CN213450579U - Crankshaft fan mechanism, engine and vehicle - Google Patents
Crankshaft fan mechanism, engine and vehicle Download PDFInfo
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- CN213450579U CN213450579U CN202022287784.4U CN202022287784U CN213450579U CN 213450579 U CN213450579 U CN 213450579U CN 202022287784 U CN202022287784 U CN 202022287784U CN 213450579 U CN213450579 U CN 213450579U
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Abstract
The utility model discloses a bent axle fan mechanism, engine and vehicle, bent axle fan mechanism include fan and bearing, the fan passes through the bearing and installs in the tip of bent axle mechanism, bent axle fan mechanism still includes fan band pulley and first driving belt, the fan band pulley with the fan is coaxial fixed, the both ends of first driving belt are used for cup jointing respectively one from the band pulley in fan band pulley and the engine train. In the scheme, the crankshaft fan mechanism is arranged at the end part of the crankshaft mechanism, so that the crankshaft fan mechanism cannot deviate from the center of the radiator, meanwhile, the crankshaft fan mechanism and the crankshaft mechanism are connected through the bearing, do not need to rotate at the same speed as the crankshaft mechanism, are linked with a wheel train of an engine through a first transmission belt and a fan belt wheel, and then indirectly realize synchronous rotation with the crankshaft mechanism, so that higher rotating speed is obtained through adjusting the speed ratio, and the air volume requirement of the radiator is met. The engine and the vehicle provided by the scheme have the same technical effect.
Description
Technical Field
The utility model relates to the field of vehicle technology, concretely relates to crankshaft fan mechanism, engine and vehicle.
Background
Referring to fig. 1, fig. 1 is a schematic diagram of an engine, a fan and a radiator.
The radiator 03 is arranged at the end part of the engine 01, and when the radiator 03 radiates heat, air volume needs to be provided by the fan 02, in the prior art, the fan 02 is connected with a crankshaft of the engine 01, the crankshaft directly drives the fan 02 to rotate, the rotating speeds of the fan 02 and the crankshaft are equal, but the rotating speeds cannot provide enough air volume for the radiator.
To solve this problem, as shown in fig. 1, the fan 02 is not directly driven by the crankshaft but driven by the power train above the crankshaft to increase the rotation speed, but in this case, the fan 02 is disposed above and the center position of the radiator 03 is greatly displaced, and even if a larger amount of air can be supplied, the heat radiation performance is still poor due to the displacement, which affects the layout of the cab.
Therefore, how to improve the heat dissipation performance of the heat sink is a technical problem to be solved by those skilled in the art.
SUMMERY OF THE UTILITY MODEL
The utility model provides a crankshaft fan mechanism, including fan and bearing, the fan passes through the bearing and installs in crankshaft mechanism's tip, crankshaft fan mechanism still includes fan band pulley and first driving belt, the fan band pulley with the fan is coaxial fixed, the both ends of first driving belt are used for cup jointing respectively a band pulley in fan band pulley and the engine train.
Optionally, the crankshaft fan mechanism includes a shaft, the bearing is sleeved on the shaft, and the shaft is fixed to an end of the crankshaft mechanism.
Optionally, the shaft is coaxially fixed to a crankshaft damper at an end of the crank mechanism.
Optionally, the crankshaft fan mechanism further comprises a shaft mounting plate, the shaft being fixed to the shaft mounting plate, the shaft mounting plate being fixed to an outside of the housing of the crankshaft damper.
Optionally, the shaft mounting plate includes a middle protrusion and a plate edge, the edge of the shaft mounting plate is used for fixing with the crankshaft damper, and the shaft is fixed to the middle protrusion.
The utility model provides an engine, including bent axle mechanism, still include above-mentioned arbitrary bent axle fan mechanism.
Optionally, the engine comprises a gear train driven by the crank mechanism, the gear train comprising at least two of the slave pulleys, the first drive belt being sleeved with one of the slave pulleys.
Optionally, the first driving belt is sleeved with a driven belt wheel positioned above the crankshaft mechanism.
Optionally, the gear train comprises a first driven pulley and a second driven pulley sleeved by a second transmission belt, the first transmission belt is sleeved on the first driven pulley, and the second driven pulley is used for driving a water pump of the engine.
The utility model discloses still include a vehicle, including the engine, the engine be above-mentioned arbitrary engine.
