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在V型发动机上按连杆在连杆轴颈上的相互位置,曲轴箱横隔板有直的或扭曲之分。扭曲横隔板对力的传递和承载来说是不利的,为此以前为人们所力求避免。鉴于轴承方面存在问题,曾屡次推出叉形-内连杆、主-副连杆的结构型式。在20年代,由于当时滑动轴承材料的承载能力低,对发展高功率发动机是个障碍,故曾转向于曲轴的滚柱轴承。 以早先的Maybach发动机有限公司,现今的MTU——弗里德里希哈芬的发动机为例可以说明,哪些是影响曲轴结构的决定因素以及判定标准又是如何随技术水平而变化的。
In the V-engine according to the connecting rod on the connecting rod journal position, the crankcase diaphragm has a straight or twisted points. Distorted diaphragm is not conducive to the transmission and bearing of force, for which people previously sought to avoid it. In view of bearing problems, has repeatedly introduced the fork - the connecting rod, the main - Vice link structure. In the 1920s, the sliding bearing materials, which were low load carrying capacity at the time, were an obstacle to the development of high-powered engines and were therefore turned to crankshaft roller bearings. Taking the example of the previous Maybach Engine Co. Ltd. and today’s MTU Friedrichshafen engine for example, it shows how the determinants of the crankshaft structure and how they are judged vary with skill levels.