 This is a schematic diagram of the front balance ring structure of a high-precision balanced air conditioning engine crankshaft proposed in this utility model;

[0029] Figure 4This is a schematic diagram of the first-stage connecting rod journal structure of a high-precision balanced air conditioning engine crankshaft proposed in this utility model;

[0030] Figure 5 This is a schematic diagram of the secondary connecting rod journal structure of a high-precision balanced air conditioning engine crankshaft proposed in this utility model.

[0031] Legend:

[0032] 1. Front main journal; 2. Front flange; 3. First connecting sleeve; 4. First intermediate main journal; 5. Front balance ring; 6. Front balance weight; 7. First-stage crank arm; 8. First-stage connecting rod journal; 9. First-stage crank balance weight; 10. Second intermediate main journal; 11. Second-stage crank arm; 12. Second-stage connecting rod journal; 13. Second-stage crank balance weight; 14. Second connecting sleeve; 15. Rear main journal; 16. Rear flange; 17. Journal sleeve; 18. Shaft end retaining ring; 19. Load sensor; 20. Grease filling hole; 21. Radial hole; 22. Adjusting screw; 23. Balance weight slider. Detailed Implementation

[0033] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model. Obviously, the described embodiments are only one system embodiment of the present utility model, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the protection scope of the present utility model.

[0034] Reference Figures 1-5This utility model provides an embodiment of a high-precision balanced air conditioning engine crankshaft, including a front main journal 1, which serves as the core rotating support component at the front end of the crankshaft. It undertakes the connection and transition function between the front flange 2 and the first connecting sleeve 3, ensuring stable rotation of the crankshaft front end through cooperation with bearings, while simultaneously transmitting torque and axial force from the engine front end. Its precision directly affects the concentricity and operational stability of the front end components, making it a key structure for power transmission and support at the crankshaft front end. The front flange 2 is fixedly connected to the front part of the front main journal 1. The flat surface structure of the front flange 2 ensures the sealing and stability of the connection, preventing loosening due to vibration during operation, and also provides a certain axial support to the front main journal 1. The first connecting sleeve 3 is fixedly connected to the rear side of the front main journal 1, and the first intermediate main journal 4 is fixedly connected to the rear of the first connecting sleeve 3. The first connecting sleeve 3 plays a transition and connection role. It can effectively disperse the force transmitted from the front main journal 1 and avoid stress concentration at the connection part, thereby improving the overall strength of the crankshaft. Its sleeve-type structure design can reduce the weight of the crankshaft, while ensuring the coaxiality between the two main journals, ensuring the smoothness of crankshaft rotation, and providing structural protection for the normal operation of the subsequent intermediate components. The first intermediate main journal 4 cooperates with the bearing to provide support for the rotation of the intermediate section of the crankshaft, and at the same time transmits the power transmitted from the front end to the secondary crank assembly.Its structural strength directly affects the crankshaft's load-bearing capacity, enabling it to withstand lateral forces generated during operation and ensuring the overall stable operation of the crankshaft. The first intermediate main journal 4 is externally fixedly connected to a front balance ring 5, with front balance blocks 6 fixedly connected to both sides of the front balance ring 5. The front balance ring 5 is the core component for achieving crankshaft front-end balance. When the crankshaft rotates, it can counteract the centrifugal force generated by the rotation of the front end through its own mass distribution, reducing crankshaft vibration. The annular structure of the front balance ring 5 can evenly distribute the balancing mass, and in conjunction with the adjustment function of the front balance blocks 6, further improves the balance accuracy of the crankshaft front end and reduces... To reduce engine noise and energy consumption during operation, the front balance block 6 is mainly used for fine adjustment of the balance state of the crankshaft front end. By changing the mass distribution of the front balance block 6, it counteracts the imbalance caused by manufacturing errors or component wear at the crankshaft front end. During engine operation, it can adapt to changes in operating conditions in real time, maintain the balance of the front end, and ensure the smooth operation of the crankshaft. The first intermediate main journal 4 is fixedly connected to the left and right sides with a first-stage crank arm 7. The first-stage connecting rod journal 8 is fixedly connected inside the first-stage crank arm 7. The first-stage crank arm 7 is a key component for transmitting power, receiving the power from the piston connecting rod from the first-stage connecting rod journal 8. The force is transmitted to the first intermediate main journal 4, realizing the conversion of linear motion into rotational motion. During the crankshaft rotation, the first-stage connecting rod journal 8 bears the periodic pressure from the piston and transmits it to the first-stage crank arm 7, while ensuring the fit accuracy between it and the connecting rod, ensuring the high efficiency of power transmission. It is an important component for realizing the engine power conversion. The bottom of each first-stage crank arm 7 is fixedly connected to a first-stage crank balance weight 9. The first-stage crank balance weight 9 is mainly used to balance the inertial force generated by the first-stage crank arm 7 and the first-stage connecting rod journal 8 during operation. Through its own mass configuration, it can counteract the imbalance caused by rotation. Torque is reduced, and crankshaft vibration and noise are reduced. The bottom of the first-stage crank balance block 9 is fixedly connected to a balance weight slider 23. The balance weight slider 23 can slide and adjust within a certain range. Its main function is to adjust the overall balance mass of the first-stage crank balance block 9 by changing its own position to adapt to the balance requirements of the crankshaft under different working conditions. When the engine load or speed changes, it can flexibly adjust to make up for the imbalance caused by the change in working conditions, ensure that the first-stage crank part is always in a good balance state, and improve the engine's running stability. The rear of the first intermediate main journal 4 is fixedly connected to the second-stage crank assembly.

