CN111306178A - Crankshaft structure of in-line three-cylinder engine - Google Patents
Crankshaft structure of in-line three-cylinder engine Download PDFInfo
- Publication number
- CN111306178A CN111306178A CN202010250134.4A CN202010250134A CN111306178A CN 111306178 A CN111306178 A CN 111306178A CN 202010250134 A CN202010250134 A CN 202010250134A CN 111306178 A CN111306178 A CN 111306178A
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- crank
- crankshaft
- oil outlet
- crank throw
- connecting rod
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- 230000009286 beneficial effect Effects 0.000 abstract description 5
- 238000000034 method Methods 0.000 description 4
- 238000010304 firing Methods 0.000 description 3
- 230000001050 lubricating effect Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000005452 bending Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000007717 exclusion Effects 0.000 description 1
- 230000000737 periodic effect Effects 0.000 description 1
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C3/00—Shafts; Axles; Cranks; Eccentrics
- F16C3/04—Crankshafts, eccentric-shafts; Cranks, eccentrics
- F16C3/06—Crankshafts
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C3/00—Shafts; Axles; Cranks; Eccentrics
- F16C3/04—Crankshafts, eccentric-shafts; Cranks, eccentrics
- F16C3/06—Crankshafts
- F16C3/14—Features relating to lubrication
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C3/00—Shafts; Axles; Cranks; Eccentrics
- F16C3/04—Crankshafts, eccentric-shafts; Cranks, eccentrics
- F16C3/20—Shape of crankshafts or eccentric-shafts having regard to balancing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C2360/00—Engines or pumps
- F16C2360/22—Internal combustion engines
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Ocean & Marine Engineering (AREA)
- Mechanical Engineering (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
Abstract
The invention discloses a crankshaft structure of an in-line three-cylinder engine. This crankshaft structure includes: the first crank throw, the second crank throw and the third crank throw of the crankshaft are sequentially arranged along the clockwise direction, and the included angles of the first crank throw, the second crank throw and the third crank throw are all 120 degrees; the ignition sequence of the crankshaft is 1-2-3; the outer circumferential surfaces of a first connecting rod journal of the first crank, a second connecting rod journal of the second crank and a third connecting rod journal of the third crank are respectively provided with a first oil outlet, the outer circumferential surfaces of main journals respectively close to the free end sides of the first crank, the second crank and the third crank are respectively provided with a second oil outlet, and an oil channel is formed between the adjacent first oil outlet and the second oil outlet; and four balancing weights which are respectively arranged on the four crank arms of the first crank throw and the third crank throw. The crankshaft structure of the in-line three-cylinder engine is beneficial to the light weight of the crankshaft, reduces the internal moment of the crankshaft and improves the dynamic balance rate of the crankshaft.
Description
Technical Field
The invention relates to the field of engines, in particular to a crankshaft structure of an in-line three-cylinder engine.
Background
The crankshaft is the most important component in the engine. It takes the force from the connecting rod and converts it into torque to be output by the crankshaft and drive other accessories on the engine. The crankshaft is subjected to the combined action of centrifugal force of the rotating mass, gas inertia force of periodic variation and reciprocating inertia force, so that the crankshaft is subjected to the action of bending and twisting load. Therefore, the crankshaft is required to have sufficient strength and rigidity, and the surface of the journal needs to be wear-resistant, work uniformly and balance well.
The crankshaft structure of the existing in-line three-cylinder engine is provided with 6 balance blocks, the balance weight angle of the balance blocks is 14-18 degrees, the crankshaft of the 6 balance blocks is heavy, the torsional vibration amplitude is large, and the strength performance is poor, and the oil channel structure of the crankshaft of the existing in-line three-cylinder engine is shown in figure 7 and consists of a transverse oil channel 72 which transversely penetrates through a main journal 71 and an inclined oil channel 73 which is communicated with the transverse oil channel and a connecting rod journal 74. Such structure need bore 2 oil ducts respectively, processes 3 oil pipe mouths for the oil supply ability of the bent axle structure of in-line three-cylinder engine is relatively poor, and the oil duct is arranged the difficulty, is difficult to process.
