Crankshaft, case, transmission device, engine and vehicle

Abstract

A vehicle, comprising an engine. The engine comprises a transmission device. The transmission device comprises a case and a crankshaft arranged in the case. The crankshaft comprises: a first-type crank throw, having a first-type crank throw width; and a second-type crank throw, having a second-type crank throw width different from the first-type crank throw width, wherein the first-type crank throw and the second-type crank throw are respectively arranged at different positions in the axial direction of the crankshaft.

Description

Crankshaft, housing, transmission, engine and vehicle

[0001] This application claims priority to Chinese Patent Application No. 202411223898.9, filed on August 31, 2024, entitled "Crankshaft, Housing, Transmission Device, Engine and Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to, but is not limited to, the field of vehicle engine technology, specifically to a crankshaft, housing, transmission device, engine, and vehicle. Background Technology

[0003] The crankshaft is the most important component in an engine. It bears the force transmitted from the connecting rod and converts it into torque, which is then output through the crankshaft to drive other accessories on the engine. The crankshaft is subjected to the combined effects of centrifugal force from the rotating mass, periodically changing gas inertial force, and reciprocating inertial force, resulting in bending and torsional loads. Therefore, the crankshaft is required to have sufficient strength and rigidity.

[0004] In related technologies, to ensure the strength and rigidity of the crankshaft, it is often designed with a certain degree of redundancy. This results in the existing crankshaft occupying a large amount of space, making it too heavy and hindering weight reduction and overall engine layout. The corresponding crankshaft housing also suffers from similar problems. Summary of the Invention

[0005] This application provides a crankshaft, housing, transmission device, and engine that balances the strength performance and space occupation of crankshaft transmission-related structures, thereby at least partially solving the above-mentioned technical problems.

[0006] To achieve the above objective, according to a first aspect of this application, a crankshaft is provided comprising: a first type of crank having a first type of crank width; and a second type of crank having a second type of crank width different from the first type of crank width; wherein the first type of crank and the second type of crank are respectively disposed at different positions in the axial direction of the crankshaft.

[0007] In some embodiments of this application, the crankshaft includes: a first type of main journal having a first type of main journal width; and a second type of main journal having a second type of main journal width different from that of the first type of main journal; wherein the first type of main journal and the second type of main journal are respectively disposed at different positions in the axial direction of the crankshaft.

[0008] In some embodiments of this application, the ratio of the width of the first type of main journal to the width of the second type of main journal ranges from 1.1 to 1.35.

[0009] In some embodiments of this application, the crankshaft further includes: a first type of crank arm having a first type of crank arm thickness; and a second type of crank arm having a second type of crank arm thickness; wherein the first type of crank arm and the second type of crank arm are respectively disposed at different positions in the axial direction of the crankshaft.

[0010] In some embodiments of this application, the ratio of the thickness of the first type of crank arm to the thickness of the second type of crank arm ranges from 0.8 to 0.9.

[0011] In some embodiments of this application, the crankshaft further includes: a first type of connecting rod journal having a first type of connecting rod journal width; and a second type of connecting rod journal having a second type of connecting rod journal width; wherein the first type of connecting rod journal and the second type of connecting rod journal are respectively disposed at different positions in the axial direction of the crankshaft.

[0012] In some embodiments of this application, the crankshaft further includes: a third type of main journal having a third type of main journal width; wherein the third type of main journal width is smaller than the first type of main journal width and larger than the second type of main journal width; the first type of main journal, the second type of main journal and the third type of main journal are respectively disposed at different positions in the axial direction of the crankshaft.

[0013] In some embodiments of this application, the crankshaft includes a plurality of the third type of main journals;

[0014] The ratio of the width of the third type of main journal to the width of the second type of main journal ranges from 1.15 to 1.3.

[0015] In some embodiments of this application, the ratio of the width of the third type of spindle journal to the width of the second type of spindle journal is 1.15 to 1.2, 1.2 to 1.25, or 1.25 to 1.3.

[0016] In some embodiments of this application, the ratio of the width of the third type of main journal to the width of the second type of main journal is 1.15 to 1.25 or 1.2 to 1.3.

[0017] In some embodiments of this application, the ratio of the width of the third type of main journal to the width of the second type of main journal is 1.15, 1.25, 1.2, or 1.3.

[0018] In some embodiments of this application, the crankshaft includes one first type of main journal, one second type of main journal, and three third type of main journals.

[0019] In some embodiments of this application, the third type of spindle journal is disposed between the first type of spindle journal and the second type of spindle journal.

[0020] In some embodiments of this application, the first type of main journal, the three third type of main journals, and the second type of main journal are sequentially arranged at different positions along the axial direction of the crankshaft.