[0035] Reference Figure 5The second-stage crank assembly includes a second intermediate main journal 10, which is fixedly connected to the rear of the first intermediate main journal 4. Second-stage crank arms 11 are fixedly connected to both sides of the second intermediate main journal 10. A second-stage connecting rod journal 12 is fixedly connected inside each second-stage crank arm 11. The second-stage crank arm 11 is a key component for the second-stage power transmission of the crankshaft; it receives the force from the second-stage connecting rod journal 12 and transmits it to the second intermediate main journal 10. The second-stage crank arm 11 works in conjunction with the first-stage crank arm 7. The second-stage connecting rod journal 12 bears the pressure from the piston and transmits it to the second-stage crank arm 11. 12 is the core component of the second-stage power transmission. The presence of journal sleeve 17 can reduce the friction between it and the connecting rod, extend its service life, and at the same time ensure the fitting accuracy and ensure the high efficiency of the second-stage power transmission. The top of the second-stage crank arm 11 is fixedly connected with a second-stage crank balance block 13. The second-stage crank balance block 13 is mainly used to balance the inertial force generated by the second-stage crank arm 11 and the second-stage connecting rod journal 12 during operation. Through reasonable mass distribution, it can offset part of the unbalanced torque and reduce the overall vibration of the crankshaft. In conjunction with the first-stage crank balance block 9, it can comprehensively improve the balance accuracy of the crankshaft and ensure the stable operation of the engine at high speeds.

[0036] Reference Figure 4 and Figure 5 The journal 8 of the first-stage connecting rod abuts against the outer side of the journal 8. The journal 17 abuts against the outer side of the journal 12 of the second-stage connecting rod and is an important component for protecting the connecting rod journal. The journal 17 is made of wear-resistant material, which can reduce direct friction, reduce the wear rate, and extend the service life of the connecting rod journal. At the same time, its smooth surface can reduce frictional resistance, improve power transmission efficiency, and also play a certain sealing role to prevent lubricating oil leakage and ensure lubrication effect.