The information disclosed in this background section is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgement or any form of suggestion that this information forms the prior art already known to a person skilled in the art.
Disclosure of Invention
The invention aims to provide a crankshaft structure of an in-line three-cylinder engine, which has a simple and reasonable structure, is beneficial to the light weight of a crankshaft, reduces the internal moment of the crankshaft and improves the dynamic balance rate of the crankshaft.
To achieve the above object, the present invention provides a crankshaft structure of an inline three-cylinder engine, comprising: the two ends of the crankshaft are respectively a free end and a power output end, a main journal and a first crank throw, a second crank throw and a third crank throw are arranged on the crankshaft, the projection is formed along the direction from the free end to the power output end, the first crank throw, the second crank throw and the third crank throw are sequentially arranged along the clockwise direction, and the mutual included angles are all 120 degrees; the ignition sequence of the crankshaft is 1-2-3; the outer circumferential surfaces of a first connecting rod journal of the first crank, a second connecting rod journal of the second crank and a third connecting rod journal of the third crank are respectively provided with a first oil outlet, the outer circumferential surfaces of main journals respectively close to the free end sides of the first crank, the second crank and the third crank are respectively provided with a second oil outlet, and an oil channel is formed between the adjacent first oil outlet and the second oil outlet; and four balancing weights which are respectively arranged on the four crank arms of the first crank throw and the third crank throw.
In a preferred embodiment, the angle between the central axis of each crank arm and the central axis of its counterweight is 30 °.
In a preferred embodiment, the projection of each first oil outlet hole on the radial section of the crankshaft forms an included angle of 45 degrees with the central axis of the corresponding connecting rod journal; and the included angle between each second oil outlet and the central axis of the corresponding main journal is 45 degrees.
In a preferred embodiment, a projection of each of the oil passages on a plane formed by a central axis of the corresponding crankshaft and a central axis of each of the connecting rod journals forms an angle of 60 ° with a central axis of the corresponding crankshaft.
In a preferred embodiment, the first oil outlet hole is located at an axial center of the connecting rod journal where the first oil outlet hole is located, and the second oil outlet hole is located at an axial center of the main journal where the second oil outlet hole is located.
In a preferred embodiment, the relief groove is provided on the surface of each crank arm between the crank arm and its weight block, which surface is close to the connecting rod journal.
In a preferred embodiment, the weight member is provided with a weight-removing hole.
Compared with the prior art, the crankshaft structure of the in-line three-cylinder engine has the following beneficial effects: the firing sequence of the crankshaft structure of the in-line three-cylinder engine, the design of the crank arm, the balancing weight and the unloading groove are beneficial to the light weight of the crankshaft, the internal moment of the crankshaft is reduced, and the dynamic balance rate of the crankshaft is improved; the oil passage arrangement of the crankshaft structure of the in-line three-cylinder engine is convenient to process, the main bearing and the connecting rod bearing can be fully lubricated, and the lubricating effect of the journal bearing is improved.
Drawings
Fig. 1 is a schematic perspective view of a crankshaft structure of an inline three-cylinder engine according to an embodiment of the present invention.
FIG. 2 is a schematic view of a crank throw arrangement of a crankshaft configuration of an inline three cylinder engine according to an embodiment of the present invention.
Fig. 3 is a front view structural schematic diagram of a crankshaft structure of an inline three-cylinder engine according to an embodiment of the present invention.
FIG. 4 is a schematic free end configuration of a crankshaft configuration of an inline three cylinder engine according to an embodiment of the present invention.
Fig. 5 is a schematic sectional structure view in the direction of E-E of fig. 4.
Fig. 6 is a schematic sectional structure view in the direction F-F of fig. 4.
Fig. 7 is a schematic view of the oil passage structure of the crankshaft structure of the conventional inline three-cylinder engine.