[0021] In some embodiments of this application, the ratio of the first type of main journal, the three third type of main journals, the first type of main journal width of the second type of main journal, the three third type of main journal widths, and the second type of main journal width is 1.3:1:1.2:1:1.1 or 1.35:1:1.25:1:1.15.

[0022] In some embodiments of this application, the crankshaft includes seven first-type crank arms and one second-type crank arm.

[0023] In some embodiments of this application, the ratio of the thickness of the first type crank arm of the seven first type crank arms to the thickness of the second type crank arm of the one second type crank arm is 0.8 to 0.9.

[0024] In some embodiments of this application, the crankshaft further includes:

[0025] Oil passage, at least for the axial transmission of lubricating oil in the crankshaft;

[0026] The first type of main journal and / or the second type of main journal have an oil inlet communicating with the oil passage.

[0027] In some embodiments of this application, the first type of main journal has the oil inlet, which opens radially along the first type of main journal;

[0028] The ratio of the width of the first type of main journal to the width of the second type of main journal ranges from 1.1 to 1.35.

[0029] In some embodiments of this application, the crankshaft further includes:

[0030] Several connecting rod journals are each formed with a first oil outlet;

[0031] The first oil outlet is connected to the oil passage, and the first oil outlet is radially open along the connecting rod journal.

[0032] In some embodiments of this application, the crankshaft further includes:

[0033] Several crank arms are formed with a second oil outlet;

[0034] The second oil outlet is connected to the oil passage, and the second oil outlet is open at least in the axial direction of the crank arm.

[0035] According to a second aspect of this application, a housing is provided for accommodating a crankshaft; the housing includes: a first type of bearing housing having a first type of bearing housing width; and a second type of bearing housing having a second type of bearing housing width; wherein the first type of bearing housing and the second type of bearing housing are respectively disposed at different positions in the axial direction of the crankshaft.

[0036] In some embodiments of this application, the ratio of the width of the first type of bearing housing to the width of the second type of bearing housing ranges from 1.1 to 1.35.

[0037] In some embodiments of this application, the housing further includes: a third type of bearing housing having a third type of bearing housing width; wherein, the third type of bearing housing width is smaller than the first type of bearing housing width and larger than the second type of bearing housing width; the first type of bearing housing, the second type of bearing housing and the third type of bearing housing are respectively disposed at different positions in the axial direction of the bearing housing.

[0038] In some embodiments of this application, the housing includes a plurality of the third type of bearing seats; the ratio of the width of the third type of bearing seat to that of the second type of bearing seat ranges from 1.15 to 1.3.

[0039] In some embodiments of this application, the ratio of the width of the third type of bearing housing to the width of the second type of bearing housing is in the range of 1.15 to 1.2, 1.2 to 1.25, or 1.25 to 1.3.

[0040] In some embodiments of this application, the ratio of the width of the third type of bearing housing to the width of the second type of bearing housing is 1.15 to 1.25 or 1.2 to 1.3.

[0041] In some embodiments of this application, the ratio of the width of the third type of bearing housing to the width of the second type of bearing housing is 1.15, 1.25, 1.2, or 1.3.

[0042] In some embodiments of this application, the housing includes a first type of bearing housing, a second type of bearing housing, and three third type of bearing housings.

[0043] In some embodiments of this application, the third type of bearing housing is disposed between the first type of bearing housing and the second type of bearing housing.

[0044] In some embodiments of this application, the first type of bearing housing, the three third type of bearing housings, and the second type of bearing housing are sequentially disposed at different positions along the axial direction of the bearing housing.

[0045] In some embodiments of this application, the ratio of the width of the first type of bearing housing, the widths of the three third type of bearing housings, and the width of the second type of bearing housing is 1.3:1:1.2:1:1.1 or 1.35:1:1.25:1:1.15.

[0046] According to a third aspect of this application, a transmission device is also provided, the transmission device comprising: a crankshaft including a plurality of driven structural units for bearing torque; a housing including a plurality of support structural units corresponding to the driven structural units to support the crankshaft; wherein the crankshaft and the housing are rotatably connected; the transmission device includes at least two driven structural units that are axially disparate in distance from each other on the crankshaft; and / or the transmission device includes at least two driven structural units that are axially disparate in size on the crankshaft.

[0047] According to a fourth aspect of this application, an engine is also provided, including the aforementioned crankshaft, housing, or transmission.

[0048] According to a fifth aspect of this application, a vehicle is also provided, including the aforementioned engine.

[0049] The advantage of this application is that it provides a crankshaft, housing, transmission device, engine, and vehicle in which the dimensions of the corresponding structure in its axial direction are optimized according to the specific structure of the crankshaft, thereby taking into account both strength performance and space occupation.

