Crankshaft structure having front and rear auxiliary support blocks

Abstract

Disclosed is a crankshaft structure having front and rear auxiliary support blocks, said structure comprising a crankshaft assembly (8) and a cylinder block assembly (1). The crankshaft assembly (8) is arranged inside the cylinder block assembly (1), and the crankshaft assembly (8) comprises a plurality of main journals of a crankshaft body, and a front-end auxiliary journal (29) and a rear-end auxiliary journal (30); the plurality of main journals are evenly spaced apart and coaxially arranged in the middle section of the crankshaft body; the front-end auxiliary journal (29) and the rear-end auxiliary journal (30) are arranged coaxially with the plurality of main journals at the front end and the rear end of the crankshaft body; the cylinder block assembly (1) comprises a front-end gearbox (19), a rear-end gearbox (20), and a plurality of crankcases (18); the front-end gearbox (19) and the rear-end gearbox (20) are arranged at two ends of the cylinder block assembly (1); the plurality of crankcases (18) are evenly distributed in the middle of the cylinder block assembly (1) and are located between the front-end gearbox (19) and the rear-end gearbox (20); and the front-end auxiliary journal (29) and the rear-end auxiliary journal (30) are respectively arranged at the front-end gearbox (19) and the rear-end gearbox (20). Thus, the front and rear auxiliary support blocks shorten a crankshaft cantilever, thereby achieving higher power output.

Description

Crankshaft structure with front and rear auxiliary support webs TECHNICAL FIELD

[0001] The present application relates to the field of engine design and manufacture, and in particular to a crankshaft structure with front and rear auxiliary support webs. BACKGROUND

[0002] The main function of a crankshaft is to convert the gas pressure transmitted by the piston connecting rod assembly of an internal combustion engine into torque output to the outside, and to drive the valve train and other accessories of the internal combustion engine. The crankshaft is mainly composed of a crankshaft front end, a crankshaft rear end, a main journal, a connecting rod journal, a crank arm and a balance weight.

[0003] The crankshaft is subjected to complex forces, including periodic changes in gas force, inertial force and torque during operation, and therefore requires high bending and torsional strength and stiffness. For large-bore engines, especially V-type multi-cylinder engines, the crankshaft failure rate is the highest, and the design of the crankshaft directly determines the performance and reliability of the engine.

[0004] For traditional crankshaft structures, the main journal is mainly supported by the main bearing seat of the cylinder block, and the number of main journals is generally related to the number of cylinders, for example, if the number of cylinders is 6, the number of main journals is "6+1". As the output power of the engine increases and the engine is used for different purposes, the failure rate of the crankshaft also increases, mainly in the form of wear and erosion of the front and rear end bearings. Due to the complexity of the crankshaft balance and lubrication of high-power V-type diesel engines, there are many influencing factors, and it is difficult to completely solve the reliability problem of the crankshaft by conventional technical means such as changing the firing order, crankshaft balance rate, crankshaft oil passage / oil hole arrangement and bearing clearance.

[0005] The information disclosed in this BACKGROUND section is only for the purpose of increasing the understanding of the background of the present application and should not be regarded as an acknowledgment or any form of suggestion that it forms prior art that is already known to those of ordinary skill in the art.

[0006] SUMMARY

[0007] The present application aims to provide a crankshaft structure with front and rear auxiliary support webs, which can increase the strength and stiffness of the crankshaft by adding an auxiliary support web to the front and rear ends of the crankshaft in addition to the original main journal, so that the main bearing can withstand higher burst pressures, and the front and rear auxiliary support webs shorten the cantilever of the crankshaft, thereby achieving higher power output.

[0008] To achieve the above object, the application provides a crankshaft structure with front and rear auxiliary support gears, comprising a crankshaft assembly and a cylinder block assembly; the crankshaft assembly is arranged inside the cylinder block assembly; the rear crankshaft assembly comprises a plurality of main shaft necks of a crankshaft body and front and rear auxiliary shaft necks; the plurality of main shaft necks are uniformly spaced and coaxially arranged at the middle section of the rear crankshaft body; the front and rear auxiliary shaft necks are coaxially arranged at the front end and the rear end of the rear crankshaft body; the cylinder block assembly comprises front and rear gearboxes and a plurality of crankcases; the front and rear gearboxes are arranged at the two end portions of the cylinder block assembly; the plurality of crankcases are uniformly distributed and arranged at the middle portion of the cylinder block assembly and between the front and rear gearboxes; the front and rear auxiliary shaft necks are arranged at the front and rear gearboxes respectively.