Detailed Description
The following detailed description of the present invention is provided in conjunction with the accompanying drawings, but it should be understood that the scope of the present invention is not limited to the specific embodiments.
Throughout the specification and claims, unless explicitly stated otherwise, the word "comprise", or variations such as "comprises" or "comprising", will be understood to imply the inclusion of a stated element or component but not the exclusion of any other element or component.
As shown in fig. 1 to 3, the specific structure of the crankshaft structure of the inline three-cylinder engine according to the preferred embodiment of the present invention includes: crankshaft 1 and balancing weight 2. The crankshaft 1 projects along the direction from the free end to the power output end, and is sequentially provided with a first crank throw 11, a second crank throw 12 and a third crank throw 13 along the clockwise direction. The included angles between the first crank throw 11 and the second crank throw 12 and between the second crank throw 12 and the third crank throw 13 are all 120 degrees. The firing sequence of the crankshaft is 1-2-3. Therefore, according to the crankshaft structure of the embodiment of the invention, the torsional vibration amplitude of the crankshaft system is reduced, and the strength, torsional vibration and strength performance of the crankshaft are improved.
Specifically, two ends of the crankshaft 1 are respectively a free end 18 and a power output end 19, and a main journal 16, a first crank throw 11, a second crank throw 12 and a third crank throw 13 are arranged in the middle of the crankshaft 1. The first crank throw 11, the second crank throw 12 and the third crank throw 13 are arranged in sequence in the clockwise direction along the projection from the free end 18 to the power output end 19. As shown in fig. 2, the included angles between the first crank throw 11 and the second crank throw 12 and between the second crank throw 12 and the third crank throw 13 are all 120 ° around the main journal 16 of the crankshaft. Specifically, as shown in fig. 3 and 4, if the first bell crank 11 is vertically upward (12-point direction), the second bell crank 12 is inclined to the lower right (4-point direction) and the third bell crank 13 is inclined to the lower left (8-point direction), as projected in the direction from the free end 18 to the power output end 19. The firing sequence of the crankshaft is 1-2-3.
As shown in fig. 1, 3 and 5, first oil outlet holes 141 are formed in the outer circumferential surfaces of the first rod journal 111 of the first bell crank 11, the second rod journal 121 of the second bell crank 12 and the third rod journal 131 (each rod journal) of the third bell crank 13. And second oil outlet holes 142 are formed in the outer circumferential surfaces of the main journals, which are respectively close to the free end sides of the first crank throw 11, the second crank throw 12 and the third crank throw 13. The oil passages 14 are formed between the adjacent first oil outlet holes 141 and the corresponding second oil outlet holes 142. As shown in fig. 1, a plane formed by the central axis 112 of the main journal of the crankshaft 1 and the central axis of each connecting rod journal intersects with the corresponding oil passage 14. Taking the oil passage of the first crank throw as an example, as seen in fig. 1 and 3, in a three-coordinate system formed by taking the horizontal direction as an X axis, the vertical direction as a Y axis, and the front-rear direction as a Z axis, a plane formed by the central axis of the crankshaft 1 and the central axis of the connecting rod journal of the first crank throw 11 is a Y-Z plane, the first oil outlet 141 is located at the rear side of the Y-Z plane, the second oil outlet is located at the front side of the Y-Z plane, and the oil passage of the first crank throw intersects with the Y-Z plane.
In one embodiment, as shown in fig. 5, the projection of each first oil outlet hole 141 on the radial section of the crankshaft makes an angle of 45 ° ± 1 ° with the central axis of the corresponding connecting rod journal. The included angle between each second oil outlet hole 142 and the central axis of the corresponding main journal is 45 ° ± 1 °. Taking the oil passage 14 of the first crank throw as an example, the radial section of the main journal of the crankshaft is an E-E section, and the projection of the oil passage on the E-E section (the oil passage 14 shown by a dotted line) forms an angle of 24.5 ° with the central axis 112 of the corresponding crank arm. The projection of the first oil outlet hole on the radial section of the crankshaft and the central axis of the corresponding connecting rod journal form an included angle of 45 degrees +/-1 degrees. The included angle between the second oil outlet hole and the central axis of the corresponding main journal is 45 degrees +/-1 degree.
