An outboard motor crankshaft connecting rod assembly

Abstract

The utility model discloses an outboard engine crankshaft connecting rod subassembly, include: crankshaft body, the crankshaft body has two crank parts and the transmission rod part of connecting on the crank part, connecting rod subassembly, the crank part position for transmitting power is set on the crankshaft body, the drag reduction subassembly, set between the crank part and connecting rod subassembly for reducing the friction between the crank part and connecting rod subassembly, the drag reduction subassembly includes a plurality of connecting rod body between the crank part and connecting rod subassembly, when the relative motion of crank part and connecting rod subassembly, the drag reduction subassembly can roll between the crank part and connecting rod subassembly. The utility model discloses through setting up the drag reduction subassembly between the crank part and connecting rod subassembly effectively reduces the friction, and then promotes the stability of outboard engine operation.

Description

Technical Field

[0001] This utility model relates to the field of crank connecting rod technology, specifically to an outboard motor crankshaft connecting rod assembly. Background Technology

[0002] Outboard engines, as propulsion engines mounted on the outside of a hull (ship's side), are widely used in personal recreational boats, as well as in fishing and commercial operations due to their high integration and ease of installation and selection. The crankshaft and connecting rod assembly is the core component of the outboard engine, and its performance plays a decisive role in the overall performance of the outboard engine.

[0003] There are many problems with existing outboard motor crankshaft connecting rod assemblies that urgently need to be solved. In traditional designs, due to the working principle and structural limitations of outboard motors, engines often adopt a vertical shaft structure, meaning the rotation centerline of the engine crankshaft is relatively perpendicular to the horizontal plane, while the linear reciprocating motion of the engine piston is perpendicular to the rotation centerline of the crankshaft, resulting in the combustion chamber being parallel to the horizontal plane. The crankshaft connecting rod assembly is the core structure for energy conversion and transmission. The reciprocating linear motion of the piston is transmitted to the crankshaft through the oscillation of the connecting rod, ultimately transforming into the rotational motion of the crankshaft. However, due to the physical limitations of the motion transformation, the connection between the connecting rod and the crankshaft must meet the relative rotation requirements; therefore, a clearance fit design is usually used. While this type of fit ensures maneuverability, it becomes a major cause of wear in actual outboard motor operation scenarios. On the one hand, outboard motors mostly operate on water, resulting in large engine vibration amplitudes. The contact area between the connecting rod and the crankshaft must withstand periodic impact loads. The compressive force when the piston moves upward and the explosive force when it moves downward are transmitted to the crankshaft journal through the connecting rod, causing the contact stress at the fit clearance to concentrate. Especially under high-speed operation, the probability of direct friction between metal surfaces increases, which in turn exacerbates the wear of the journal and connecting rod bearings. Long-term wear not only leads to a further increase in the clearance between the parts, causing abnormal noises from the connecting rod and the crankshaft, but also reduces the efficiency of power transmission. More seriously, when the wear exceeds the critical value, it may cause a chain of failures such as connecting rod deformation and crankshaft journal damage, and may even cause the engine to stall, posing a threat to navigation safety. Utility Model Content

[0004] The purpose of this utility model is to provide an outboard motor crankshaft connecting rod assembly, which effectively reduces friction by setting a drag-reducing component between the crank section and the connecting rod module, thereby improving the stability of the outboard motor operation.

[0005] To address the problems of existing technologies, this utility model provides an outboard motor crankshaft connecting rod assembly, comprising: a crankshaft body having two crank portions and a transmission rod portion connected to the crank portions; a connecting rod module sleeved on the crankshaft body at the crank portion position for transmitting power; and a drag-reducing assembly sleeved between the crank portions and the connecting rod module for reducing the friction between the crank portions and the connecting rod module; the drag-reducing assembly includes a plurality of connecting rod bodies disposed between the crank portions and the connecting rod module, and when the crank portions and the connecting rod module move relative to each other, the drag-reducing assembly can roll between the crank portions and the connecting rod module.

[0006] Preferably, the connecting rod module includes a connecting rod body and an end cap, and the connecting rod body and the end cap are sleeved on the crank portion and fixed by bolts, and a limiting groove for accommodating the drag reduction component is also provided at the center of the connecting rod body and the end cap.

[0007] Preferably, the drag reduction assembly further includes two mutually mating support rings, and the support rings are also provided with mounting portions that can be placed between the connecting rod body and the end cap. The rollers in the drag reduction assembly are in contact with the inner surface of the support rings, and the rollers are also in contact with the outer surface of the crank portion.

[0008] Preferably, a retaining block for limiting the position of the roller is fixed to the outside of the support ring, and a bearing is provided between the retaining block and the roller.

[0009] Preferably, a main channel for lubricating oil is provided at the center of the transmission rod portion, and a first branch channel connected to the main channel and inclined is provided in the crank portion.

[0010] Preferably, a second flow channel, which communicates with the first flow channel, is further provided on the crank portion at a position parallel to the transmission rod portion.

[0011] Preferably, a third distribution channel for spraying lubricating oil is also provided on the crank portion at a position parallel to the transmission rod portion and perpendicular to the transmission rod portion and connected to the second distribution channel.