[0037] Reference Figure 1 and Figure 2 A load sensor 19 is fixedly connected to the outer side of the first intermediate main journal 4. The load sensor 19 is fixedly connected to the rear of the front balance ring 5. The load sensor 19 is used to monitor the load on the crankshaft during operation in real time. It can transmit the detected load signal to the engine control system, so that the system can adjust the engine operating parameters such as fuel supply and ignition in a timely manner according to the load change, so as to optimize engine performance, avoid crankshaft damage due to excessive load, and improve the engine's operating safety and economy.

[0038] Reference Figure 4The top of the first-stage crank arm 7 is provided with a grease filling hole 20. The grease filling hole 20 is a channel for injecting grease into the connection parts of the first-stage crank arm 7 and other components. By regularly adding grease, the friction and wear between the first-stage crank arm 7 and components such as the first-stage connecting rod journal 8 can be reduced, the operating resistance can be reduced, and the service life of the components can be improved. At the same time, sufficient lubrication can also play a cooling role, carrying away the heat generated by friction and ensuring the normal operating temperature of the first-stage crank part.

[0039] Reference Figure 3 The front balance block 6 has a radial hole 21 at its top, and an adjusting screw 22 is slidably connected inside the radial hole 21, providing a moving track for the adjusting screw 22. Its radial design ensures that the adjustment direction of the adjusting screw 22 is consistent with the crankshaft's rotation radius, facilitating precise changes in the mass distribution of the front balance block 6. The inner wall of the hole is precision-machined to ensure smooth sliding of the adjusting screw 22, while also guiding and limiting it, ensuring the accuracy of the adjustment process. The adjusting screw 22 is a key component for adjusting the balance mass of the front balance block 6. By changing its position within the radial hole 21, the center of gravity distribution of the front balance block 6 can be altered, thereby adjusting the balance state of the crankshaft's front end. Its screw structure facilitates precise control of the movement distance and allows for fine-tuning based on the crankshaft's balance test results, ensuring the crankshaft's front end is always in a high-precision balanced state, reducing vibration and noise.

[0040] Reference Figure 1A second connecting sleeve 14 is fixedly connected to the rear end of the second intermediate main journal 10. A rear main journal 15 is fixedly connected to the rear end of the second connecting sleeve 14. The second connecting sleeve 14 serves as a connection and transition, smoothly transmitting the force from the second intermediate main journal 10 to the rear main journal 15, dispersing stress at the connection point, and improving the structural strength of the crankshaft's rear end. The design of the second connecting sleeve 14 also considers weight reduction and coaxiality requirements, ensuring the smooth rotation of the crankshaft's rear end and guaranteeing the normal operation of the rear-end components. A rear flange 16 is fixedly connected to the rear end of the rear main journal 15. The rear main journal 15 is the support structure for the crankshaft's rear end; it cooperates with bearings to provide rotational support for the crankshaft's rear end, bearing the force transmitted by the rear-end components and ensuring the overall rotation of the crankshaft. Stability is crucial, as the structural precision of the rear flange 16 directly affects its connection accuracy. It is an important component for ensuring stable power output at the engine's rear end. The front flange 2 is fixedly connected to the front end retaining ring 18, which is fixedly connected to the rear end flange 16. The structural design of the rear flange 16 ensures the robustness and sealing of the connection. At the same time, it cooperates with the shaft end retaining ring 18 to provide axial positioning, enhancing the overall stability of the crankshaft's rear end. The shaft end retaining ring 18 mainly serves as an axial limiter, preventing displacement of the front flange 2 and the rear flange 16 in the crankshaft's axial direction, ensuring the stability of the components connected to the flanges. In addition, its retaining ring structure can prevent external dust and impurities from entering the crankshaft connection area, protecting internal components and improving the crankshaft's reliability.