[0050] More specifically, some embodiments of this application may produce the following specific beneficial effects:

[0051] By optimizing the differential arrangement of the main journal widths, the axial dimension is reduced while meeting the strength performance requirements of the crankshaft, so as to facilitate the overall machine layout. In particular, the width of each main journal is also differentiated according to the maximum load surface pressure of the bearing and the minimum oil film thickness limit, so as to minimize the axial dimension of the crankshaft.

[0052] By optimizing the differentiated arrangement of the crank arms and designing the corresponding crank arm width according to the actual fatigue conditions during operation, the requirements for reducing the probability of fatigue failure are met, and the axial dimension of the crankshaft is reduced.

[0053] At least through the differentiated design of the bearing housing, the housing can be adapted to the differentiated design of the crankshaft.

[0054] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0055] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0056] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0057] Explanation of reference numerals in the attached figures:

[0058] Figure 1 is a schematic diagram of the crankshaft provided in an exemplary embodiment of this application;

[0059] Figure 2 is a schematic diagram of the internal structure of the crankshaft provided in an exemplary embodiment of this application;

[0060] Figure 3 is a schematic diagram of the internal structure of the box provided in an exemplary embodiment of this application;

[0061] Figure 4 is a schematic diagram of the overall structure of the engine provided in an exemplary embodiment of this application;

[0062] Figure 5 is a side view of the engine provided in an exemplary embodiment of this application;

[0063] Figure 6 is a schematic diagram of the internal structure of the engine provided in an exemplary embodiment of this application;

[0064] Figure 7 is a schematic diagram of the structure of the first type of crank and the second type of crank provided in the exemplary embodiments of this application;

[0065] Figure 8 is a structural schematic diagram of the vehicle provided in an exemplary embodiment of this application.

[0066] Explanation of reference numerals in the attached drawings: 100, Crankshaft; 111, First main journal; 112, Second main journal; 113, Third main journal; 114, Fourth main journal; 115, Fifth main journal; 121, First crank arm; 122, Second crank arm; 123, Third crank arm; 124, Fourth crank arm; 125, Fifth crank arm; 126, Sixth crank arm; 127, Seventh crank arm; 128, Eighth crank arm; 131, First connecting rod journal; 132, Second connecting rod journal; 133, Third connecting rod journal; 134, Fourth connecting rod journal; 100a, Oil passage; 100b, Oil inlet; 100c, First oil outlet; 100d, Second oil outlet; 200, Housing; 211, First bearing housing; 212, Second bearing housing; 213, Third bearing housing; 214, ... Fourth bearing housing; 215, Fifth bearing housing; 200a, Shaft cavity; 300, Bearing; 300a, Oil hole; 300b, Oil groove; 10, Engine; 1, Vehicle; A, First type crank; B, Second type crank. Detailed Implementation

[0067] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0068] Referring to FIG1, this application provides a crankshaft 100, which includes a plurality of main journals, specifically: a first main journal 111, a second main journal 112, a third main journal 113, a fourth main journal 114, and a fifth main journal 115.

[0069] Accordingly, the crankshaft 100 also includes a number of crank arms, specifically: a first crank arm 121, a second crank arm 122, a third crank arm 123, a fourth crank arm 124, a fifth crank arm 125, a sixth crank arm 126, a seventh crank arm 127, and an eighth crank arm 128.

[0070] Accordingly, the crankshaft 100 also includes several connecting rod journals, specifically: a first connecting rod journal 131, a second connecting rod journal 132, a third connecting rod journal 133, and a fourth connecting rod journal 134.

[0071] Specifically, the main journal and crank arm of this application can be configured with different axial dimensions to balance the strength performance and axial dimensions of the crankshaft 100.

[0072] Specifically, referring to Figures 1 and 7, the crankshaft 100 includes: a first type of crank A and a second type of crank B. The first type of crank A has a first type of crank width; the second type of crank B has a second type of crank width different from the first type of crank width; the first type of crank and the second type of crank are respectively located at different positions along the axial direction of the crankshaft 100.

[0073] In crankshaft 100, a connecting rod journal (or crank pin), its two adjacent crank arms, and the main journal to which they are connected constitute a crankshaft. Crankshaft 100 is composed of several crankshafts. That is, when the main journals and crank arms are configured with different axial dimensions, crankshaft 100 has at least two types of cranks with different widths, namely, type A crankshaft and type B crankshaft. In this application, the width of type A crankshaft and the width of type B crankshaft refer to the maximum axial dimension of type A crankshaft and type B crankshaft 100, respectively. Furthermore, in this application, the concept of width refers to the axial dimension of crankshaft 100.

[0074] Specifically, the crank arm 121 can be considered as a specific type 1 crank arm; the crank arm 128 can be considered as a specific type 2 crank arm. Since the thickness of the first crank arm 121 is less than the thickness of the eighth crank arm 128, the type 1 crank arm and the type 2 crank arm have different axial dimensions, that is, the width of the type 1 crank arm and the width of the type 2 crank arm are different.