Preferably, a projection of each oil passage on a plane formed by the central axis of the corresponding crankshaft and the central axis of each connecting rod journal forms an angle of 60 ° ± 1 ° with the central axis of the corresponding crankshaft.
Preferably, the first oil outlet hole 141 is located at an axial center of the corresponding connecting rod journal, and the second oil outlet hole 142 is located at an axial center of the corresponding main journal.
As shown in fig. 1-4, the four counterweights 2 are respectively disposed at the lower ends of the four crank arms of the first crank throw 11 and the third crank throw 13, the counterweights 2 are fan-shaped, and the included angle (counterweight angle) between the central axis 112 of the crank arm and the central axis 21 of the counterweights is 30 ° ± 5 °. Taking the crank arm of the first bell crank as an example, the angle between the central axis 112 of the crank arm and the central axis 21 of the counterweight 2 is 30 °. On the premise of meeting the balance rate of the crankshaft, the strength of the crankshaft and the amplitude of the crankshaft, the weight of the four balance weight crankshafts of the crankshaft structure of the in-line three-cylinder engine can be reduced by 13 percent compared with the weight of six balance weight crankshafts of the crankshaft structure of the existing in-line three-cylinder engine, and the crankshafts can meet the requirement of light weight.
In one embodiment, a relief groove 22 is provided in the face between each crank arm and its weight adjacent the connecting rod journal.
In one embodiment, the weight member 2 is provided with a weight-removing hole 23.
In conclusion, the ignition sequence of the crankshaft structure of the in-line three-cylinder engine, the design of the crank arm, the counterweight block and the unloading groove are beneficial to the light weight of the crankshaft, the internal moment of the crankshaft is reduced, and the dynamic balance rate of the crankshaft is improved; the oil passage arrangement of the crankshaft structure of the in-line three-cylinder engine is convenient to process, the main bearing and the connecting rod bearing can be fully lubricated, and the lubricating effect of the journal bearing is improved.
The foregoing descriptions of specific exemplary embodiments of the present invention have been presented for purposes of illustration and description. It is not intended to limit the invention to the precise form disclosed, and obviously many modifications and variations are possible in light of the above teaching. The exemplary embodiments were chosen and described in order to explain certain principles of the invention and its practical application to enable one skilled in the art to make and use various exemplary embodiments of the invention and various alternatives and modifications as are suited to the particular use contemplated. It is intended that the scope of the invention be defined by the claims and their equivalents.
Claims (7)
1. A crankshaft structure of an inline three-cylinder engine, characterized by comprising:
the two ends of the crankshaft are respectively a free end and a power output end, a main journal and a first crank throw, a second crank throw and a third crank throw are arranged on the crankshaft, the projection is formed along the direction from the free end to the power output end, the first crank throw, the second crank throw and the third crank throw are sequentially arranged along the clockwise direction, and the mutual included angles are all 120 degrees; the ignition sequence of the crankshaft is 1-2-3; the outer circumferential surfaces of a first connecting rod journal of the first crank, a second connecting rod journal of the second crank and a third connecting rod journal of the third crank are respectively provided with a first oil outlet, the outer circumferential surfaces of main journals respectively close to the free end sides of the first crank, the second crank and the third crank are respectively provided with a second oil outlet, and an oil channel is formed between the adjacent first oil outlet and the second oil outlet; and
and four balancing weights are respectively arranged on the four crank arms of the first crank throw and the third crank throw.
2. The crankshaft structure of an inline three cylinder engine as set forth in claim 1, wherein the angle between the central axis of each crank arm and the central axis of its counterweight is 30 °.