[0012] Preferably, the bottom of the transmission rod section is further provided with an impeller that rotates synchronously with the transmission rod section, and the transmission rod section is further provided with locking bolts for fixing the transmission rod section and the impeller, and the impeller is located inside the main channel.

[0013] The advantages of this utility model compared to the prior art are: This application reduces friction and extends the service life of the crank-connecting rod through the following design: a drag-reducing component is installed between the crank section and the connecting rod module, and a limiting groove is formed inside the connecting rod body and end cap to hold the support ring in the limiting groove. A retaining block and bearing are installed on the support ring to limit the rollers, with the rollers contacting the surfaces of the crank section and the retaining block. Through this structure, the drag-reducing component reduces friction between the crank section and the connecting rod module, extending the service life of the crank-connecting rod. Specifically, the setting of the drag-reducing component is the key innovation of this application. By creating a limiting groove inside the connecting rod body and end cap, an installation position is provided for the support ring, ensuring that the support ring can be stably held in the limiting groove. The retaining block and bearing on the support ring work together to effectively limit the rollers, allowing them to roll within a specified range. The contact between the rollers and the surfaces of the crank section and the retaining block transforms traditional sliding friction into rolling friction, greatly reducing friction. This design reduces component wear, thereby extending the service life of the crank-connecting rod. Attached Figure Description

[0014] Figure 1 This is a first three-dimensional structural schematic diagram of an outboard motor crankshaft connecting rod assembly according to this utility model.

[0015] Figure 2 This is a second three-dimensional structural schematic diagram of an outboard motor crankshaft connecting rod assembly according to this utility model.

[0016] Figure 3 This is an exploded structural diagram of an outboard motor crankshaft connecting rod assembly according to this utility model.

[0017] Figure 4 This utility model relates to an outboard motor crankshaft connecting rod assembly. Figure 3 Enlarged structural diagram at point A in the middle.

[0018] Figure 5 This utility model relates to an outboard motor crankshaft connecting rod assembly. Figure 3 Enlarged structural diagram at point B.

[0019] Figure 6 This is a schematic diagram of the cross-sectional structure of the crankshaft body of an outboard motor crankshaft connecting rod assembly according to this utility model.

[0020] The following are the labels in the diagram: 1. Crankshaft body; 11. Drive rod section; 111. Main flow channel; 12. Crank section; 121. First branch channel; 122. Second branch channel; 123. Third branch channel; 2. Connecting rod module; 21. Connecting rod body; 22. End cap; 23. Limiting groove; 3. Drag reduction assembly; 31. Roller; 32. Support ring; 321. Mounting part; 33. Retaining block; 34. Bearing; 4. Impeller; 5. Locking bolt. Detailed Implementation

[0021] To further understand the features, technical means, and specific objectives and functions achieved by this utility model, the following detailed description of this utility model is provided in conjunction with the accompanying drawings and specific embodiments.

[0022] Reference Figures 1-6 As shown, this utility model provides an outboard motor crankshaft connecting rod assembly, including: a crankshaft body 1, the crankshaft body 1 having two crank portions 12 and a transmission rod portion 11 connected to the crank portions 12; a connecting rod module 2, sleeved on the crank portions 12 of the crankshaft body 1 for transmitting power; and a drag-reducing assembly 3, sleeved between the crank portions 12 and the connecting rod module 2 for reducing the friction between the crank portions 12 and the connecting rod module 2; the drag-reducing assembly 3 includes a plurality of connecting rod bodies 21 disposed between the crank portions 12 and the connecting rod module 2, and when the crank portions 12 and the connecting rod module 2 move relative to each other, the drag-reducing assembly 3 can roll between the crank portions 12 and the connecting rod module 2.

[0023] When the outboard motor is operating, the reciprocating motion of the piston is transmitted to the crank portion 12 of the crankshaft body 1 via the connecting rod module 2. During the relative movement between the crank portion 12 and the connecting rod module 2, the rollers 31 of the drag-reducing assembly 3 roll between the crank portion 12 and the connecting rod body 21, effectively reducing frictional resistance. By reducing friction, the crankshaft connecting rod assembly can more efficiently convert the piston's power into the rotational motion of the crankshaft, ultimately driving the outboard motor's propeller or other working components, improving energy efficiency and reducing component wear.

[0024] The connecting rod module 2 includes a connecting rod body 21 and an end cap 22. The connecting rod body 21 and the end cap 22 are sleeved on the crank part 12 and fixed by bolts. A limiting groove 23 for accommodating the drag reduction component 3 is also provided at the center of the connecting rod body 21 and the end cap 22. Two mutually mating support rings 32 in the drag reduction component 3 are accurately installed in the limiting groove 23 between the connecting rod body 21 and the end cap 22 through the mounting part 321, providing stable support and mounting position for the roller 31.

[0025] The drag reduction assembly 3 also includes two mutually mating support rings 32, and the support rings 32 are also provided with mounting portions 321 that can be placed between the connecting rod body 21 and the end cap 22. The rollers 31 in the drag reduction assembly 3 are in contact with the inner surface of the support rings 32, and the rollers 31 are also in contact with the outer surface of the crank portion 12.