Compared with the arrangement mode in the background art, the crankshaft fan mechanism is arranged at the end part of the crankshaft mechanism in the scheme, so that the crankshaft fan mechanism cannot deviate from the center of the radiator, meanwhile, the crankshaft fan mechanism and the crankshaft mechanism are connected through the bearing, the crankshaft fan mechanism does not need to rotate at the same speed as the crankshaft mechanism, the crankshaft fan mechanism is linked with a gear train of the engine through the first transmission belt and the fan belt wheel, and then the crankshaft mechanism indirectly realizes synchronous rotation, so that the higher rotating speed is obtained through adjusting the speed ratio, and the air volume requirement of the radiator is met. The engine and the vehicle provided by the scheme have the same technical effect.
Drawings
FIG. 1 is a schematic diagram of an engine, a fan, and a radiator;
fig. 2 is a schematic structural diagram of an embodiment of the engine provided by the present invention;
FIG. 3 is an exploded view of the assembly of the crankshaft fan mechanism and crankshaft damper of FIG. 2;
fig. 4 is a perspective view of fig. 2 with the heat sink and the fan removed.
The reference numerals in fig. 1-4 are illustrated as follows:
01-an engine; 02-a fan; 03-a radiator;
10-an engine; 101-crankshaft damper; 102-a first slave pulley; 103-a second drive belt; 104-a second slave pulley;
201-a fan; 202-a fan pulley; 203-a first drive belt; 204-a bearing; 205-a shaft rod; 205 a-a stem portion; 205 b-tail; 206-shaft mounting plate; 206 a-central bulge; 206 b-plate edge;
30-radiator.
Detailed Description
In order to make those skilled in the art better understand the technical solution of the present invention, the present invention will be further described in detail with reference to the accompanying drawings and specific embodiments.
Referring to fig. 2-4, fig. 2 is a schematic structural diagram of an embodiment of an engine 10 according to the present invention; FIG. 3 is an exploded view of the assembly of the crankshaft fan mechanism and crankshaft damper 101 of FIG. 2; fig. 4 is a perspective view of fig. 2 with the heat sink and the fan 201 removed.
As shown in fig. 2, a radiator 30 is disposed on one side of an end of the engine 10, a center of the radiator 30 corresponds to a crank mechanism, and a fan mechanism, specifically, a crank fan mechanism in this embodiment, needs to be provided for the radiator 30, where the crank fan mechanism includes a fan 201, and blades of the fan 201 rotate to provide air volume for the radiator 30. In the embodiment, the crank mechanism further includes a bearing 204, and the fan 201 is mounted at the end of the crank mechanism through the bearing 204, so that the fan 201 is only mounted at the end of the crank mechanism, but when the crank mechanism rotates, the fan 201 does not rotate with the crank mechanism due to the arrangement of the bearing 204, i.e. the fan 201 is not directly driven by the crank mechanism. In this embodiment, the bearing 204 may be a maintenance-free bearing to achieve a longer service life.
In addition, the crankshaft fan mechanism further comprises a fan pulley 202 and a first transmission belt 203, wherein the fan pulley 202 and the fan 201 are coaxially fixed, and when the fan pulley 202 rotates, the fan 201 synchronously rotates. The two ends of the first transmission belt 203 are respectively sleeved with the fan belt wheel 202 and a driven belt wheel in a gear train of the engine 10, and the gear train of the engine 10 is driven by a crank mechanism. In this way, when the crankshaft mechanism of the engine 10 rotates, the secondary pulley in the gear train of the engine 10 rotates synchronously, and the rotation of the gear train can be transmitted to the fan pulley 202 through the first transmission belt 203, so as to drive the fan 201 fixed with the fan to rotate synchronously.
Therefore, the rotating speed of the fan 201 can be adjusted by adjusting the size of the fan belt wheel 202, that is, the size relation between the fan belt wheel 202 and the secondary belt wheel sleeved by the first transmission belt 203 in the gear train of the engine 10 can be adjusted, so that a required transmission ratio is obtained, a transmission coefficient larger than 1 can be established with the crankshaft mechanism, the rotating speed of the fan 201 is increased, and the air volume requirement of the radiator 30 is met. Through the diameter design of the fan pulley 202, the ratio of the rotating speed of the fan 201 to the rotating speed of the crankshaft mechanism can reach 1.2, for example, and can generally provide enough air volume for the radiator 30, of course, the rotating speed ratio can also be other values, the size of the fan pulley 202 can be designed according to specific air volume requirements, in addition, the gear train of the engine 10 is provided with a plurality of secondary pulleys, and when the rotating speed ratio requirement needs to be changed, the connection can be established with the secondary pulleys with different sizes in a replaceable way.
