CN114673763A - Crankshaft decoupling shock absorber assembly - Google Patents
Crankshaft decoupling shock absorber assembly Download PDFInfo
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- CN114673763A CN114673763A CN202210310649.8A CN202210310649A CN114673763A CN 114673763 A CN114673763 A CN 114673763A CN 202210310649 A CN202210310649 A CN 202210310649A CN 114673763 A CN114673763 A CN 114673763A
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- 239000006096 absorbing agent Substances 0.000 title claims description 8
- 230000035939 shock Effects 0.000 title claims description 8
- 238000013016 damping Methods 0.000 claims abstract description 90
- 230000005540 biological transmission Effects 0.000 claims abstract description 8
- 239000000463 material Substances 0.000 claims description 4
- 239000004033 plastic Substances 0.000 claims description 3
- 238000006073 displacement reaction Methods 0.000 claims 2
- 238000002485 combustion reaction Methods 0.000 description 20
- 230000002457 bidirectional effect Effects 0.000 description 3
- 230000009467 reduction Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000008859 change Effects 0.000 description 1
- 239000004519 grease Substances 0.000 description 1
- 238000005461 lubrication Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 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
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
- F16F15/121—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon using springs as elastic members, e.g. metallic springs
- F16F15/123—Wound springs
- F16F15/12306—Radially mounted springs
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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
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
- F16F15/129—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon characterised by friction-damping means
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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
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/14—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Acoustics & Sound (AREA)
- Aviation & Aerospace Engineering (AREA)
- Mechanical Engineering (AREA)
- Pulleys (AREA)
Abstract
The invention discloses a crankshaft decoupling vibration damper assembly, which comprises: the core shaft (30) is fixed with the transmission shaft (1), the outer surface of the core shaft (30) is connected with the damping spring (60) and the two decoupling springs, and an outer boss of the core shaft (30) can limit the damping spring (60) to move rightwards; the damping spring (60) is internally connected with the mandrel (30) and externally connected with the inertia ring; the inertia ring is internally connected with a damping spring and externally connected with a damping ring, and a boss (23) in the inertia ring can limit the damping spring to move right; the left decoupling spring (40) and the right decoupling spring (50) are connected with the pulley (10) in an internal mandrel (30) and an external mandrel (30) respectively; a pulley (10), the pulley (10) inscribing a decoupling spring and a damping ring; the damping ring (70), damping ring (70) external connection band pulley (10), inscription inertia ring.
Description
Technical Field
The invention relates to a crankshaft decoupling vibration damper assembly, which has the decoupling function of a front-end gear train of an internal combustion engine and the vibration damping function of a crankshaft of the internal combustion engine, in particular to a crankshaft which is arranged on the internal combustion engine, wherein a mandrel of the crankshaft is rigidly connected with the crankshaft and fluctuates along with the fluctuation of the rotating speed of the internal combustion engine; the outer ring of the belt wheel drives a front-end gear train (a generator, an air compressor, a water pump and the like) of the internal combustion engine, the belt wheel is connected with a mandrel of the internal combustion engine through a decoupling spring, and the rigidity of the decoupling spring can reduce the rotation speed fluctuation of the belt wheel so as to realize the function of a crankshaft decoupler; the damping ring is in contact with the inner surface of the belt wheel and the outer surface of the inertia ring, and when the rotating speeds of the belt wheel and the inertia ring have relative speed difference, friction damping is generated on the inner surface and the outer surface of the damping ring, so that the mutual damping and mutual vibration reduction functions of the crankshaft decoupler and the torsional vibration damper are realized.
Background
The traditional crankshaft belt wheel of the automobile internal combustion engine is rigidly connected with a crankshaft and synchronously runs with the rotating speed of the automobile internal combustion engine, and when the rotating speed of the internal combustion engine changes, the rotating speed of the crankshaft belt wheel also changes. The internal combustion engine is characterized in that the output torque and the output speed of the internal combustion engine are uneven (generally in a sine wave shape) due to the alternate operation of the cylinders, particularly, when the internal combustion engine is suddenly accelerated or decelerated, the speed of the crankshaft pulley is changed along with the speed change, but the rotational inertia of a front-end wheel train driven by the crankshaft pulley is large, so that the speed of the front-end wheel train is not synchronous with the speed of the internal combustion engine instantly, impact and slippage can be formed between a transmission belt and the pulley, noise is generated, the service life of the belt is shortened, the service life of the whole front-end wheel train of the internal combustion engine is shortened, and the comfort of the whole vehicle is greatly reduced due to the vibration, noise and harshness (NVH).
