Integrated Oil Pump Assembly Gear Alignment and Leakage Control
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Solution Overview
Problem
Traditional crankshaft direct-drive oil pumps face challenges with size, weight, alignment difficulties during assembly, and inefficiencies due to axial deformation and drive ratio limitations, leading to increased oil consumption and reduced working efficiency, especially when used with diesel engines at low rotational speeds.
Innovation Solution
An engine end cover integrated oil pump assembly with a crankshaft driving gear and retaining structure, allowing easy assembly and synchronization with the engine crankshaft, and a variable-displacement oil pump with a solenoid valve for controlled displacement, optimizing the drive ratio and reducing size and weight, thus enhancing assembly efficiency and operational performance.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If traditional crankshaft direct-drive oil pump design is used, then the oil pump can be simply structured, but the alignment between crankshaft driving gear and oil pump driving gear is difficult during assembly
Solution Approach 1:
The patent merges the crankshaft driving gear and oil pump driving gear into a single integrated gear assembly that is press-fitted onto the crankshaft as one unit. This integration ensures precise alignment between the two gears during assembly, eliminating the alignment difficulties that occur when assembling separate gears, while maintaining structural simplicity.
Solution Approach 2:
The patent performs preliminary assembly of the crankshaft driving gear and oil pump driving gear onto the crankshaft before final installation. By pre-assembling these components in the correct sequence and position, the patent ensures proper alignment is achieved automatically during the assembly process, resolving the alignment difficulty.
2Device complexity
If crankshaft direct-drive oil pump is used, then the assembly is simple, but the oil pump cannot maintain optimal condition at low rotational speeds (0 rpm-2200 rpm)
Solution Approach 1:
The patent introduces a variable displacement mechanism that allows the oil pump to dynamically adjust its displacement volume based on operating conditions. This enables the oil pump to maintain optimal working efficiency across a wide range of rotational speeds, including low-speed operation (0 rpm-2200 rpm), while keeping the overall assembly structure relatively simple.
Solution Approach 2:
The patent changes the displacement parameter of the oil pump to be variable rather than fixed. By allowing the displacement volume to change according to operational requirements, the oil pump can maintain optimal performance at different rotational speeds, particularly improving efficiency at low speeds without complicating the assembly structure.
3Device complexity
If traditional crankshaft direct-drive oil pump is used, then the structure is simple, but axial deformation increases end clearance and causes oil leakage
Solution Approach 1:
The patent introduces a dynamic compensation mechanism that automatically adjusts to axial deformation caused by oil temperature and pressure changes. This dynamic adaptation maintains stable end clearance and prevents oil leakage while preserving structural simplicity through intelligent design rather than complex mechanical compensation.
Solution Approach 2:
The patent employs a self-compensating design where the oil pump structure automatically adapts to thermal and pressure-induced axial deformation. The design allows the system to self-regulate end clearance changes, preventing oil leakage without requiring additional complex compensation mechanisms or external control systems.
Data Source
AI summary
An engine end cover integrated oil pump assembly comprises an engine end cover, an oil pump, a crankshaft driving gear and a crankshaft driving gear retaining structure. The oil pump comprises a pump body, an oil pump shaft and an oil pump driving gear, wherein the pump body is integrated with the engine end cover, and the oil pump driving gear is connected to the oil pump shaft. The crankshaft driving gear is rotatably arranged on the engine end cover and externally meshes with the oil pump driving gear.