[0009] In a preferred embodiment, the cylinder block assembly further comprises front and rear auxiliary support gears; the front auxiliary support gear is arranged at the front wall of the front gearbox, and the front auxiliary shaft neck is arranged in the front auxiliary main shaft hole of the front auxiliary support gear through the front auxiliary bearing; the rear auxiliary support gear is arranged at the rear wall of the rear gearbox, and the rear auxiliary shaft neck is arranged in the rear auxiliary main shaft hole of the rear auxiliary support gear through the rear auxiliary bearing.

[0010] In a preferred embodiment, the cylinder block assembly further comprises a plurality of main bearing seats, which are arranged between the side walls of the two rear crankcases and between the side walls of the rear crankcases and the front and rear gearboxes.

[0011] In a preferred embodiment, the plurality of main shaft necks are arranged in the main bearing holes of the rear plurality of main bearing seats through main bearing covers, main bearing shells, main bearing studs and main bearing nuts.

[0012] In a preferred embodiment, the rear plurality of crankcases of the cylinder block assembly and the front and rear gearboxes are integrally cast.

[0013] In a preferred embodiment, the front and rear auxiliary main shaft holes have the same structure and size as the rear plurality of main bearing holes and can be machined at one time.

[0014] In a preferred embodiment, the rear crankshaft assembly further comprises front and rear end bosses; the front end boss is arranged between the front auxiliary shaft neck and the frontmost rear main shaft neck, is arranged in the front gearbox and can be used for mounting a front end gear; the rear end boss is arranged between the rear auxiliary shaft neck and the rearmost rear main shaft neck, is arranged in the rear gearbox and can be used for mounting a rear end gear.

[0015] In a preferred embodiment, the rear crankshaft assembly further comprises a front end connecting shaft and a rear end output shaft; the front end connecting shaft is arranged at the frontmost end of the rear crankshaft body, the front end connecting shaft can be used for mounting a damper, and the front end connecting shaft and the rear damper are arranged outside the front end gear box; the rear end output shaft is arranged at the rearmost end of the rear crankshaft body, the rear end output shaft can be used for mounting a flywheel, and the rear end output shaft and the rear flywheel are arranged outside the rear end gear box.

[0016] Compared with the prior art, the crankshaft structure with front and rear auxiliary support notches has the following beneficial effects: the scheme mainly comprises a cylinder block assembly, a crankshaft assembly, a damper, a flywheel and the like, the cylinder block is provided with a front end gear box and a rear end gear box at the front end and the rear end respectively, and thus a front end auxiliary bearing and a rear end auxiliary bearing are added; the plurality of crankshaft chambers of the cylinder block and the front end gear box and the rear end gear box adopt an integrated casting structure, the main bearing hole and the main shaft hole of the auxiliary support notch can be machined at one time, the coaxiality and the roundness of the bearing hole of the engine are ensured to the maximum, and thus the reliability of the crankshaft is improved; in this way, the main shaft neck of the crankshaft does not need to bear the force and the torque at the front end and the rear end, and the support strength of the crankshaft can be further strengthened; the front end of the crankshaft is supported by the front end auxiliary bearing, the gear is avoided from being cantilever supported, the cantilever of the damper is the shortest, and the torsional vibration performance of the crankshaft is improved; the rear end of the crankshaft is supported by the rear end auxiliary bearing, and since the cantilever of the rear end output shaft for mounting the flywheel is shortened, the output capacity of the crankshaft is improved; the crankshaft structure further improves the strength and the rigidity of the crankshaft, the main bearing can bear higher burst pressure, the front and rear auxiliary support notches shorten the cantilever of the crankshaft, and thus higher power output is realized. BRIEF DESCRIPTION OF DRAWINGS

[0017] Fig. 1 is a front view of a crankshaft structure according to an embodiment of the present application;

[0018] Fig. 2 is a front view of a crankshaft structure according to an embodiment of the present application;

[0019] Fig. 3 is a front view of a crankshaft structure according to an embodiment of the present application.

[0020] MAIN REFERENCE NUMERALS EXPLANATION:

[0021] 1 - Cylinder block assembly, 5 - Flywheel, 8 - Crankshaft assembly, 9 - Damper, 10 - Main bearing cap, 11 - Main bearing shell, 12 - Main bearing stud, 13 - Main bearing nut, 14 - Crankshaft, 15 - Main bearing seat, 16 - Front end auxiliary bearing, 17 - Rear end auxiliary bearing, 18 - Crankcase, 19 - Front end gear case, 20 - Rear end gear case, 21 - Balance weight bolt, 22, 23, 24, 25, 26, 27, 28 - Main journal, 29 - Front end auxiliary journal, 30 - Rear end auxiliary journal, 31 - Front end connecting shaft, 32 - Rear end output shaft 33 - Balance weight, 34 - Front end boss, 35 - Rear end boss. DETAILED DESCRIPTION

[0022] The preferred embodiments of the present application will be described in detail with reference to the drawings, although it is understood that the present application is not limited to a particular embodiment, and is only limited by the claims.