The crankshaft torsional vibration damper of the traditional internal combustion engine is an independent component, is arranged at the free end of a crankshaft and is arranged in parallel with a crankshaft belt wheel, and has large volume and high cost.
In order to improve the smooth performance and the service life of a front end gear train of an internal combustion engine and save the use space of the internal combustion engine by combining with a torsional vibration damper, the prior art is improved on the aspect of a belt wheel structure and is connected with the torsional vibration damper into a whole. Such as that disclosed in european patent EP0782674B1, which comprises a crankshaft decoupler and a torsional vibration damper. The core shaft is fixedly arranged on the transmission shaft, and the belt wheel of the decoupler is connected with the core shaft through two arc-shaped vortex springs to realize the decoupling function; the belt wheel is connected with the mandrel through a ball bearing to realize radial and axial supporting functions; the inertia ring of the torsional vibration damper is connected with the mandrel through a rubber ring, so that the torsional vibration damping function is realized.
In the prior art, as shown in fig. 1, the pulley 114 is connected to the arc spring 138 through the intermediate connecting members 40, 130, 132, and 134, and then connected to the core shaft 112 through the supporting arm 120, so as to achieve the decoupling function; the belt wheel 114 is connected with the mandrel 112 through a ball bearing 118 to realize radial and axial supporting functions; the inertia ring 201 is connected to the inner support 128 by a rubber ring 202, and the support 128 is rigidly connected to the spindle 112 and mounted on the crankshaft 120.
In the technical scheme, the connection of the arc-shaped vortex spring of the crankshaft decoupler with the belt wheel and the mandrel is realized through a plurality of parts and the support is realized through a ball bearing, so that the crankshaft decoupler has the advantages of more parts, complex manufacturing process, large volume and high cost; the crankshaft decoupler is connected with the torsional vibration damper in parallel, so that the occupied space is large and the cost is high.
In the prior art, many structural changes occur, but basically, the decoupling function of the belt wheel is realized by the combination of the arc-shaped vortex spring and the damping piece, and the function of torsional vibration reduction is realized by the combination of the inertia ring and the rubber ring, but the advantages and the disadvantages are approximately the same.
Disclosure of Invention
The invention aims to solve the problems in the prior art, provides a crankshaft decoupling Damper assembly which can realize the pulley crankshaft decoupling function and the torsion damping function simultaneously and can achieve the crankshaft decoupling Damper assembly (CDD) with stable performance, small occupied space, low cost and high reliability.
The invention further aims to further reduce the processing difficulty and the processing cost of the crankshaft decoupling damper assembly by improving the structures of the crankshaft decoupler and the torsional damper.
In order to solve the above-mentioned prior art problems, the present invention provides a crankshaft decoupling damper assembly, comprising: the mandrel is fixed with the transmission shaft, the outer surface of the mandrel is connected with the damping spring and the two decoupling springs, and an outer boss of the mandrel can limit the damping spring to move right; the damping spring is internally connected with the mandrel and externally connected with the inertia ring; the inertia ring is internally connected with a damping spring and externally connected with a damping ring, and a boss in the inertia ring can limit the damping spring to move right; the left decoupling spring and the right decoupling spring are internally connected with the mandrel and externally connected with a belt wheel; the belt wheel is internally connected with a decoupling spring and a damping ring; the damping ring is externally connected with a belt wheel and internally connected with an inertia ring.
Furthermore, a transmission shaft is fixed inside the mandrel, and the outer surface of the mandrel protrudes outwards to form three steps.
Further, the damper spring has an inner surface and an outer surface, the inner surface being mounted to the outer surface of the mandrel with a close fit and being adjacent a boss on the mandrel, and the outer ring being connected to the inner surface of the inertia ring with a close fit and being adjacent a boss on the inner surface of the inertia ring.
Further, the inner surface of the inertia ring is in contact with the outer surface of the damping spring, and the outer surface of the inertia ring is also in contact with the inner surface of the damping ring.
Further, the damping ring inner surface is connected to the inertia ring outer surface, which is in contact with the inner surface of the step in the pulley.
Further, the damping ring may be made of rubber, plastic or other materials.
Further, the pulley has a middle step on its inner surface and is connected to the outer surface of the damping ring, and two inner steps on the pulley that are closely fitted to the outer surface of the decoupling spring.
