CN201250877Y - Novel crankshaft tortional vibration damper for vehicle engine - Google Patents
Novel crankshaft tortional vibration damper for vehicle engine Download PDFInfo
- Publication number
- CN201250877Y CN201250877Y CNU2008201272588U CN200820127258U CN201250877Y CN 201250877 Y CN201250877 Y CN 201250877Y CN U2008201272588 U CNU2008201272588 U CN U2008201272588U CN 200820127258 U CN200820127258 U CN 200820127258U CN 201250877 Y CN201250877 Y CN 201250877Y
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- Prior art keywords
- wheel hub
- ring surface
- vibration damper
- automobile engine
- engine crankshaft
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- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
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- 230000001629 suppression Effects 0.000 description 3
- 230000001771 impaired effect Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000002452 interceptive effect Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000008092 positive effect Effects 0.000 description 1
- 230000008719 thickening Effects 0.000 description 1
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Abstract
The utility model belongs to the technical field of engines, and in particular relates to a novel crankshaft tortional vibration damper for a vehicle engine. The crankshaft tortional vibration damper comprises a wheel hub fixed at the front end of a crankshaft; a rubber ring is sleeved on an external circle of the wheel hub; a belt wheel is connected to the wheel hub by the rubber ring; an external ring surface of the wheel hub is provided with a rib part; the internal ring surface of the belt wheel is provided with an embedment part corresponding to the rib part; the shape of the internal ring surface of the rubber ring is matched with the shape of a cross section of the external ring surface of the wheel hub; and the shape of the external ring surface of the rubber ring is matched with the shape of a cross section of the internal ring surface of the belt wheel. The utility model avoids the occurrence of resonance within the normal revolution of the crankshaft, thereby greatly reducing the resonance of the crankshaft of the vehicle engine and overcoming a series of problems, such as strength damage and even rupture which are caused by crankshaft tortional vibration, cylinder eccentric wearing caused by the wearing of a timing gear or a cog belt, and the like.
Description
Technical field
The utility model belongs to technical field of engines, is specifically related to a kind of new automobile engine crankshaft twist vibration damper.
Background technique
Bent axle in the motor car engine is an a kind of torsional elasticity system, itself has certain natural frequency of vibration, when engine operation, the size and Orientation that acts on the power on the bent axle all is periodically variable, bent axle can produce torsional vibration because of the swing of the bigger flywheel of rotary inertia, when energizing frequency becomes multiple to concern with the natural frequency of vibration of bent axle, the torsional vibration of bent axle just aggravates because of resonance takes place, and causes strength of crankshaft impaired even fracture, timing gear or a series of problems such as toothed belt wearing and tearing aggravation and cylinder eccentric wear thereof.
Summary of the invention
The purpose of this utility model provides a kind of torsional vibration characteristic that improves automobile engine crankshaft, weakens the automobile engine crankshaft twist vibration damper of the vibration of bent axle.
For achieving the above object, the utility model has adopted following technological scheme: a kind of new automobile engine crankshaft twist vibration damper, comprise the wheel hub that is fixed on crankshaft front end, the outer ring of described wheel hub is arranged with rubber ring, belt pulley is connected on the wheel hub by rubber ring, the outside anchor ring of described wheel hub is provided with flank, the interior side ring surface of belt pulley is provided with and the corresponding embedding part of described flank, the shape of cross section of the interior side ring surface of rubber ring and the outside anchor ring of wheel hub matches, and the shape of cross section of the outside anchor ring of rubber ring and the interior side ring surface of belt pulley matches.
As shown from the above technical solution, the technological scheme in the utility model has tangible progress compared with prior art, and the torsional vibration characteristic that improves motor has been played positive effect.It can make the maximum stress of bent axle reduce about 1/3rd, consumed the torsional vibration energy of bent axle, whole crankshaft torsion amplitude is reduced, the bent axle resonance speed is shifted to higher rotating speed, avoided in normal revolution, occurring resonance phenomenon, thereby weakened the resonance of automobile engine crankshaft greatly, overcome and produce a series of problems such as the impaired even fracture of intensity, timing gear or toothed belt wearing and tearing aggravation cylinder eccentric wear because of crankshaft torsional vibrations.
Description of drawings
Fig. 1 is a structural representation of the present utility model.
Embodiment
As shown in Figure 1, owing between wheel hub 30 and belt pulley 50, be provided with rubber ring 40, then when wheel hub 30 rotates, rubber ring 40 is followed wheel hub 30 because of frictional force and is rotated, simultaneously belt pulley 50 is also followed rotation because of the frictional force between itself and the rubber ring 40, has realized that finally bent axle 10 drives the technological scheme of whole train operation via wheel hub 30, belt pulley 50.