[0075] Referring to Figure 1, the crankshaft 100, as a specific embodiment, includes: a first type of main journal and a second type of main journal.

[0076] The first type of main journal has a first type of main journal width; the second type of main journal has a second type of main journal width that is different from that of the first type of main journal; the first type of main journal and the second type of main journal are respectively located at different positions in the axial direction of the crankshaft 100.

[0077] Among them, the first type of main journal can be considered as the type of main journal with the widest width in the crankshaft 100 (at least one or more); conversely, the first type of main journal can be considered as the type of main journal with the smallest width in the crankshaft 100 (at least one or more).

[0078] Specifically, in the embodiment shown in Figure 1, the second main journal 112 is the main journal with the smallest width, and therefore it is a second type of main journal; the fifth main journal 115 is the main journal with the largest width, and therefore it is a first type of main journal.

[0079] As a specific scheme, the ratio of the width of the first type of main journal to the width of the second type of main journal ranges from 1.1 to 1.35.

[0080] Referring to FIG1, the widths of the first main journal 111, the third main journal 113, and the fourth main journal 114 in the crankshaft 100 are between the widths of the second main journal 112 (first type of main journal) and the fifth main journal 115 (second type of main journal).

[0081] Therefore, as a specific embodiment, the crankshaft 100 includes a plurality of third-type main journals. The ratio of the width of the third-type main journal to the width of the second-type main journal ranges from 1.15 to 1.3. In this application, the maximum axial dimension of the main journal in the crankshaft 100 is defined as the width of the main journal.

[0082] As a specific option, the ratio of the width of the third type of main journal to the width of the second type of main journal is 1.15 to 1.2, 1.2 to 1.25, or 1.25 to 1.3.

[0083] As a specific solution, the ratio of the width of the third type of main journal to the width of the second type of main journal is 1.15 to 1.25 or 1.2 to 1.3.

[0084] As a specific scheme, the ratio of the width of the third type of main journal to the width of the second type of main journal is 1.15, 1.25, 1.2, and 1.3.

[0085] As a specific design, crankshaft 100 includes one first-class main journal, one second-class main journal, and three third-class main journals.

[0086] As a specific solution, the third type of main journal is positioned between the first type of main journal and the second type of main journal.

[0087] As a specific design, the first type of main journal, three third type main journals, and the second type main journal are sequentially arranged at different positions along the axial direction of the crankshaft 100.

[0088] As a specific scheme, the ratio of the first type of main journal, the three third type of main journals, the first type of main journal width, the three third type of main journal width, and the second type of main journal width is 1.3:1:1.2:1:1.1 or 1.35:1:1.25:1:1.15.

[0089] The width of the first main journal 111, the width of the second main journal 112, the width of the third main journal 113, the width of the fourth main journal 114, and the width of the fifth main journal 115 are 1.1:1:1.2:1:1.3 or 1.15:1:1.25:1:1.35, or any combination of these two ratios. For example, 1.12:1:1.2:1:1.32, etc.

[0090] Referring to Figure 1, similarly, as a specific embodiment, the crankshaft 100 also includes: a first type of crank arm and a second type of crank arm.

[0091] The first type of crank arm has a first type of crank arm thickness; the second type of crank arm has a second type of crank arm thickness; the first type of crank arm and the second type of crank arm are respectively located at different positions in the axial direction of the crankshaft 100.

[0092] In this application, the maximum dimension of the crank arm in the axial direction of the crankshaft 100 is defined as the thickness of the crank arm.

[0093] As a specific scheme, the ratio of the thickness of the first type of crank arm to the thickness of the second type of crank arm ranges from 0.8 to 0.9.

[0094] Referring to the embodiment shown in FIG1, the first crank arm 121, the second crank arm 122, the third crank arm 123, the fourth crank arm 124, the fifth crank arm 125, the sixth crank arm 126, and the seventh crank arm 127 have the same thickness. The eighth crank arm has a thickness greater than the first crank arm 121, the second crank arm 122, the third crank arm 123, the fourth crank arm 124, the fifth crank arm 125, the sixth crank arm 126, and the seventh crank arm 127 having the same thickness. That is, the first crank arm 121, the second crank arm 122, the third crank arm 123, the fourth crank arm 124, the fifth crank arm 125, the sixth crank arm 126, and the seventh crank arm 127 having the same thickness can be regarded as a first type of crank arm, while the eighth crank arm 128 is regarded as a second type of crank arm.

[0095] That is, the crankshaft 100 includes seven first-type crank arms and one second-type crank arm. The ratio of the thickness of the first-type crank arms of the seven first-type crank arms to the thickness of the second-type crank arm of the one second-type crank arm is 0.8 to 0.9.