Furthermore, the left decoupling spring and the right decoupling spring are composed of a vortex spring and a support ring, an outer hanging leg and an inner hanging leg which are formed at two ends of the vortex spring are respectively embedded and sleeved in the inner groove of the belt wheel and the outer groove of the mandrel, and an outer surface and an inner surface which are formed by the support ring are respectively connected with the inner surface of the belt wheel and the outer surface of the mandrel.
Compared with the prior art, the technical scheme provided by the invention has the following advantages:
the technical scheme adopted by the invention is that functional parts of the torsional vibration damper are arranged in the internal space of the crankshaft decoupler, and the functional parts and the crankshaft decoupler share one mandrel, so that the problems of more parts, large volume, large occupied space and high cost in the prior art are solved.
Secondly, the inner surface and the outer surface of the damping spring used in the technical scheme of the invention are connected with the mandrel and the belt wheel in an interference fit manner, so that radial and axial support can be realized, and torque can be transmitted. The problem of need support with the bearing among the prior art scheme is solved.
Thirdly, the inner surface and the outer surface of the decoupling spring used in the technical scheme of the invention are connected with the mandrel and the belt wheel through interference fit, so that radial and axial support can be realized, and torque can be transmitted.
Fifthly, the rigidity of the decoupling spring used in the technical scheme of the invention is composed of a vortex spring and a supporting annular gap, so that the problem of strength and rigidity matching is solved; and the parts are few, and the volume is small. The problems of multiple parts and high cost in the prior art are solved.
Sixthly, the damping ring used in the technical scheme of the invention is contacted with the inner surface of the belt wheel of the crankshaft decoupler and the outer surface of the inertia ring of the torsional vibration damper, so that bidirectional mutual damping is realized, and the problems of multiple damping parts and high cost in the prior technical scheme are solved.
Drawings
FIG. 1 is a schematic structural view of a prior art crankshaft decoupling damper assembly;
FIG. 2 is a front view of a crankshaft decoupling vibration damper assembly to which the present invention relates;
FIG. 3 is a functional block diagram of a crankshaft decoupling damper assembly in accordance with the present invention;
FIG. 4 is an exploded view of a crankshaft decoupling damper assembly to which the present invention relates;
FIG. 5 is a view of a pulley according to the present invention
FIG. 6 is a view of an inertia ring to which the present invention relates;
FIG. 7 is a view of a mandrel to which the present invention relates;
FIG. 8 is a view of a decoupling spring to which the present invention relates;
FIG. 9 is a view of a damper spring according to the present invention;
fig. 10 is a view of a damping ring according to the present invention.
Description of the main figures:
1-transmission shaft 10-belt wheel 20-inertia ring 30-mandrel
40-right decoupling spring 50-left decoupling spring 60-damping spring 70-damping ring
11-left pulley step 12-middle pulley step 13-right pulley step 14-inner pulley groove
21-inertia ring outer surface 22-inertia ring inner surface 23-inertia ring inner boss
31-mandrel left step 32-mandrel middle step 33-mandrel right step 34-mandrel outer groove
35-mandrel outer boss 41-decoupling spring outer hanging foot 42-vortex spring 43-support ring
44-decoupling spring inner hanger 61-damping spring outer surface 62-damping spring inner surface
71-opening 72 of damping ring, inner surface 73 of damping ring and outer surface of damping ring
Detailed Description
Specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.
In the following description, for the purposes of clearly illustrating the structure and operation of the present invention, directional terms will be used, but terms such as "front", "rear", "left", "right", "outer", "inner", "outer", "inward", "upper", "lower", etc. should be construed as words of convenience and should not be construed as limiting terms. Further, the term "inner" used in the following description mainly refers to a direction close to the drive shaft; the term "outer" mainly refers to a direction away from the drive shaft; the term "axial" refers primarily to a direction parallel to the drive shaft, and the term "radial" refers primarily to a direction perpendicular to the drive shaft.
To solve the above-mentioned problems of the prior art, the present invention provides a crankshaft decoupling damper assembly, comprising: the transmission shaft is fixed in the mandrel, and the outer surface of the mandrel protrudes outwards to form three steps; the damping spring is provided with an inner surface and an outer surface, the inner surface is arranged on the outer surface of the mandrel through close fit and is close to a boss of the mandrel, and the outer ring is connected with the inner surface of the inertia ring through close fit and is close to the boss in the inertia ring; the inner surface of the inertia ring is contacted with the outer surface of the damping spring, and the outer surface of the inertia ring is also contacted with the inner surface of the damping ring; a damping ring, the outer surface of the damping ring contacting the inner surface of the pulley groove; the middle step of the inner surface of the belt wheel is connected with the outer surface of the damping ring, and the belt wheel is also provided with two inner steps which are tightly matched with the outer surface of the decoupling spring; the outer surfaces of the decoupling springs are respectively in tight fit with the inner surfaces of two sides of the belt wheel, the inner surfaces of the decoupling springs are respectively in tight fit with steps of two sides of the outer surface of the mandrel, each decoupling spring is provided with an external hanging angle and an internal hanging foot, and the external hanging angle and the internal hanging foot are respectively embedded and sleeved in the inner groove of the belt wheel and the outer groove of the mandrel.
