CN220488079U - Crankshaft - Google Patents

Abstract

The utility model discloses a crankshaft, which belongs to the technical field of automobile engines and comprises two main journals, two balance weights, three connecting rod journals and two cranks, wherein the two main journals, the two balance weights, the three connecting rod journals and the two cranks are arranged in the length direction, the two main journals are internally provided with main journal lightening holes, the two balance weights are respectively provided with a balance weight lightening groove, the three connecting rod journals are respectively provided with a connecting rod journal lightening hole, and the two sides of the two cranks are respectively provided with a crank lightening groove. The utility model provides a lightweight crankshaft structure which reduces weight of a crankshaft and gives consideration to strength of the crankshaft. After the crankshaft is designed through the two main journal lightening holes, the two balancing weight lightening grooves, the three connecting rod journal lightening holes and the four crank lightening grooves, the weight of the crankshaft can be greatly reduced, the mass and the inertia of the crankshaft are further reduced, and the mechanical loss is reduced. In addition, the positions provided with the holes and the grooves avoid the dangerous section of the crankshaft, and the reliability of the use of the crankshaft is ensured.

Description

Crankshaft

Technical Field

The utility model belongs to the technical field of automobile engines, and particularly relates to a crankshaft.

Background

The crankshaft is an important mechanical part, commonly found in automotive engines, and is mainly used for converting reciprocating motion into rotary motion, thereby providing power output. The crankshaft is typically cast or forged from high strength alloy steel and has a plurality of connecting rods connecting to pistons. When the piston reciprocates in the cylinder, the crankshaft converts the reciprocating motion of the piston into rotational motion of the crankshaft itself through the connection of the connecting rod to the crankshaft.

The mass of the crankshaft is about 10% of the overall machine, and its size and weight largely determine and influence the overall size and weight of the internal combustion engine. Therefore, the effective weight reduction measure is applied to the crankshaft, which is beneficial to the improvement of the oil consumption of the whole engine and the reduction of the cost. The existing crankshaft is generally a solid crankshaft, and has the defects of large weight, large inertia, large loss of mechanical efficiency of moving parts of an engine and large oil consumption.

Disclosure of Invention

The present utility model is directed to a crankshaft to solve the above-mentioned problems of the prior art.

Provided is a crankshaft including:

two main journals, two balancing weights, three connecting rod necks and two cranks that follow length direction and arrange, two main journal lightening holes have all been seted up in the main journal, two balancing weight lightening groove has all been seted up on the balancing weight, three connecting rod neck lightening holes have all been seted up on the connecting rod neck, connecting rod neck lightening hole one end runs through the balancing weight and the other end runs through the crank, two the crank lightening groove has all been seted up to the both sides of crank.

Further, both ends of the two cranks are provided with oblique weight-reducing tangential planes.

Further, the balance weight is provided with a reinforcing rib at the position of the connecting rod neck lightening hole.

Compared with the prior art, the utility model has the beneficial effects that:

the utility model provides a lightweight crankshaft structure which reduces weight of a crankshaft and gives consideration to strength of the crankshaft. After the crankshaft is designed through the two main journal lightening holes, the two balancing weight lightening grooves, the three connecting rod journal lightening holes and the four crank lightening grooves, the weight of the crankshaft can be greatly reduced, the mass and the inertia of the crankshaft are further reduced, and the mechanical loss is reduced. In addition, the positions provided with the holes and the grooves avoid the dangerous section of the crankshaft, and the reliability of the use of the crankshaft is ensured.

Drawings

The present utility model is further described below with reference to the accompanying drawings for the convenience of understanding by those skilled in the art.

FIG. 1 is a schematic view of the overall structure of a crankshaft;

FIG. 2 is a dangerous section profile of the crankshaft.

In the figure: 1. a main journal; 11. a main journal lightening hole; 2. a balance weight; 21. a weight reducing groove of the balance weight; 22. reinforcing ribs; 3. a connecting rod neck; 31. a connecting rod neck lightening hole; 4. a crank; 41. a crank weight-reducing groove; 42. and (5) obliquely reducing the weight and cutting the surface.

Detailed Description

The present utility model will be described in further detail with reference to the drawings and examples, in order to make the objects, technical solutions and advantages of the present utility model more apparent. It should be understood that the particular embodiments described herein are illustrative only and are not intended to limit the utility model, i.e., the embodiments described are merely some, but not all, of the embodiments of the utility model. The components of the embodiments of the present utility model generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations.

Thus, the following detailed description of the embodiments of the utility model, as presented in the figures, is not intended to limit the scope of the utility model, as claimed, but is merely representative of selected embodiments of the utility model. All other embodiments, which can be made by a person skilled in the art without making any inventive effort, are intended to be within the scope of the present utility model.