[0096] Specifically, the ratio of the thickness of the first-class crank arms of the seven first-class crank arms to the thickness of the second-class crank arms of the one second-class crank arm is 0.8 to 0.85 or 0.85 to 0.9.

[0097] As an extension, a third type of crank arm with a third size can also be provided, the width of which can be any value between the width of the first type of crank arm and the width of the second type of crank arm.

[0098] Similarly, as a specific solution, crankshaft 100 also includes: a first type of connecting rod journal and a second type of connecting rod journal.

[0099] The first type of connecting rod journal has a first type of connecting rod journal width; the second type of connecting rod journal has a second type of connecting rod journal width; the first type of connecting rod journal and the second type of connecting rod journal are respectively located at different positions in the axial direction of the crankshaft 100.

[0100] Both the main journal and the connecting rod journal are kinematic friction pairs that require lubrication, so lubrication needs to be supplied from the bearing housing. In some embodiments, as shown in FIG2, the crankshaft 100 further includes an oil passage 100a.

[0101] The oil passage 100a is used at least to facilitate the axial transmission of lubricating oil in the crankshaft 100; the first type of main journal and / or the second type of main journal have oil inlets 100b communicating with the oil passage 100a. The lubrication channels enable lubrication at different axial positions of the crankshaft 100.

[0102] In some embodiments, referring to Figures 1 and 2, the first type of spindle journal has an oil inlet 100b, which is radially open. Lubricating oil enters the oil passage 100a through the oil inlet 100b and is transported along the oil passage 100a.

[0103] For example, as shown in FIG2, oil inlets 100b are provided only on the first main journal 111, the third main journal 113 and the fifth main journal 115, while oil inlets 100b are not provided on the second main journal 112 and the fourth main journal 114.

[0104] Due to the setting of the oil inlet 100b, as shown in Figure 1, taking the fifth main journal 115 as an example, the effective bearing width of the bearing surface of the fifth main journal 115 is the width of the fifth main journal 115 in the axial direction excluding the oil inlet 100b, that is, L1+L2 in the figure. L1+L2 is less than the total width of the fifth main journal 115 in the axial direction.

[0105] To ensure that the effective width of the bearing surface of each main journal is the same, that is, the stress is the same, the ratio of the first type of main journal width to the second type of main journal width ranges from 1.1 to 1.35.

[0106] In one example of this application, the first type of main journal includes a first main journal 111, a third main journal 113, and a fifth main journal 115, and the width of the first type of main journal is the total axial width of the first main journal 111, the third main journal 113, or the fifth main journal 115. The second type of main journal includes a second main journal 112 and a fourth main journal 114, and the width of the second type of main journal is the total axial width of the second main journal 112 or the fourth main journal 114.

[0107] In some embodiments, referring to Figures 1 and 2, the crankshaft 100 further includes a plurality of connecting rod journals. Each connecting rod journal has a first oil outlet 100c; wherein the first oil outlet 100c communicates with an oil passage 100a, and the first oil outlet 100c opens radially along the connecting rod journal. The first oil outlet 100c provides lubrication to the connecting rod shaft.

[0108] In some embodiments, the crankshaft 100 further includes a plurality of crank arms. Each crank arm has a second oil outlet 100d. The second oil outlet 100d communicates with an oil passage 100a and is open at least axially in the crank arm. The outer space of the crank arm is lubricated by the provision of the first oil outlet 100c.

[0109] For example, referring to Figure 2, the oil supply route is as follows:

[0110] From the oil inlet 100b of the first main journal 111 to the first oil outlet 100c of the first connecting rod journal 131 and the second oil outlet 100d of the first crank arm 121.

[0111] The oil inlet 100b of the third main journal 113 is connected to the first oil outlet 100c of the second connecting rod journal 132 and the third connecting rod journal 133, respectively, and the oil inlet 100b of the third main journal 113 is connected to the second oil outlet 100d of the third crank arm 123 and the sixth crank arm 126, respectively.

[0112] The oil inlet 100b of the fifth main journal 115 to the first oil outlet 100c of the fourth connecting rod journal 134 and the second oil outlet 100d of the seventh crank arm 127.

[0113] By providing an oil inlet 100b only on a portion of the main journal, the crankshaft 100 axis length can be shortened, improving the compactness of the engine 10.

[0114] Referring to Figure 1, as a specific embodiment, the crankshaft 100 includes: a first connecting rod journal 131, a second connecting rod journal 132, a third connecting rod journal 133, and a fourth connecting rod journal 134; they have the same width.

[0115] The crank arm thickness of crankshaft 100 is inconsistent. The rear end of crankshaft 100 connects to the flywheel and is the main power output end. According to simulation analysis, the fillet at the fifth main journal 115 requires a larger fatigue safety factor, meaning that the most dangerous surface for fatigue failure of crankshaft 100 occurs at the eighth crank arm 128.

