CN220726991U - Counterweight structure of marine engine crankshaft - Google Patents

Abstract

The utility model discloses a counterweight structure of a marine engine crankshaft, which comprises a front end shaft, wherein a crank is arranged on one side of the front end shaft, a connecting rod journal is arranged at the top end of one side of the crank, another group of cranks is arranged on one side of the connecting rod journal, a crankshaft main journal is arranged on one side of the other group of cranks, a counterweight is arranged on one side of the crankshaft main journal, fixing holes are formed in the counterweight, positioning bolts are arranged in the fixing holes, and a rear end shaft is arranged on one side of the crank. According to the utility model, the balancing weight is arranged, when the balancing weight is required to be installed, the balancing weight can be placed at one end of the balancing weight, then the positioning bolt is installed into the balancing weight through the fixing hole, at the moment, the balancing weight can be fixed outside the balancing weight, the installation of the balancing weight is completed, the convenience in the installation is improved, and meanwhile, the balancing weight is required to be detached when the balancing weight is detached for maintenance.

Description

Counterweight structure of a marine engine crankshaft

Technical Field

The utility model relates to the technical field of engines, in particular to a counterweight structure of a crankshaft of a marine engine.

Background technique

Marine engines are machines that can convert other forms of energy into mechanical energy and can be used to drive ships on the sea. The crankshaft is one of the important parts in the engine and is the backbone of the engine. It can withstand impact loads and is a key part for transmitting power. It can also drive the engine's valve mechanism and various other components. The working environment and stress conditions of the crankshaft are relatively complex. When the crankshaft rotates at high speed, it will generate an inertial force and centrifugal force on the shaft. According to the requirements of rotational stability, when the center of gravity of the object itself coincides with the axis of rotation, the rotating object will achieve rotational balance. Increasing the balancing weight can reduce the impact of the inertial force on the shaft. Therefore, the counterweight structure of the engine crankshaft is used.

In actual use, the counterweight block is generally installed in the middle of the crankshaft. The counterweight can reduce the influence of inertia force on the shaft. When disassembling and maintaining, the crankshaft needs to be disassembled as a whole, which is inconvenient. Therefore, a counterweight structure of a marine engine crankshaft is proposed to solve the problems pointed out in the above background technology.

Utility Model Content

1. Technical issues to be resolved

The purpose of the utility model is to provide a counterweight structure for a marine engine crankshaft to solve the problems raised in the above background technology.

(II) Utility Model Content

In order to solve the above technical problems, the utility model provides the following technical solutions: a counterweight structure of a marine engine crankshaft, comprising a front end shaft, a crank is installed on one side of the front end shaft, a connecting rod journal is installed on the top of one side of the crank, another group of cranks is installed on one side of the connecting rod journal, a crankshaft main journal is installed on one side of the other group of cranks, a balancing weight is arranged on one side of the crankshaft main journal, an anti-corrosion layer is coated on the outer side of the balancing weight, a counterweight block is installed on one end of the balancing weight, fixing holes are arranged inside the counterweight blocks, positioning bolts are installed inside the fixing holes, a crank is arranged on one side of the balancing weight, and a rear end shaft is installed on one side of the crank.

Preferably, two groups of fixing holes are provided, and one end of the positioning bolt extends to the interior of the counterweight.

Preferably, a mounting shaft plate is installed on one side of the rear end shaft, mounting holes are arranged at the inner edge of the mounting shaft plate, a rubber pad is arranged on one side of the mounting shaft plate, and reserved holes are arranged at the inner edge of the rubber pad.

Preferably, a plurality of the mounting holes are provided, and the plurality of the mounting holes are distributed in a ring shape on the inner side of the mounting shaft plate.

Preferably, the side cross-section of the rubber pad is arranged in a ring shape, and the reserved holes are distributed in a ring shape on the inner side of the rubber pad.

Preferably, the counterweights are provided in two groups, and the two groups of counterweights are symmetrically distributed.