It can be seen that, compared with the arrangement manner in the background art, in the present embodiment, the crank fan mechanism is installed at the end of the crank mechanism, so that the crank fan mechanism does not deviate from the center of the radiator 30, and meanwhile, the crank fan mechanism and the crank mechanism are connected through the bearing 204, and do not need to rotate at the same speed as the crank mechanism, but are linked with the wheel train of the engine 10 through the first transmission belt 203 and the fan pulley 202, and then indirectly realize synchronous rotation with the crank mechanism, so as to obtain a higher rotation speed by adjusting the speed ratio, and meet the air volume requirement of the radiator 30.
Moreover, the crankshaft fan mechanism in this embodiment is only connected to the existing gear train of the engine 10 by additionally providing a pulley and a belt, so as to realize speed change, and does not occupy too much space, and in particular, in the axial direction of the crankshaft mechanism, the transmission mechanism of the fan 201 can be installed by only requiring the thickness space of one fan pulley 202, so that speed change of the fan 201 can be realized for the limited space between the crankshaft mechanism and the radiator 30.
Specifically, referring to fig. 3, the crankshaft fan mechanism further includes a shaft 205, the bearing 204 is sleeved on the shaft 205, the shaft 205 is fixed to an end of the crankshaft mechanism, in this embodiment, the shaft 205 is coaxially fixed to the crankshaft damper 101 at the end of the crankshaft mechanism. A crankshaft damper 101 is connected to a crankshaft end of the crankshaft mechanism to reduce the vibration of the crankshaft. The crankshaft damper 101 is located at the end of the crankshaft mechanism, and the crankshaft fan mechanism is mounted on the crankshaft damper 101, so that the connection is simpler and more reliable, the crankshaft fan mechanism is easily close to the center of the radiator 30, and the shaft rod 205 is arranged, so that the assembly of the bearing 204 and the crankshaft damper 101 is conveniently realized. It is understood that the housing of the crankshaft damper 101 may be provided with additional mounting locations for the bearings 204.
Further, the crankshaft fan mechanism further comprises a shaft mounting plate 206, the shaft 205 is fixed on the shaft mounting plate 206, the shaft mounting plate 206 is fixed on the outer side of the casing of the crankshaft damper 101, and the shaft 205 and the crankshaft damper 101 are conveniently mounted by the shaft mounting plate 206.
As shown in fig. 3, the shaft mounting plate 206 includes a middle protrusion 206a, the middle protrusion 206a extends outward around a periphery thereof to form a plate edge 206b, the plate edge 206b of the shaft mounting plate 206 is configured to be fixed to the crankshaft damper 101, and the plate edge 206b may have a plurality of circumferentially distributed extending lugs for establishing a connection with the crankshaft damper 101, such as bolting, welding, riveting, pinning, etc. As shown in fig. 3, the middle portion of the crankshaft damper 101 and the crankshaft are connected by a coupling nut, the shaft mounting plate 206 is provided with a middle ridge to easily avoid the coupling nut for connecting the crankshaft damper 101 and the crankshaft, and the plate edge 206b is used to establish a connection with the housing of the crankshaft damper 101, thereby providing a mounting position for the mounting of the shaft 205.
The shaft 205 may be fixed to a middle protrusion 206a of the shaft mounting plate 206. The shaft rod 205 specifically comprises a rod portion 205a and a tail portion 205b which is larger than the rod portion 205a in size, the rod portion 205a is matched with the bearing 204, the tail portion 205b is fixed with a middle protrusion 206a of the shaft rod mounting plate 206, the tail portion 205b can be a tail flange, the end face, facing the shaft rod 205, of the middle protrusion 206a can be a flange face, the tail portion 205b and the middle protrusion 206a can be specifically fixed through bolts, a large attaching mounting surface is provided, and mounting is reliable. Of course, the fixing can also be realized through bolts, rivets and other structures, and the scheme is not particularly limited.