Referring to fig. 1-2, in an embodiment of the present utility model, a crankshaft includes two main journals 1, two weights 2, three connecting journals 3 and two cranks 4 arranged along a length direction, main journal lightening holes 11 are formed in the two main journals 1, weight lightening slots 21 are formed in the two weights 2, connecting journal lightening holes 31 are formed in the three connecting journals 3, one end of each connecting journal lightening hole 31 penetrates through the corresponding weight 2, the other end penetrates through the corresponding crank 4, and crank lightening slots 41 are formed in both sides of the corresponding crank 4.

Referring to fig. 1, the crankshaft is composed of two main journals 1 at both ends and two weights 2, three connecting journals 3 and two cranks 4 in the middle of the two main journals 1, and the main journals 1, the weights 2, the connecting journals 3, the cranks 4, the connecting journals 3, the weights 2 and the main journals 1 are sequentially arranged. In order to ensure the full balance of the engine, the balance weight 2 is designed at the connecting rod necks 3 at the two ends of the crankshaft to offset the rotation inertia force and the reciprocating inertia force brought by the connecting rod necks 3 at the two ends.

Referring to fig. 2, a region a is a dangerous section of the crankshaft moving toward the main journal 1 and the balance weight 2, and the dangerous section is located in an outer diameter region of a connecting portion of the main journal 1 and the balance weight 2. The depth of the main journal lightening hole 11 is set so as to avoid the dangerous section. When the main journal 1 transmits torque, the torsion acting force exerted on the part closer to the periphery of the shaft is larger, and the stress exerted on the axial center part is less influenced or even no internal stress is generated, so that the main journal weight reducing hole 11 is formed in the axial center part of the main journal 1, the mass can be effectively reduced, and the strength of the main journal 1 can be maintained.

The weight reduction effect can be achieved and the balance is kept if the weight 2 is not provided with the weight reduction groove but is narrowed, but the outer contour of the weight 2 is farther away from the main journal 1 after the width is kept, so that the effect that crankcase pressure lubrication splashes to the camshaft under the action of the weight 2 with larger volume is better, and the weight reduction groove 21 of the weight can achieve the effect without increasing the weight.

Referring to fig. 2, a region B is a dangerous section of the crankshaft moving toward the connecting rod neck 3. The connecting rod neck lightening hole 31 serves to reduce the weight of the connecting rod neck 3. Similarly, when torque transmission is performed, the torsion acting force is larger at a portion closer to the outer periphery of the shaft, and the stress influence on the shaft center portion is small or even no internal stress is generated. The design of the connecting rod neck 3 and the connecting rod neck lightening hole 31 does not contact with dangerous sections, and the connecting rod is uniformly distributed with load on the connecting rod neck 3, so that the designed connecting rod neck lightening hole 31 avoids a fracture place, and an effective lightening design is formed.

The balance weight 2 is provided with a reinforcing rib 22 at the connecting rod neck lightening hole 31. Here, the reinforcing rib 22 thickens the joint between the main journal 1 and the weight 2, and the added weight is smaller than the reduced weight of the journal lightening hole 31. The connecting strength of the main journal 1 and the balance weight 2 can be effectively enhanced, and the torque transmission effect is maintained.

Referring to fig. 2, region C is a dangerous section of the crankshaft moving toward the crank 4. The middle two cranks 4 have a multi-directional weight-reducing design, including four vertical weight-reducing cuts. Because the middle part of the crankshaft is not provided with the main journal 1, the width of the crank 4 can meet the requirement without being too wide, the weight reduction design enables the section of the crank 4 to be in an I shape, the I-shaped section has little material consumption in the area with small positive stress, the modulus of the bending-resistant section is improved, the bending resistance of the material is fully exerted, the structure is reasonable, and the strength and the stability of the crank 4 are not influenced.

The width dimension of the H-shaped crank weight reducing groove 41 is one third of that of the crank 4, and the depth and the width are the same.

Both ends of the two cranks 4 are provided with oblique weight-reducing tangential planes 42. The oblique weight-reducing cut surface 42 changes only the thickness in the axial direction of the crankshaft, but does not affect the section strength of the crank 4 in the tangential direction of the connecting rod rotation.

The foregoing is merely illustrative of the structures of this utility model and various modifications, additions and substitutions for those skilled in the art can be made to the described embodiments without departing from the scope of the utility model or from the scope of the utility model as defined in the accompanying claims.

Claims (3)

1. A crankshaft, comprising:

two main journals (1), two balancing weights (2), three connecting rod necks (3) and two cranks (4) that follow length direction and arrange, two main journal lightening hole (11) have all been seted up in main journal (1), two balancing weight lightening groove (21) have all been seted up on balancing weight (2), three connecting rod neck lightening hole (31) have all been seted up on connecting rod neck (3), connecting rod neck lightening hole (31) one end runs through balancing weight (2) and the other end runs through crank (4), two crank lightening groove (41) have all been seted up to the both sides of crank (4).

2. A crankshaft according to claim 1, characterized in that both ends of both said cranks (4) are provided with oblique weight-reducing cut surfaces (42).

3. A crankshaft according to claim 1, characterized in that the counterweight (2) is provided with a reinforcing rib (22) at the connecting rod neck lightening hole (31).