[0116] The thickness of the first crank arm 121 to the seventh crank arm 127 is designed to be less than that of the eighth crank arm 128. Reducing the thickness of the first crank arm 121 to the seventh crank arm 127 avoids design redundancy, shortens the axial length of the crankshaft 100, reduces the overall weight of the crankshaft 100, and makes the overall structure of the engine 10 more compact, achieving weight reduction. At the same time, it increases the modal frequency of the crankshaft 100, improving the overall NVH performance of the engine.

[0117] The width of each main journal is designed differently, based on the maximum load surface pressure and minimum oil film thickness limit of each journal, in order to shorten the axial dimension of crankshaft 100 and facilitate the overall layout of horizontally opposed engine 10.

[0118] Referring to FIG3, as a second aspect of this application, this application also provides a housing 200 for accommodating a crankshaft. The housing 200 forms a shaft cavity 200a for accommodating the crankshaft. The crankshaft is rotatably disposed in the shaft cavity 200a. A plurality of bearings 300 are also fixed inside the housing 200, and the bearings 300 provide direct support for the crankshaft.

[0119] The housing 200 comprises: a first type of bearing housing and a second type of bearing housing.

[0120] The first type of bearing housing has the width of a first type of bearing housing; the second type of bearing housing has the width of a second type of bearing housing; wherein the first type of bearing housing and the second type of bearing housing are respectively located at different positions in the axial direction of the crankshaft.

[0121] The seat width of a Class I bearing housing refers to the maximum dimension of the portion of the Class I bearing housing that contacts the bearing 300 in the axial direction of the crankshaft.

[0122] In practice, the housing 200 has multiple bearing seats, which are then classified into Class I, Class II, and Class III bearing seats based on the maximum size of the portion in contact with the bearing 300. The bearing seats can be considered to provide indirect support to the crankshaft.

[0123] Specifically, the ratio of the width of the first type of bearing housing to the width of the second type of bearing housing ranges from 1.1 to 1.35.

[0124] Specifically, the housing 200 also includes a third type of bearing housing. The third type of bearing housing has a third type of bearing housing width;

[0125] Among them, the width of the third type of bearing housing is smaller than that of the first type of bearing housing but larger than that of the second type of bearing housing; the first type of bearing housing, the second type of bearing housing and the third type of bearing housing are respectively set at different positions in the axial direction of the bearing housing.

[0126] Specifically, housing 200 includes multiple third-class bearing seats; the ratio of the width of the third-class bearing seat to that of the second-class bearing seat ranges from 1.15 to 1.3.

[0127] Specifically, the ratio of the width of the third type of bearing housing to the width of the second type of bearing housing is in the range of 1.15 to 1.2, 1.2 to 1.25, or 1.25 to 1.3.

[0128] Specifically, the ratio of the width of the third type of bearing housing to the width of the second type of bearing housing is 1.15 to 1.25 or 1.2 to 1.3.

[0129] Specifically, the ratio of the width of the third type of bearing housing to the width of the second type of bearing housing is 1.15, 1.25, 1.2, and 1.3.

[0130] Specifically, housing 200 includes a first type of bearing housing, a second type of bearing housing, and three third type of bearing housings.

[0131] Specifically, the third type of bearing housing is located between the first type of bearing housing and the second type of bearing housing.

[0132] Specifically, the first type of bearing housing, three third type bearing housings, and the second type of bearing housing are sequentially arranged at different positions along the axial direction of the bearing housing. They can be defined as the first bearing housing 211, the second bearing housing 212, the third bearing housing 213, the fourth bearing housing 214, and the fifth bearing housing 215, respectively.

[0133] Specifically, the ratio of the width of the first type of bearing housing, the width of the three third type of bearing housings, and the width of the second type of bearing housing is 1.3:1:1.2:1:1.1 or 1.35:1:1.25:1:1.15.

[0134] According to the aforementioned solution, as a third aspect of this application, a transmission device is also provided, which includes a crankshaft and a housing 200.

[0135] The crankshaft includes multiple driven structural units for bearing torque, such as crankshaft cranks or connecting rod journals. The housing 200 includes multiple support structural units, such as bearing housings, corresponding to the driven structural units to support the crankshaft.

[0136] The crankshaft and housing 200 are rotatably connected; the transmission device includes at least two driven structural units that are axially spaced differently on the crankshaft; and / or the transmission device includes at least two driven structural units that are axially dimensionally different on the crankshaft. That is, the transmission device and housing 200 form a solid structure with different axial dimensions, and the crankshaft and housing 200 are correspondingly adapted.

[0137] Referring to Figures 4 to 6, this application provides an engine 10, which includes the aforementioned crankshaft 100 and housing 200.