In above-mentioned operation process, owing to the wheel hub 30 of rubber ring 40 and its both sides, friction between the belt pulley 50 make rubber ring 40 produce distortion, this distortion not only provides reliable power for the operation of whole device, also consumed simultaneously the energy of bent axle 10 torsional vibrations, the torsional amplitudes of bent axle 10 is reduced, thereby the resonance speed of bent axle 10 is shifted to higher rotating speed, avoided the interior resonance that occurs of normal revolution of bent axle 10.
Its detailed mechanism is as follows: when engine operation, bent axle 10 vibration that can twist, in bent axle 10 nose angle amplitude maximums, for reducing vibration, bent axle 10 front ends are equipped with belt pulley 50, belt pulley 50 is equivalent to inertia disk greatly because of rotary inertia, its rotating speed is more even with respect to bent axle 10 and wheel hub 30, bent axle 10 is when working stroke, its suffered piston rod active force and rotating speed is very fast, driving belt pulley 50 by wheel hub 30 pulling rubber rings 40 rotates, when remaining stroke,, bent axle 10 rotates because of driving piston rod, rotating speed is lower, and then belt pulley 50 drives bent axle 10 rotations because of rotating speed spurs rubber ring 40 soon than bent axle 10, thereby between belt pulley 50 and wheel hub 30 relative angular vibrations has just been arranged, produced the torsional deflection of positive and negative direction alternate in the rubber ring 40, thereby the interior molecules friction that produces has consumed torsional vibration energy, and the torsional amplitudes of whole bent axle is reduced, and the bent axle resonance speed is shifted to higher rotating speed and avoids occurring resonance in normal revolution.
As shown in Figure 1, the outside anchor ring of described wheel hub 30 is provided with flank 31, the interior side ring surface of belt pulley 50 is provided with and described flank 31 corresponding embedding parts 51, the shape of cross section of the interior side ring surface of rubber ring 40 and the outside anchor ring of wheel hub 30 matches, and the shape of cross section of the outside anchor ring of rubber ring 40 and the interior side ring surface of belt pulley 50 matches.
The setting of flank 31 and embedding part 51 has increased the area of contact of rubber ring 40 and wheel hub 30, belt pulley 50, makes to be connected and fixed more firmly between the three, has also improved effectiveness in vibration suppression of the present utility model simultaneously.
As preferred version of the present utility model, as shown in Figure 1, described flank 31 is groove and/or the projection around wheel hub 30 outside anchor rings.
Described groove or projection can be provided with around the outside anchor ring of wheel hub 30, also can be along the axial setting of wheel hub 30, but when being provided with around the outside anchor ring of wheel hub 30, not only help installing, also can prevent simultaneously between rubber ring 40 and wheel hub 30, belt pulley 50 threes because of constantly reversing axial generation displacement along wheel hub 30.
As the further preferred version of the utility model, as shown in Figure 1, described flank 31 is set to twice parallel to each other.
Above-mentioned setting has increased the area of contact of rubber ring 40 with wheel hub 30, belt pulley 50 greatly, has better improved effectiveness in vibration suppression of the present utility model.
As shown in Figure 1, described wheel hub 30 is by on the front-end face that is bolted to timing gear 60, and timing gear 60 are fixedly installed on the front end of bent axle 10.
Above-mentioned Placement not only helps installing and fixing, and also is easy to dismounting simultaneously, is convenient to maintenance.
The outside anchor ring of described belt pulley 50 is made of preceding side ring surface 52 that connects different follower and side ring surface 53, back, as shown in Figure 1, the train that this setup can make belt pulley 50 drive whole motor preferably turns round, and helps the stable operation of train.
As mentioned above, when two row's belts were set on the belt pulley 50 simultaneously, wheel hub 30 just needed thickening in order to reach corresponding strength, and as preferred version of the present utility model, as shown in Figure 1, the inboard of described wheel hub 30 axially is provided with stiffening rib 32 uniformly along it.
Being provided with of stiffening rib 32 can make wheel hub 30 strengthen its intensity when keeping initial quality and even alleviating quality, and guaranteed effectiveness in vibration suppression of the present utility model.
As preferred version of the present utility model, described preceding side ring surface 52 is identical with the tooth top diameter of a circle of side ring surface 53, back.
When the tooth top diameter of a circle of front and back anchor ring 52,53 is identical, help the manufacturing processing of belt pulley, reduced processing cost simultaneously.