The structure of the crankshaft decoupling shock absorber assembly provided by the invention is shown in fig. 2, and fig. 2 is a sectional view of the crankshaft decoupling shock absorber assembly provided by the invention. The crankshaft decoupling vibration damper assembly comprises a transmission shaft 1 positioned at the axis and a mandrel 30 positioned at the outer side of a rotating shaft and connected with the rotating shaft.
The outer surface of the mandrel 40 protrudes outward to form three steps, and the three steps are connected with the damping spring 60, the left decoupling spring 50 and the right decoupling spring 40 in an interference fit mode respectively.
The outer surface of the damper spring 60 is in interference fit connection with the inner surface of the inertia ring 20. The stiffness of the damper springs 60 and the moment of inertia of the inertia ring 20 adjust the frequency and amplitude of torsional vibration of the engine crankshaft.
The outer surface of the inertia ring 20 contacts the inner surface of the damping ring 70. Damping of the damping ring 70 may reduce the amplitude of torsional vibrations of the engine crankshaft.
The outer surfaces of the left and right decoupling springs 50, 40 are connected with the inner surface of the pulley 10 in an interference fit. The stiffness of the decoupling springs 50 and 40 and the damping value of the damping ring 70 are decoupled to reduce the amplitude of the rotational speed fluctuation transmitted by the crankshaft of the internal combustion engine to the crankshaft pulley and the front end train, and to reduce belt slip, belt shudder and tensioner amplitude, thereby reducing vehicle NVH, prolonging the service life of components of the front end train and improving the comfort of the vehicle.
The crankshaft decoupling shock absorber assembly provided by the invention is different from the prior art in that:
the technical scheme adopted by the invention is that the functional components of the torsional vibration damper are arranged in the internal space of the crankshaft decoupler, and the two components share one mandrel, so that the problems of more parts, large volume, large occupied space and high cost in the prior art are solved.
The inner surface and the outer surface of the damping spring used in the technical scheme of the invention are connected with the mandrel and the belt wheel in an interference fit manner, so that radial and axial support can be realized, and torque can be transmitted. The problem of need support with the bearing among the prior art scheme is solved.
The decoupling spring used in the technical scheme of the invention has the advantages that the inner surface and the outer surface of the decoupling spring are connected with the mandrel and the belt wheel in an interference fit manner, so that radial and axial support can be realized, and torque can be transmitted.
The stiffness of the decoupling spring used in the technical scheme of the invention is composed of a vortex spring and a supporting annular gap, so that the problem of strength and stiffness matching is solved; and the parts are few, and the volume is small. The problems of multiple parts and high cost in the prior art are solved.
The damping ring used in the technical scheme of the invention is contacted with the inner surface of the belt wheel of the crankshaft decoupler and the outer surface of the inertia ring of the torsional vibration damper, so that bidirectional mutual damping is realized, and the problems of multiple damping parts and high cost in the prior technical scheme are solved.
FIG. 3 is a functional block diagram of a crankshaft decoupling shock absorber assembly according to the present invention. The decoupling belt pulley consists of a belt pulley 10, a mandrel 30 and decoupling springs 40 and 50, so that the decoupling vibration reduction function of the front-end gear train is realized, and the purpose of protecting the front-end gear train is achieved; the torsional vibration damper composed of the inertia ring 20, the mandrel 30, the vibration damping spring 60 and the damping ring 70 realizes the vibration damping function of the torsional fluctuation amplitude of the crankshaft, and achieves the purpose of protecting the crankshaft.
FIG. 4 is an exploded view of a crankshaft decoupling damper assembly according to the present invention.
Fig. 5 is a view of a pulley according to the present invention. The inner surface of the pulley 10 has a groove 12 and is connected to the outer surface 73 of the damping ring 70, and the pulley 10 also has two inner steps 11 and 13 that are interference fit with the outer surfaces of the decoupling springs 50 and 40, respectively.