(III) Beneficial effects

The utility model provides a counterweight structure for a marine engine crankshaft, which has the advantages that: by providing a counterweight block, when the counterweight block needs to be installed, the counterweight block can be placed on one end of the counterweight, and then the positioning bolt is passed through the fixing hole and installed into the inside of the counterweight, at which time the counterweight block will be fixed on the outside of the counterweight, completing the installation of the counterweight block, thereby improving the convenience during installation, and at the same time, only the counterweight block needs to be disassembled during disassembly and maintenance;

By providing a rubber pad, during installation, the rubber pad can be placed on one side of the mounting shaft plate, and then the mounting shaft plate is fixed by bolts, and the bolts can be passed through the mounting hole and the inside of the reserved hole, and then the mounting shaft plate is locked and fixed, and the reserved hole can ensure the tightness during installation, and at the same time, when the rear end shaft is rotating, the reserved hole can reduce the vibration strength generated by the crankshaft to ensure its stability;

By providing a balancing weight, when the crankshaft rotates at high speed, it will generate an inertial force and centrifugal force on the shaft. The balancing weight can reduce the impact of the inertial force on the shaft and increase the service life of the crankshaft. The outside of the balancing weight is coated with an anti-corrosion layer, which can improve the corrosion resistance of the outside of the balancing weight, thereby preventing the balancing weight from corrosion and extending the service life of the balancing weight.

BRIEF DESCRIPTION OF THE DRAWINGS

In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

FIG1 is a front view schematic diagram of the structure of the utility model;

FIG2 is a schematic diagram of the side structure of the counterweight of the present invention;

FIG3 is a schematic diagram of the side structure of the mounting shaft plate of the present invention;

FIG4 is a schematic diagram of the three-dimensional structure of the counterweight block of the present invention.

Description of reference numerals in the figures:

1. Front end shaft; 2. Crank; 3. Connecting rod journal; 4. Crankshaft main journal; 5. Counterweight; 6. Rear end shaft; 7. Mounting shaft plate; 8. Rubber pad; 9. Reserved hole; 10. Mounting hole; 11. Crank; 12. Positioning bolt; 13. Counterweight; 14. Anti-corrosion layer; 15. Fixing hole.

Detailed ways

In order to make the purpose, technical solution and advantages of the embodiment of the utility model clearer, the technical solution in the embodiment of the utility model will be clearly and completely described below in conjunction with the drawings in the embodiment of the utility model. Obviously, the described embodiment is a part of the embodiment of the utility model, not all the embodiments. Based on the embodiment of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

Embodiment 1: Please refer to Figures 1-4. An embodiment provided by the utility model is a counterweight structure of a crankshaft of a marine engine, comprising a front end shaft 1, a crank 2 is installed on one side of the front end shaft 1, a connecting rod journal 3 is installed on the top of one side of the crank 2, another set of cranks 2 is installed on one side of the connecting rod journal 3, a crankshaft main journal 4 is installed on one side of the other set of cranks 2, a counterweight 5 is arranged on one side of the crankshaft main journal 4, a counterweight 5 is arranged on one end of the counterweight 5, a counterweight block 13 is arranged on one end of the counterweight 5, a fixing hole 15 is arranged inside the counterweight block 13, a positioning bolt 12 is arranged inside the fixing hole 15, a crank 11 is arranged on one side of the counterweight 5, a rear end shaft 6 is installed on one side of the crank 11, two sets of fixing holes 15 are arranged, and one end of the positioning bolt 12 extends to the inside of the counterweight 5;

Specifically, as shown in FIGS. 1 , 2 and 4 , when the counterweight 13 needs to be installed, the counterweight 13 can be placed at one end of the counterweight 5, and then the positioning bolt 12 is passed through the fixing hole 15 and installed into the inside of the counterweight 5. At this time, the counterweight 13 will be fixed to the outside of the counterweight 5, completing the installation of the counterweight 13, which improves the convenience during installation. At the same time, when disassembling and maintaining, only the counterweight 13 needs to be disassembled;

Embodiment 2: A mounting shaft plate 7 is installed on one side of the rear end shaft 6, and mounting holes 10 are provided at the edges inside the mounting shaft plate 7, a rubber pad 8 is provided on one side of the mounting shaft plate 7, and reserved holes 9 are provided at the edges inside the rubber pad 8, and a plurality of mounting holes 10 are provided, and the plurality of mounting holes 10 are distributed in an annular shape on the inner side of the mounting shaft plate 7, the side cross section of the rubber pad 8 is arranged in an annular shape, and the reserved holes 9 are distributed in an annular shape on the inner side of the rubber pad 8;

Specifically, as shown in FIG. 1 and FIG. 3 , during installation, the rubber pad 8 can be placed on one side of the mounting shaft plate 7, and then the mounting shaft plate 7 can be fixed by bolts, and the bolts can be passed through the mounting holes 10 and the reserved holes 9, and then the mounting shaft plate 7 can be locked and fixed, and the reserved holes 9 can ensure the tightness during installation, and at the same time, when the rear end shaft 6 is rotating, the reserved holes 9 can reduce the vibration strength generated by the crankshaft to ensure its stability;