3. The crankshaft structure of an in-line three-cylinder engine according to claim 1, wherein a projection of each of the first oil outlet holes on a radial section of the crankshaft makes an angle of 45 ° with a central axis of the corresponding connecting rod journal; and the included angle between each second oil outlet and the central axis of the corresponding main journal is 45 degrees.
4. The crankshaft structure of an in-line three cylinder engine according to claim 3, wherein a projection of each of said oil passages on a plane formed by a central axis of the corresponding crankshaft and a central axis of each of the connecting rod journals makes an angle of 60 ° with a central axis of the corresponding crankshaft.
5. The crankshaft structure of an in-line three cylinder engine according to claim 1, wherein the first oil outlet hole is located at an axial center of a connecting rod journal where it is located, and the second oil outlet hole is located at an axial center of a main journal where it is located.
6. The crankshaft structure of an in-line three cylinder engine according to claim 1, wherein a relief groove is provided on a face between each crank arm and its weight block near the connecting rod journal.
7. The crankshaft structure of an in-line three cylinder engine as claimed in claim 1, wherein said weight member is provided with a weight removing hole.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010250134.4A CN111306178A (en) | 2020-04-01 | 2020-04-01 | Crankshaft structure of in-line three-cylinder engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010250134.4A CN111306178A (en) | 2020-04-01 | 2020-04-01 | Crankshaft structure of in-line three-cylinder engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN111306178A true CN111306178A (en) | 2020-06-19 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010250134.4A Pending CN111306178A (en) | 2020-04-01 | 2020-04-01 | Crankshaft structure of in-line three-cylinder engine |
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| CN (1) | CN111306178A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113404764A (en) * | 2021-06-09 | 2021-09-17 | 新昌县日月机械有限公司 | Crankshaft of high-speed warp knitting machine and manufacturing process thereof |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2001082443A (en) * | 1999-09-08 | 2001-03-27 | Daihatsu Motor Co Ltd | Crank shaft of internal combustion engine |
| CN106015303A (en) * | 2016-08-04 | 2016-10-12 | 广西玉柴机器股份有限公司 | Crankshaft structure of in-line three-cylinder engine |
| CN106763124A (en) * | 2017-01-04 | 2017-05-31 | 浙江吉利新能源商用车有限公司 | Three-cylinder engine bent axle, three-cylinder engine and vehicle |
| CN208858756U (en) * | 2018-09-14 | 2019-05-14 | 南昌洲际汽车工程技术有限公司 | A kind of engine crankshaft |
| CN212803915U (en) * | 2020-04-01 | 2021-03-26 | 广西玉柴机器股份有限公司 | Crankshaft structure of in-line three-cylinder engine |
-
2020
- 2020-04-01 CN CN202010250134.4A patent/CN111306178A/en active Pending
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2001082443A (en) * | 1999-09-08 | 2001-03-27 | Daihatsu Motor Co Ltd | Crank shaft of internal combustion engine |
| CN106015303A (en) * | 2016-08-04 | 2016-10-12 | 广西玉柴机器股份有限公司 | Crankshaft structure of in-line three-cylinder engine |
| CN106763124A (en) * | 2017-01-04 | 2017-05-31 | 浙江吉利新能源商用车有限公司 | Three-cylinder engine bent axle, three-cylinder engine and vehicle |
| CN208858756U (en) * | 2018-09-14 | 2019-05-14 | 南昌洲际汽车工程技术有限公司 | A kind of engine crankshaft |
| CN212803915U (en) * | 2020-04-01 | 2021-03-26 | 广西玉柴机器股份有限公司 | Crankshaft structure of in-line three-cylinder engine |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113404764A (en) * | 2021-06-09 | 2021-09-17 | 新昌县日月机械有限公司 | Crankshaft of high-speed warp knitting machine and manufacturing process thereof |
| CN113404764B (en) * | 2021-06-09 | 2022-04-19 | 新昌县日月机械有限公司 | Crankshaft of high-speed warp knitting machine and manufacturing process thereof |
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