In addition, the above-mentioned gear train of the engine 10 is driven by a crank mechanism, and includes a primary pulley provided on the crankshaft and at least one secondary pulley, and the first transmission belt 203 is fitted around one of the secondary pulleys. As will be understood from fig. 4, the secondary pulleys of the gear train include a first secondary pulley 102 and a second secondary pulley 104, the first secondary pulley 102 is driven by the primary pulley of the crank mechanism, a second transmission belt 103 is sleeved on the first secondary pulley 102 and the second secondary pulley 104, and the second secondary pulley 104 drives the water pump of the engine 10 to work. In this embodiment, the first driving belt 203 is sleeved on the first driven pulley 102 and the fan pulley 202 in the gear train of the engine 10, the first driven pulley 102 is closer to the installation position of the fan pulley 202, so that the installation of the first driving belt 203 and the transmission of power are facilitated, only one driving belt needs to be added to the first driven pulley 102, that is, one first driving belt 203 is added, and the first driven pulley 102 can slightly extend along the axial direction to increase the installation position of the first driving belt 203. It will be appreciated that the gear train of engine 10 is driven by the primary pulley of the crank mechanism and that first drive belt 203 may be sleeved around any of the secondary pulleys of the gear train.
In fig. 4, the first and second slave pulleys 102 and 104 are both located above the crank mechanism, facilitating the installation of the first drive belt 203.
The embodiment also provides an engine 10 and a vehicle, wherein the engine 10 comprises the crankshaft fan mechanism of any one of the embodiments, and the vehicle comprises the engine 10, so that the technical effects similar to those of any one of the embodiments are achieved.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, a plurality of improvements and decorations can be made without departing from the principle of the present invention, and these improvements and decorations should also be regarded as the protection scope of the present invention.
Claims (10)
1. The crankshaft fan mechanism is characterized by comprising a fan (201) and a bearing (204), wherein the fan (201) is installed at the end part of the crankshaft mechanism through the bearing (204), the crankshaft fan mechanism further comprises a fan belt wheel (202) and a first transmission belt (203), the fan belt wheel (202) is coaxially fixed with the fan (201), and two ends of the first transmission belt (203) are respectively used for being sleeved with the fan belt wheel (202) and a driven belt wheel in an engine gear train.
2. The crankshaft fan mechanism as in claim 1, comprising a shaft (205), wherein the bearing (204) is sleeved on the shaft (205), and wherein the shaft (205) is fixed to an end of the crankshaft mechanism.
3. The crank fan mechanism of claim 2 wherein the shaft (205) is coaxially fixed to a crank damper (101) at an end of the crank mechanism.
4. The crankshaft fan mechanism as claimed in claim 3, further comprising a shaft mounting plate (206), wherein the shaft (205) is fixed to the shaft mounting plate (206), and wherein the shaft mounting plate (206) is fixed to an outside of a housing of the crankshaft damper (101).
5. The crankshaft fan mechanism according to claim 4, characterized in that the shaft mounting plate (206) comprises a middle protrusion (206a) and a plate edge (206b), the plate edge (206b) of the shaft mounting plate (206) being adapted to be fixed with the crankshaft damper (101), the shaft (205) being fixed to the middle protrusion (206 a).
6. An engine comprising a crank mechanism, further comprising a crank fan mechanism as claimed in any one of claims 1 to 5.
7. An engine according to claim 6, characterized in that the engine (10) comprises a train of wheels driven by the crank mechanism, the train of wheels comprising at least two of the secondary pulleys, the first drive belt (203) being journalled in one of the secondary pulleys.
8. An engine according to claim 7, characterized in that said first drive belt (203) is journalled in said secondary pulley above said crank mechanism.
9. The engine of claim 8, characterized in that the gear train comprises a first driven pulley (102) and a second driven pulley (104) sleeved by a second drive belt (103), the first drive belt (203) being sleeved on the first driven pulley (102), the second driven pulley (104) being used for driving a water pump of the engine.
10. A vehicle comprising an engine, characterized in that the engine is an engine according to any one of claims 6-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022287784.4U CN213450579U (en) | 2020-10-14 | 2020-10-14 | Crankshaft fan mechanism, engine and vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022287784.4U CN213450579U (en) | 2020-10-14 | 2020-10-14 | Crankshaft fan mechanism, engine and vehicle |
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| Publication Number | Publication Date |
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| CN213450579U true CN213450579U (en) | 2021-06-15 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202022287784.4U Active CN213450579U (en) | 2020-10-14 | 2020-10-14 | Crankshaft fan mechanism, engine and vehicle |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113586235A (en) * | 2021-09-13 | 2021-11-02 | 浙江马锐动力机械有限公司 | Horizontally-opposed water-cooled aero-engine |
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2020
- 2020-10-14 CN CN202022287784.4U patent/CN213450579U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113586235A (en) * | 2021-09-13 | 2021-11-02 | 浙江马锐动力机械有限公司 | Horizontally-opposed water-cooled aero-engine |
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