Embodiment 3: The outer side of the balancing weight 5 is coated with an anti-corrosion layer 14, and two groups of balancing weights 5 are provided, and the two groups of balancing weights 5 are symmetrically distributed;

Specifically, as shown in Figures 1 and 2, when the crankshaft rotates at high speed, an inertial force and centrifugal force will be generated on the shaft. The counterweight 5 can reduce the influence of the inertial force on the shaft and increase the service life of the crankshaft. The outer side of the counterweight 5 is coated with an anti-corrosion layer 14, which can improve the corrosion resistance of the outer side of the counterweight 5, thereby preventing the counterweight 5 from being corroded and extending the service life of the counterweight 5.

Working principle: When the utility model is in use, the counterweight 13 is placed at one end of the counterweight 5, and then the positioning bolt 12 is passed through the fixing hole 15 and installed into the interior of the counterweight 5. At this time, the counterweight 13 will be fixed on the outside of the counterweight 5, completing the installation of the counterweight 13, and the rubber pad 8 is placed on one side of the mounting shaft plate 7, and then the mounting shaft plate 7 is installed and fixed by bolts. The bolts can be passed through the mounting hole 10 and the reserved hole 9, and then the mounting shaft plate 7 is locked and fixed. The reserved hole 9 can ensure the tightness during installation. At the same time, when the rear end shaft 6 is rotating, the reserved hole 9 can reduce the vibration force generated by the crankshaft. When the crankshaft rotates at high speed, it will generate an inertial force and centrifugal force on the shaft. The counterweight 5 can reduce the influence of the inertial force on the shaft, increase the service life of the crankshaft, and complete the use of the counterweight structure.

It is obvious to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the present invention can be implemented in other specific forms without departing from the spirit or essential features of the present invention. Therefore, the embodiments should be regarded as exemplary and non-restrictive from any point of view, and the scope of the present invention is defined by the appended claims rather than the above description, and it is intended that all changes falling within the meaning and scope of the equivalent elements of the claims are included in the present invention. Any reference numeral in a claim should not be regarded as limiting the claim to which it relates.

Claims (6)

1. A counterweight structure for a marine engine crankshaft, comprising a front end shaft (1), characterized in that: a crank (2) is installed on one side of the front end shaft (1), a connecting rod journal (3) is installed on the top end of one side of the crank (2), another group of cranks (2) is installed on one side of the connecting rod journal (3), a crankshaft main journal (4) is installed on one side of the other group of cranks (2), a counterweight (5) is arranged on one side of the crankshaft main journal (4), an outer side of the counterweight (5) is coated with an anti-corrosion layer (14), a counterweight block (13) is installed on one end of the counterweight (5), a fixing hole (15) is arranged inside the counterweight block (13), a positioning bolt (12) is installed inside the fixing hole (15), a crank throw (11) is arranged on one side of the counterweight (5), and a rear end shaft (6) is installed on one side of the crank throw (11). 2. A counterweight structure for a marine engine crankshaft according to claim 1, characterized in that: the fixing holes (15) are provided in two groups, and one end of the positioning bolt (12) extends to the inside of the counterweight (5). 3. A counterweight structure for a marine engine crankshaft according to claim 1, characterized in that: a mounting shaft plate (7) is installed on one side of the rear end shaft (6), and mounting holes (10) are arranged at the inner edge of the mounting shaft plate (7); a rubber pad (8) is arranged on one side of the mounting shaft plate (7), and reserved holes (9) are arranged at the inner edge of the rubber pad (8). 4. A counterweight structure for a marine engine crankshaft according to claim 3, characterized in that: a plurality of mounting holes (10) are provided, and the plurality of mounting holes (10) are distributed in a ring shape on the inner side of the mounting shaft plate (7). 5. A counterweight structure for a marine engine crankshaft according to claim 3, characterized in that the side cross-section of the rubber pad (8) is arranged in a ring shape, and the reserved holes (9) are distributed in a ring shape on the inner side of the rubber pad (8). 6. A counterweight structure for a marine engine crankshaft according to claim 1, characterized in that: the counterweight (5) is provided in two groups, and the two groups of counterweights (5) are symmetrically distributed.