[0138] Referring to Figures 5 and 6, the engine 10 includes a bearing 300.

[0139] Multiple bearings 300 are provided and fixed at different axial positions inside the housing 200 to provide direct support for the crankshaft 100.

[0140] Specifically, the bearing 300 of this application uses a bushing. The bearing 300 provides direct support to the main journal, and oil holes 300a and oil grooves 300b are provided on the inner side of the bearing to reduce friction and wear between the main journal and the bearing.

[0141] Meanwhile, the oil hole 300a and oil groove 300b of the bearing are located at the same axial position as the oil inlet 100b, so as to supply oil to the oil passage 100a of the crankshaft 100.

[0142] Referring to Figure 8, this application also provides a vehicle 1, which includes the aforementioned engine 10. The vehicle 1 can be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, etc., and this application does not specifically limit it.

[0143] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0144] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0145] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0146] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A crankshaft (100), comprising: The first type of crank (A) has the width of the first type of crank; as well as The second type of crank (B) has a second type of crank width that is different from that of the first type of crank; The first type of crank (A) and the second type of crank (B) are respectively located at different positions along the axial direction of the crankshaft (100).

2. The crankshaft (100) according to claim 1, wherein, The crankshaft (100) includes: The first type of main journal (111, 113, 115) has the first type of main journal width; The second type of main journal (112, 114) has a second type of main journal stop width that is different from that of the first type of main journal; The first type of main journal (115) and the second type of main journal (112) are respectively located at different positions in the axial direction of the crankshaft (100).

3. The crankshaft (100) according to claim 2, wherein, The ratio of the width of the first type of main journal to the width of the second type of main journal ranges from 1.1 to 1.

35.

4. The crankshaft (100) according to any one of claims 1 to 3, wherein, The crankshaft (100) also includes: The first type of crank arm (121, 122, 123, 124, 125, 126, 127) has the thickness of a first type of crank arm; The second type of crank arm (128) has the thickness of a second type of crank arm; The first type of crank arm (121, 122, 123, 124, 125, 126, 127) and the second type of crank arm (128) are respectively located at different positions in the axial direction of the crankshaft (100).

5. The crankshaft (100) according to claim 4, wherein, The ratio of the thickness of the first type of crank arm (121, 122, 123, 124, 125, 126, 127) to the thickness of the second type of crank arm (128) ranges from 0.8 to 0.

9.

6. The crankshaft (100) according to any one of claims 1 to 5, wherein, The crankshaft (100) also includes: The first type of connecting rod journal (131, 132) has the width of the first type of connecting rod journal; The second type of connecting rod journal (133, 134) has the width of the second type of connecting rod journal; The first type of connecting rod journal (131, 132) and the second type of connecting rod journal (133, 134) are respectively located at different positions in the axial direction of the crankshaft (100).

7. The crankshaft (100) according to any one of claims 2 to 5, wherein, The crankshaft (100) also includes: The third type of main journal has the third type of main journal width; The third type of main journal has a width smaller than the first type of main journal but larger than the second type of main journal; the first type of main journal, the second type of main journal and the third type of main journal are respectively located at different positions in the axial direction of the crankshaft (100).

8. The crankshaft (100) according to claim 7, wherein, The crankshaft (100) includes a plurality of the third type of main journals; The ratio of the width of the third type of main journal to the width of the second type of main journal ranges from 1.15 to 1.

3.

9. The crankshaft (100) according to claim 8, wherein, The ratio of the third type of main journal width to the second type of main journal width is 1.15 to 1.2, 1.2 to 1.25, or 1.25 to 1.

3.

10. The crankshaft (100) according to claim 8, wherein, The ratio of the width of the third type of main journal to the width of the second type of main journal is 1.15 to 1.25 or 1.2 to 1.

3.

11. The crankshaft (100) according to claim 9, wherein, The ratio of the width of the third type of main journal to the width of the second type of main journal is 1.15, 1.25, 1.2, and 1.

3.

12. The crankshaft (100) according to claim 11, wherein, The crankshaft (100) includes one first type main journal, one second type main journal, and three third type main journals.

13. The crankshaft (100) according to claim 12, wherein, The third type of main journal is disposed between the first type of main journal (111, 113, 115) and the second type of main journal (112, 114).

14. The crankshaft (100) according to claim 13, wherein, The first type of main journal, the three third type of main journals, and the second type of main journal are sequentially arranged at different positions in the axial direction of the crankshaft (100).

15. The crankshaft (100) according to claim 14, wherein, The ratio of the first type of main journal, the three third type of main journals, the first type of main journal width of the second type of main journal, the three third type of main journal widths, and the second type of main journal width is 1.3:1:1.2:1:1.1 or 1.35:1:1.25:1:1.