Fig. 6 is a view of an inertia ring 20 according to the present invention. The inner surface 22 of the inertia ring 20 is in interference fit with the outer surface 61 of the damper spring 60, and the outer surface 21 of the inertia ring 20 is in contact with the inner surface 71 of the damping ring 70, the contact tightness of which can be used to adjust the damping value to meet the damping performance of the torsional damper.
Fig. 7 is a view of a mandrel 30 according to the present invention. The spindle steps 31 and 33 are in interference fit with the inner surfaces of the left and right decoupling springs 50 and 40, respectively, and the spindle step 32 is in interference fit with the inner surface 62 of the damper spring 60.
Fig. 8 is a view of a left decoupling spring 40 (identical to the right decoupling spring 50) to which the present invention relates. The decoupling spring 40 is composed of a scroll spring 42 and a support ring 43, an outer hitching leg 41 and an inner hitching leg 44 formed at two ends of the scroll spring are respectively embedded in the inner groove 14 of the pulley 10 and the outer groove 34 of the mandrel 30, an outer surface and an inner surface formed by the support ring 43 are respectively in interference fit with the inner surface step 11 of the pulley 10 and the outer surface step 31 of the mandrel 30, and the rigidity and the damping of the decoupling spring 40 can be adjusted through the cooperation of the scroll spring 42 and the support ring 43 so as to meet the requirement of the performance of the front end gear train of the internal combustion engine.
Fig. 9 is a view of a damper spring 60 according to the present invention. The outer surface 61 of the damper spring 60 is in contact with the inner surface 22 of the inertia ring 20, and the stiffness of the damper spring 60 can be determined by the hardness and the geometric dimension of the material so as to meet the requirement of torsional damping of the shafting of the internal combustion engine.
Fig. 10 is a view of a damping ring 70 according to the present invention. The inner surface 72 of the damping ring 70 is in contact with the outer surface 21 of the inertia ring 20, and the relative friction generated by the two contact surfaces generates a damping effect on the decoupling pulley; the outer surface 73 of the damping ring 70 contacts the step 12 on the inner surface of the pulley 10, and the relative friction generated by the two contact surfaces generates a damping effect on the torsional vibration damper; the inertia ring 70 also has a gap 71 to facilitate lubrication with grease and assembly.
In summary, compared with the prior art, the technical scheme disclosed by the invention has the following advantages:
the technical scheme adopted by the invention is that the functional components of the torsional vibration damper are arranged in the internal space of the crankshaft decoupler, and the two components share one mandrel, so that the problems of more parts, large volume, large occupied space and high cost in the prior art are solved.
Secondly, the inner surface and the outer surface of the damping spring used in the technical scheme of the invention are connected with the mandrel and the belt wheel in an interference fit manner, so that radial and axial support can be realized, and torque can be transmitted. The problem of need support with the bearing among the prior art scheme is solved.
Thirdly, the inner surface and the outer surface of the decoupling spring used in the technical scheme of the invention are connected with the mandrel and the belt wheel through interference fit, so that radial and axial support can be realized, and torque can be transmitted.
Fifthly, the rigidity of the decoupling spring used in the technical scheme of the invention is composed of a vortex spring and a supporting annular gap, so that the problem of strength and rigidity matching is solved; and the parts are few, and the volume is small. The problems of multiple parts and high cost in the prior art are solved.
Sixthly, the damping ring used in the technical scheme of the invention is contacted with the inner surface of the belt wheel of the crankshaft decoupler and the outer surface of the inertia ring of the torsional vibration damper, so that bidirectional mutual damping is realized, and the problems of multiple damping parts and high cost in the prior technical scheme are solved.
Claims (10)
1. A crankshaft decoupling shock absorber assembly comprising:
the core shaft (30) is fixed with the transmission shaft (1), the outer surface of the core shaft (30) is connected with the damping spring (60) and the two decoupling springs, and an outer boss of the core shaft (30) can limit the damping spring (60) to move rightwards;
the damping spring (60) is internally connected with the mandrel (30) and externally connected with the inertia ring;
the inertia ring is internally connected with a damping spring and externally connected with a damping ring, and a boss (23) in the inertia ring can limit the damping spring to move right;
the left decoupling spring (40) and the right decoupling spring (50) are connected with the pulley (10) in an internal mandrel (30) and an external mandrel (30) respectively;
a pulley (10), the pulley (10) inscribing a decoupling spring and a damping ring;
the damping ring (70), damping ring (70) external connection band pulley (10), inscription inertia ring.