[0023] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and the present disclosure, and will not be interpreted in an overly literal or overly formal sense unless expressly so defined herein.

[0024] As shown in FIG. 1 to FIG. 3, a crankshaft structure with front and rear auxiliary support races according to the preferred embodiment of the present application mainly consists of a cylinder block assembly 1, a crankshaft assembly 8, a damper 9, a flywheel 5, etc. A conventional cylinder block is only composed of a plurality of crankcases 18, and the cylinder block assembly 1 of the present application not only contains the basic structural features of a main bearing seat 15, a main bearing cap 10, a main bearing shell 11, a main bearing stud 12 and a main bearing nut 13, but also increases a front end gear case 19 and a rear end gear case 20 at the front and rear ends, respectively, and thus increases a front end auxiliary bearing 16 and a rear end auxiliary bearing 17.

[0025] Please refer to FIG. 1. In some embodiments, it is noted that the front end gear case 19 and the rear end gear case 20 can be cast together with the cylinder block assembly 1. Compared with the general method of increasing auxiliary support races (for example, increasing a support race in a gear chamber connected at the front end, or increasing a support race on a flywheel shell connected at the rear end), the overall strength of the crankshaft structure of the present solution is higher, and the engine main bearing cap 10, the main bearing shell 11, the main bearing stud 12 and the main bearing nut 13 can be universal, i.e., the same structural size can be used for all engine main bearing seats and front and rear auxiliary support races. In addition, since the cylinder block assembly 1 is a one-piece structure, the main bearing hole and the main hole of the auxiliary support race can be machined at one time, which maximally ensures the coaxiality and roundness of the engine bearing hole, thereby improving the reliability of the crankshaft.

[0026] Referring to Fig. 2, in some embodiments, the crankshaft assembly 8 is mainly composed of a crankshaft body 14, a damper 9, a balance weight 33, a balance weight bolt 21 and a flywheel 5, wherein the crankshaft 8 further comprises main journal 22-28, a front end auxiliary journal 29, a rear end auxiliary journal 30, a front end connecting shaft 31, a rear end output shaft 32, a front end boss 34 and a rear end boss 35. The main journal 22-28 is supported by the main bearing seat 15 of the cylinder block assembly 1, and the front end auxiliary journal 29 and the rear end auxiliary journal 30 are supported by the front end auxiliary bearing 16 and the rear end auxiliary bearing 17. The damper 9 can be installed at the front end connecting shaft 31, and the flywheel 5 can be installed at the rear end output shaft 32. Due to the addition of the front and rear auxiliary support bearings, the crankshaft shafting is equivalent to being divided into three regions:

[0027] 1. The middle region that bears the engine gas force and inertial force, which is supported by the main bearing seat, and in particular, the main journal 22 and the main journal 28, which do not need to bear the front and rear forces and torques, have further improved support strength;

[0028] 2. The damper end region, which is mainly supported by the front end auxiliary bearing 16, and the front end gear can be installed on the front end boss 34, which is supported by the bearings in front and rear, so that the reliability is greatly improved compared with the original cantilever structure, and the cantilever of the front end connecting shaft 31 where the damper is installed can be shortened as much as possible, and the torsional vibration performance of the crankshaft is improved;

[0029] 3. The output end region, which is mainly supported by the rear end auxiliary bearing 17, and the cantilever of the rear end output shaft 32 where the flywheel 5 is installed is shortened, and the output capacity of the crankshaft is improved.

[0030] Referring to Fig. 3, in some embodiments, the above-mentioned crankshaft structure takes a straight six-cylinder engine as an example, the damper 9 is arranged on the left side, and the flywheel 5 is arranged on the right side, but the structure of the present application is suitable for engines with different numbers of cylinders and different cylinder types (straight or V-type).