[0041] Working principle: Power is input from the front flange 2, transmitted sequentially through the front main journal 1 and the first connecting sleeve 3 to the first intermediate main journal 4, and then split to the left and right first-stage crank arms 7 and the rear second intermediate crank journal 10 and second-stage crank arm 11. The alternating composite load is dispersed through the multi-support structure formed by the multiple main journals, the first connecting sleeve 3, and the second connecting sleeve 14. The journal sleeves 17 on the outer side of the first-stage connecting rod journal 8 and the second-stage connecting rod journal 12 reduce wear, and grease is injected through the grease filling hole 20 at the top of the first-stage crank arm 7 to stabilize the clearance caused by the eccentric structure. The front balance block 6 on the front balance ring 5 adjusts the center of gravity through the adjusting screw 22 in the radial hole 21, and adjusts the dynamic balance in conjunction with the first-stage crank balance block 9, the balance weight slider 23, and the second-stage crank balance block 13. The load sensor 19 on the outer side of the first intermediate main journal 4 monitors the load in real time, and the shaft end retaining rings 18 of the front flange 2 and the rear flange 16 position the axial position. Finally, the power is output through the rear main journal 15 and the rear flange 16.

[0042] Finally, it should be noted that the above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Although the present utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for the system technical features therein. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A high-precision balanced air conditioning engine crankshaft, comprising a front main journal (1), characterized in that: The front flange (2) is fixedly connected to the front of the front main journal (1). The first connecting sleeve (3) is fixedly connected to the rear of the front main journal (1). The first intermediate main journal (4) is fixedly connected to the rear of the first connecting sleeve (3). The front balance ring (5) is fixedly connected to the outside of the first intermediate main journal (4). The front balance ring (5) is fixedly connected to the left and right sides of the front balance ring (5). The first-stage crank arm (7) is fixedly connected to the left and right sides of the first intermediate main journal (4). The first-stage connecting rod journal (8) is fixedly connected to the inside of the first-stage crank arm (7). The first-stage crank balance block (9) is fixedly connected to the bottom of the first-stage crank arm (7). The balance weight slider (23) is fixedly connected to the bottom of the first-stage crank balance block (9). The second-stage crank assembly is fixedly connected to the rear of the first intermediate main journal (4).

2. The high-precision balanced air conditioning engine crankshaft according to claim 1, characterized in that: The secondary crank assembly includes a second intermediate main journal (10), which is fixedly connected to the rear of the first intermediate main journal (4). Secondary crank arms (11) are fixedly connected to both the left and right sides of the second intermediate main journal (10). Secondary connecting rod journals (12) are fixedly connected inside the secondary crank arms (11). Secondary crank balance blocks (13) are fixedly connected to the top of the secondary crank arms (11).

3. The high-precision balanced air conditioning engine crankshaft according to claim 1, characterized in that: The journal (8) of the first-stage connecting rod abuts against the outer side of the journal sleeve (17), and the journal sleeve (17) abuts against the outer side of the journal (12) of the second-stage connecting rod.

4. The high-precision balanced air conditioning engine crankshaft according to claim 1, characterized in that: A load sensor (19) is fixedly connected to the outside of the first intermediate main shaft journal (4), and the load sensor (19) is fixedly connected to the rear of the front balance ring (5).

5. A high-precision balanced air conditioning engine crankshaft according to claim 1, characterized in that: The top of the first-stage crank arm (7) is provided with a grease filling hole (20).

6. The high-precision balanced air conditioning engine crankshaft according to claim 1, characterized in that: The front balance block (6) has a radial hole (21) at its top, and an adjusting screw (22) is slidably connected inside the radial hole (21).

7. A high-precision balanced air conditioning engine crankshaft according to claim 2, characterized in that: The second intermediate main journal (10) is fixedly connected to the rear end of a second connecting sleeve (14), and the rear end main journal (15) is fixedly connected to the rear end of the second connecting sleeve (14), and the rear end flange (16) is fixedly connected to the rear end of the rear end main journal (15).

8. A high-precision balanced air conditioning engine crankshaft according to claim 7, characterized in that: The front flange (2) is fixedly connected to the front end of a shaft end retaining ring (18), which is fixedly connected to the rear end of the rear flange (16).

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