2. A crankshaft decoupling vibration damper assembly as in claim 1 wherein said core shaft (30) has outwardly directed projections on its outer surface, said projections limiting rightward displacement of said damper spring.
3. A crankshaft decoupling vibration damper assembly according to claim 1 wherein said damper springs are inner and outer surfaces respectively, said damper spring inner surface (62) being mounted to said mandrel outer surface with a close fit and being adjacent to said mandrel boss, said outer ring being connected to said inertia ring inner surface (22) with a close fit and being adjacent to said inertia ring inner boss (23).
4. A crankshaft decoupling vibration damper assembly as in claim 3 wherein said damper springs are made of rubber, plastic or other material.
5. A crankshaft decoupling vibration damper assembly as in claim 1 wherein said inertia ring has an inner boss which limits rightward displacement of said damper spring.
6. A crankshaft decoupling vibration damper assembly as in claim 1 wherein said damping ring (70) has inner and outer surfaces, respectively, said damping ring inner surface (72) contacting said inertia ring outer surface, said damping ring outer surface (73) contacting said pulley groove inner surface, said inertia ring (20) further having a gap.
7. A crankshaft decoupling vibration damper assembly as in claim 6 wherein said damping ring is constructed of rubber, plastic or other material.
8. A crankshaft decoupling shock absorber assembly according to claim 1 wherein said pulley (10) has an inner surface with a middle step and contacting the outer surface of the damping ring, said pulley (10) further has an inner step on each side of the inner surface, the inner steps on each side contacting the outer surfaces of the left and right decoupling springs, the inner steps on each side further having a groove, the grooves embedding the outer legs of the left and right decoupling springs.
9. A crankshaft decoupling damper assembly according to claim 1 wherein said decoupling spring comprises a volute spring and a support ring, an outer leg and an inner leg formed at each end of said volute spring being nested within said inner groove of said pulley and said outer groove of said core shaft, respectively, said support ring forming an outer surface and an inner surface which are connected to said inner surface of said pulley and said outer surface of said core shaft, respectively.
10. A crankshaft decoupling damper assembly according to claim 9 wherein said left (50) and right (40) decoupling springs are comprised of a volute spring (42) and a ring of supports (43), said volute spring (42) having an outer leg and an inner leg at opposite ends thereof which are respectively nested within said pulley inner groove and said spindle outer groove, said support ring having an outer surface and an inner surface which are respectively connected to said pulley inner surface and said spindle outer surface.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210310649.8A CN114673763A (en) | 2022-03-28 | 2022-03-28 | Crankshaft decoupling shock absorber assembly |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210310649.8A CN114673763A (en) | 2022-03-28 | 2022-03-28 | Crankshaft decoupling shock absorber assembly |
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| CN114673763A true CN114673763A (en) | 2022-06-28 |
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| CN202210310649.8A Pending CN114673763A (en) | 2022-03-28 | 2022-03-28 | Crankshaft decoupling shock absorber assembly |
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| CN206017641U (en) * | 2016-09-14 | 2017-03-15 | 江苏南方轴承股份有限公司 | A kind of mono-directional overrun generator pulley |
| CN110388409A (en) * | 2018-04-19 | 2019-10-29 | 南京法雷奥离合器有限公司 | Torsion damping damper |
| CN216045213U (en) * | 2021-02-25 | 2022-03-15 | 重庆德隆盛实业有限公司 | Integrated crankshaft decoupling shock absorber |
| CN217761886U (en) * | 2022-03-25 | 2022-11-08 | 宁波市洋通汽车配件有限公司 | Crankshaft decoupling shock absorber assembly |
-
2022
- 2022-03-28 CN CN202210310649.8A patent/CN114673763A/en active Pending
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20090211871A1 (en) * | 2008-02-26 | 2009-08-27 | Schaeffler Kg | Locking device for a start-stop operation of a starter generator |
| CN206017641U (en) * | 2016-09-14 | 2017-03-15 | 江苏南方轴承股份有限公司 | A kind of mono-directional overrun generator pulley |
| CN110388409A (en) * | 2018-04-19 | 2019-10-29 | 南京法雷奥离合器有限公司 | Torsion damping damper |
| CN216045213U (en) * | 2021-02-25 | 2022-03-15 | 重庆德隆盛实业有限公司 | Integrated crankshaft decoupling shock absorber |
| CN217761886U (en) * | 2022-03-25 | 2022-11-08 | 宁波市洋通汽车配件有限公司 | Crankshaft decoupling shock absorber assembly |
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