15.

16. The crankshaft (100) according to any one of claims 1 to 5, wherein, The crankshaft (100) includes seven first-type crank arms and one second-type crank arm.

17. The crankshaft (100) according to claim 16, wherein, The ratio of the thickness of the first type crank arm of the seven first type crank arms to the thickness of the second type crank arm of the one second type crank arm is 0.8-0.

9.

18. The crankshaft (100) according to any one of claims 2 to 3, wherein, The crankshaft (100) also includes: The oil passage (100a) is at least used to facilitate the axial transmission of lubricating oil in the crankshaft (100); The first type of main journal and / or the second type of main journal have an oil inlet (100b) that communicates with the oil passage (100a).

19. The crankshaft (100) according to claim 18, wherein, The first type of main journal has the oil inlet (100b), which is open radially along the first type of main journal; The ratio of the width of the first type of main journal to the width of the second type of main journal ranges from 1.1 to 1.

35.

20. The crankshaft (100) according to claim 18, wherein, The crankshaft (100) also includes: Several connecting rod journals are each formed with a first oil outlet (100c); The first oil outlet (100c) is connected to the oil passage (100a), and the first oil outlet (100c) is open radially along the connecting rod journal.

21. The crankshaft (100) according to claim 18, wherein, The crankshaft (100) also includes: Several crank arms are formed with a second oil outlet (100d); The second oil outlet (100d) is connected to the oil passage (100a), and the second oil outlet (100d) is open at least in the axial direction of the crank arm.

22. A housing (200) for accommodating a crankshaft (100); said housing (200) comprising: The first type of bearing housing (211) has the width of the first type of bearing housing; The second type of bearing housing (212, 213, 124) has the housing width of the second type of bearing housing; The first type of bearing housing (211) and the second type of bearing housing (212, 213, 124) are respectively located at different positions in the axial direction of the crankshaft (100).

23. The housing (200) according to claim 22, wherein, The ratio of the width of the first type of bearing housing to the width of the second type of bearing housing ranges from 1.1 to 1.

35.

24. The housing (200) according to claim 23, wherein, The enclosure (200) also includes: The third type of bearing housing (215) has the width of the third type of bearing housing; The width of the third type of bearing seat is smaller than that of the first type of bearing seat and larger than that of the second type of bearing seat; the first type of bearing seat (211), the second type of bearing seat (212, 213, 124) and the third type of bearing seat (215) are respectively located at different positions in the axial direction of the bearing seat.

25. The housing (200) according to claim 24, wherein, The housing (200) includes a plurality of the third type of bearing seats (212, 213, 124); The ratio of the width of the third type of bearing seat to that of the second type of bearing seat ranges from 1.15 to 1.

3.

26. The housing (200) according to claim 25, wherein, The ratio of the width of the third type of bearing housing to the width of the second type of bearing housing is in the range of 1.15 to 1.2, 1.2 to 1.25, or 1.25 to 1.

3.

27. The housing (200) according to claim 25, wherein, The ratio of the width of the third type of bearing housing to the width of the second type of bearing housing is 1.15 to 1.25 or 1.2 to 1.

3.

28. The housing (200) according to claim 25, wherein, The ratio of the width of the third type of bearing housing to the width of the second type of bearing housing is 1.15, 1.25, 1.2, and 1.

3.

29. The housing (200) according to claim 28, wherein, The housing (200) includes one first type of bearing housing, one second type of bearing housing, and three third type of bearing housings.

30. The housing (200) according to claim 29, wherein, The third type of bearing housing is disposed between the first type of bearing housing and the second type of bearing housing.

31. The housing (200) according to claim 30, wherein, The first type of bearing housing, the three third type of bearing housings, and the second type of bearing housing are sequentially arranged at different positions along the axial direction of the bearing housing.

32. The housing (200) according to claim 31, wherein, The ratio of the width of the first type of bearing housing, the width of the three third type of bearing housings, and the width of the second type of bearing housing is 1.3:1:1.2:1:1.1 or 1.35:1:1.25:1:1.

15.

33. A transmission device, the transmission device comprising: The crankshaft (100) includes multiple driven structural units for bearing torque; as well as The housing (200) includes a plurality of support structure units corresponding to the driven structure units to support the crankshaft (100); The crankshaft (100) and the housing (200) are rotatably connected. The transmission device includes at least two driven structural units that are axially disparate on the crankshaft (100); and / or The transmission device includes at least two driven structural units that are axially different in size on the crankshaft (100).

34. An engine (10), said engine (10) comprising: The crankshaft (100) according to any one of claims 1 to 21, the housing (200) according to claims 22 to 32, or the transmission device according to claim 33.

35. A vehicle (1), said vehicle (1) comprising: The engine (10) as claimed in claim 34.

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