[0026] A retaining block 33 for limiting the movement of the roller 31 is fixed to the outside of the support ring 32. A bearing 34 is also provided between the retaining block 33 and the roller 31 to further reduce the friction between them. The bearing 34, through its rolling characteristics, makes the relative movement between the retaining block 33 and the roller 31 smoother, reducing energy loss and component wear caused by friction, and improving the performance and lifespan of the entire drag reduction assembly 3.

[0027] The transmission rod portion 11 has a main flow channel 111 for lubricating oil at its center, and the crank portion 12 has a first branch channel 121 that communicates with the main flow channel 111 and is inclined. A second branch channel 122 that communicates with the first branch channel 121 is also provided on the crank portion 12 at a position parallel to the transmission rod portion 11. A third branch channel 123 that sprays lubricating oil is also provided on the crank portion 12 at a position parallel to the transmission rod portion 11, perpendicular to the transmission rod portion 11 and communicating with the second branch channel 122. The bottom of the transmission rod 11 is also provided with an impeller 4 that rotates synchronously with the transmission rod 11. The transmission rod 11 is also provided with a locking bolt 5 for fixing the transmission rod 11 and the impeller 4. The impeller 4 is located inside the main flow channel 111. The opening at the junction of the main flow channel 111 and the crank part 12 is sealed by welding to prevent lubricating oil from leaking out. Similarly, the openings of the first branch channel 121 and the second branch channel 122 are also sealed by welding to prevent lubricating oil from leaking out.

[0028] An impeller 4, which rotates synchronously with the transmission rod 11, is provided at the bottom of the transmission rod 11. During the rotation of the impeller 4, centrifugal force is generated, which can draw the lubricating oil at the bottom of the outboard motor into the main channel 111. The lubricating oil flows into the second branch channel 122, which is connected to the first branch channel 121. Finally, the lubricating oil is sprayed out through the third branch channel 123, which is connected to the second branch channel 122 and is perpendicular to the transmission rod 11, thereby lubricating the crank part 12, the connecting rod module 2, and the drag reduction assembly 3.

[0029] The above embodiments only illustrate one or more implementations of this utility model, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of this utility model. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this utility model, and these all fall within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the appended claims.

Claims

1. An outboard motor crankshaft connecting rod assembly, characterized in that, include: The crankshaft body (1) has two crank portions (12) and a transmission rod portion (11) connected to the crank portions (12). The connecting rod module (2) is fitted onto the crank portion (12) of the crankshaft body (1) for transmitting power; The drag reduction component (3) is sleeved between the crank part (12) and the connecting rod module (2) to reduce the friction between the crank part (12) and the connecting rod module (2); The drag reduction assembly (3) includes a plurality of connecting rod bodies (21) disposed between the crank portion (12) and the connecting rod module (2). When the crank portion (12) and the connecting rod module (2) move relative to each other, the drag reduction assembly (3) can roll between the crank portion (12) and the connecting rod module (2).

2. The outboard motor crankshaft connecting rod assembly according to claim 1, characterized in that, The connecting rod module (2) includes a connecting rod body (21) and an end cap (22), and the connecting rod body (21) and the end cap (22) are fitted on the crank part (12) and fixed by bolts. A limiting groove (23) for accommodating the drag reduction component (3) is also provided at the center of the connecting rod body (21) and the end cap (22).

3. The outboard motor crankshaft connecting rod assembly according to claim 2, characterized in that, The drag reduction assembly (3) also includes two mutually mating support rings (32), and the support rings (32) are also provided with a mounting part (321) that can be placed between the connecting rod body (21) and the end cap (22). The rollers (31) in the drag reduction assembly (3) are in contact with the inner surface of the support rings (32), and the rollers (31) are also in contact with the outer surface of the crank part (12).

4. The outboard motor crankshaft connecting rod assembly according to claim 3, characterized in that, The support ring (32) is also fixed with a retaining block (33) for limiting the roller (31), and a bearing (34) is provided between the retaining block (33) and the roller (31).

5. The outboard motor crankshaft connecting rod assembly according to claim 1, characterized in that, The transmission rod (11) is provided with a main channel (111) for lubricating oil to pass through at the center, and the crank (12) is provided with a first branch channel (121) that is connected to the main channel (111) and is inclined.

6. The outboard motor crankshaft connecting rod assembly according to claim 5, characterized in that, A second branch channel (122) is also provided on the crank part (12) at a position parallel to the transmission rod part (11), which is connected to the first branch channel (121).

7. The outboard motor crankshaft connecting rod assembly according to claim 6, characterized in that, The crank section (12) is also provided with a third branch channel (123) that is perpendicular to the transmission rod section (11) and communicates with the second branch channel (122) for spraying out lubricating oil.

8. The outboard motor crankshaft connecting rod assembly according to claim 5, characterized in that, The bottom of the transmission rod (11) is also provided with an impeller (4) that rotates synchronously with the transmission rod (11). The transmission rod (11) is also provided with a locking bolt (5) for fixing the transmission rod (11) and the impeller (4). The impeller (4) is located inside the main channel (111).

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