[0031] In summary, the crankshaft structure with front and rear auxiliary support gears of the present application has the following advantages: the present application mainly consists of a cylinder block assembly, a crankshaft assembly, a damper, a flywheel and the like, the cylinder block is provided with a front end gear box and a rear end gear box at the front end and the rear end respectively, and thus a front end auxiliary bearing and a rear end auxiliary bearing are added; the plurality of crankshaft boxes of the cylinder block and the front end gear box and the rear end gear box adopt an integrated casting structure, the main bearing hole and the main shaft hole of the auxiliary support gear can be machined at one time, the coaxiality and the roundness of the bearing hole of the engine are ensured to the maximum, and thus the reliability of the crankshaft is improved; in this way, the main shaft neck of the crankshaft does not need to bear the force and the torque at the front end and the rear end, and the support strength thereof can be further strengthened; the front end of the crankshaft is supported by the front end auxiliary bearing, the gear avoids cantilever support, the cantilever of the damper is the shortest, and the torsional vibration performance of the crankshaft is improved; the rear end of the crankshaft is supported by the rear end auxiliary bearing, and since the cantilever of the rear end output shaft on which the flywheel is installed is shortened, the output capacity of the crankshaft is improved; the crankshaft structure of the present application further increases the strength and the rigidity of the crankshaft, the main bearing can bear higher burst pressure, the front and rear auxiliary support gears shorten the cantilever of the crankshaft, and thus higher power output is realized.

[0032] The foregoing description of specific exemplary embodiments of the application is intended to be illustrative only and is not intended to limit the application to the precise forms described. Many modifications and variations are possible in light of the above teachings without departing from the spirit or essential characteristics of the application. The exemplary embodiments were chosen and described in order to explain the principles of the application and its practical application and to allow others skilled in the art to understand the application for various exemplary embodiments with various modifications being suited to the particular use contemplated. The scope of the application is to be defined by the claims and their equivalents.

Claims

1. A crankshaft structure with front and rear auxiliary support banks, characterized by, Comprise: a crankshaft assembly disposed inside a cylinder block assembly, the crankshaft assembly comprising: a crankshaft body comprising: a plurality of main journals uniformly spaced and coaxially disposed at a middle section of the crankshaft body; and a front end auxiliary journal and a rear end auxiliary journal coaxially disposed at a front end and a rear end of the crankshaft body; the cylinder block assembly comprising: a front end gear case and a rear end gear case disposed at two end portions of the cylinder block assembly; and a plurality of crankcases uniformly distributed disposed at a middle portion of the cylinder block assembly, and located between the front end gear case and the rear end gear case; wherein the front end auxiliary journal and the rear end auxiliary journal are respectively disposed at the front end gear case and the rear end gear case.

2. The crankshaft structure with front and rear auxiliary support notches according to claim 1, characterized in that, the cylinder block assembly further comprising: a front auxiliary support block disposed at a front wall of the front end gear case, the front end auxiliary journal disposed within a front end auxiliary main journal hole of the front auxiliary support block via a front end auxiliary bearing; and a rear auxiliary support block disposed at a rear wall of the rear end gear case, the rear end auxiliary journal disposed within a rear end auxiliary main journal hole of the rear auxiliary support block via a rear end auxiliary bearing.

3. The crankshaft structure with front and rear auxiliary support notches according to claim 2, characterized in that, the cylinder block assembly further comprising a plurality of main bearing seats disposed between side walls of two of the crankcases, and between the crankcases and side walls of the front end gear case and the rear end gear case.

4. The crankshaft structure with front and rear auxiliary support notches according to claim 3, characterized in that, the plurality of main journals are each disposed within a main bearing hole of the plurality of main bearing seats via a main bearing cap, a main bearing bush, a main bearing stud, and a main bearing nut.

5. The crankshaft structure with front and rear auxiliary support notches according to claim 3, wherein the plurality of crankcases of the cylinder block assembly, and the front end gear case and the rear end gear case are integrally casted.

6. The crankshaft structure with front and rear auxiliary support notches according to claim 3, wherein the front end auxiliary main journal hole and the rear end auxiliary main journal hole are of the same structural size as the plurality of main bearing holes, and are capable of being formed at one time.

7. The crankshaft structure with front and rear auxiliary support notches according to claim 1, wherein the crankshaft assembly further comprising: a front end boss disposed between the front end auxiliary journal and a foremost one of the main journals, the front end boss disposed within the front end gear case, the front end boss capable of being used for mounting a front end gear; and a rear end boss disposed between the rear end auxiliary journal and a rearmost one of the main journals, the rear end boss disposed within the rear end gear case, the rear end boss capable of being used for mounting a rear end gear.

8. The crankshaft structure with front and rear auxiliary support notches according to claim 1, wherein the crankshaft assembly further comprising: a front end connecting shaft disposed at a foremost end of the crankshaft body, the front end connecting shaft capable of being used for mounting a damper, and the front end connecting shaft and the damper disposed outside the front end gear case; and a rear end output shaft disposed at a rearmost end of the crankshaft body, the rear end output shaft capable of being used for mounting a flywheel, and the rear end output shaft and the flywheel disposed outside the rear end gear case.

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