As the further preferred version of the utility model, be provided with the protuberance 54 of separating two anchor rings between described preceding side ring surface 52 and the side ring surface 53, back.
Claims (8)
1, a kind of new automobile engine crankshaft twist vibration damper, comprise the wheel hub (30) that is fixed on bent axle (10) front end, it is characterized in that: the outer ring of described wheel hub (30) is arranged with rubber ring (40), belt pulley (50) is connected on the wheel hub (30) by rubber ring (40), the outside anchor ring of described wheel hub (30) is provided with flank (31), the interior side ring surface of belt pulley (50) is provided with and the corresponding embedding part of described flank (31) (51), the shape of cross section of the outside anchor ring of the interior side ring surface of rubber ring (40) and wheel hub (30) matches, and the shape of cross section of the interior side ring surface of the outside anchor ring of rubber ring (40) and belt pulley (50) matches.
2, new automobile engine crankshaft twist vibration damper according to claim 1 is characterized in that: described wheel hub (30) is by on the front-end face that is bolted to timing gear (60), and timing gear (60) are fixedly installed on the front end of bent axle (10).
3, new automobile engine crankshaft twist vibration damper according to claim 1 is characterized in that: described flank (31) is groove and/or projection around wheel hub (30) outside anchor ring.
4, new automobile engine crankshaft twist vibration damper according to claim 1 is characterized in that: the outside anchor ring of described belt pulley (50) is made of preceding side ring surface (52) that connects different follower and side ring surface, back (53).
5, new automobile engine crankshaft twist vibration damper according to claim 1 and 2 is characterized in that: the inboard of described wheel hub (30) axially is provided with stiffening rib (32) uniformly along it.
6, new automobile engine crankshaft twist vibration damper according to claim 3 is characterized in that: described flank (31) is set to twice parallel to each other.
7, new automobile engine crankshaft twist vibration damper according to claim 4 is characterized in that: described preceding side ring surface (52) is identical with the tooth top diameter of a circle of side ring surface, back (53).
8, according to claim 4 or 7 described new automobile engine crankshaft twist vibration dampers, it is characterized in that: be provided with the protuberance (54) of separating two anchor rings between described preceding side ring surface (52) and the side ring surface, back (53).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNU2008201272588U CN201250877Y (en) | 2008-07-07 | 2008-07-07 | Novel crankshaft tortional vibration damper for vehicle engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNU2008201272588U CN201250877Y (en) | 2008-07-07 | 2008-07-07 | Novel crankshaft tortional vibration damper for vehicle engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN201250877Y true CN201250877Y (en) | 2009-06-03 |
Family
ID=40746550
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNU2008201272588U Expired - Fee Related CN201250877Y (en) | 2008-07-07 | 2008-07-07 | Novel crankshaft tortional vibration damper for vehicle engine |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN201250877Y (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101886685A (en) * | 2010-07-19 | 2010-11-17 | 奇瑞汽车股份有限公司 | Vibration damper assembly |
| CN102022186A (en) * | 2009-09-23 | 2011-04-20 | 德国曼商用车辆股份公司 | Drive device for at least one auxiliary device |
| CN103866533A (en) * | 2012-12-07 | 2014-06-18 | 东部大宇电子株式会社 | Wall-mounted drum washing machine |
| CN106574688A (en) * | 2014-08-01 | 2017-04-19 | 戴科知识产权控股有限责任公司 | A two-part hub for a torsional vibration damper and method of making same |
-
2008
- 2008-07-07 CN CNU2008201272588U patent/CN201250877Y/en not_active Expired - Fee Related
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102022186A (en) * | 2009-09-23 | 2011-04-20 | 德国曼商用车辆股份公司 | Drive device for at least one auxiliary device |
| CN102022186B (en) * | 2009-09-23 | 2015-05-20 | 曼卡车和巴士股份公司 | Drive device for at least one auxiliary device |
| CN101886685A (en) * | 2010-07-19 | 2010-11-17 | 奇瑞汽车股份有限公司 | Vibration damper assembly |
| CN103866533A (en) * | 2012-12-07 | 2014-06-18 | 东部大宇电子株式会社 | Wall-mounted drum washing machine |
| CN106574688A (en) * | 2014-08-01 | 2017-04-19 | 戴科知识产权控股有限责任公司 | A two-part hub for a torsional vibration damper and method of making same |
| CN106574688B (en) * | 2014-08-01 | 2019-11-12 | 戴科知识产权控股有限责任公司 | Two hubs and its manufacturing method for torsional vibration damper |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| C17 | Cessation of patent right | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20090603 Termination date: 20130707 |