CN210484509U - Crankshaft system and vehicle with same - Google Patents
Crankshaft system and vehicle with same Download PDFInfo
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- CN210484509U CN210484509U CN201921384918.5U CN201921384918U CN210484509U CN 210484509 U CN210484509 U CN 210484509U CN 201921384918 U CN201921384918 U CN 201921384918U CN 210484509 U CN210484509 U CN 210484509U
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- rubber
- crankshaft
- torsional vibration
- pulley
- bent axle
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Abstract
The utility model discloses a bent axle system and have vehicle of this bent axle system. The crankshaft system includes: a crankshaft; a pulley disposed at an end of the crankshaft, the pulley comprising: belt pulley hub, inertia ring and setting are in belt pulley hub with torsional vibration rubber between the inertia ring, the torsional vibration rubber wrap in belt pulley hub is last, just keeping away from of torsional vibration rubber the diameter of bent axle one side is less than being close to of torsional vibration rubber the diameter of bent axle opposite side. According to the utility model discloses a bent axle system, torsional vibration rubber not only can bear the torsional force, can also bear the bending force, and from this, the belt pulley had both had the torsional vibration damping function, had crooked damping function again. When the crankshaft is twisted around the axis, the torsional vibration rubber reduces the impact of the rolling vibration of the crankshaft on the auxiliary wheel system, absorbs the twisting and bending vibration of the engine, and realizes the simultaneous vibration reduction in the bending and twisting directions.
Description
Technical Field
The utility model relates to an automotive filed particularly, relates to a bent axle system and have vehicle of this bent axle system.
Background
If the current crankshaft system wants to reduce the weight by reducing the diameters of a main journal and a connecting rod journal, the vibration of the whole crankshaft system is large, and the vibration and the noise of an engine are large due to outward radiation noise of a belt pulley, so that the vibration of 300Hz-500Hz and the non-shielding noise of 300Hz-500Hz exist on the floor of a cab; if the crankshaft diameter of the original engine is still designed to be larger, the engine is heavier and has poorer economy.
SUMMERY OF THE UTILITY MODEL
In view of this, the utility model aims at providing a bent axle system to improve the structure of belt pulley, realize the damping when crooked, twist reverse the direction.
In order to achieve the above purpose, the technical scheme of the utility model is realized like this:
a crankshaft system, comprising: a crankshaft; a pulley disposed at an end of the crankshaft; a crankshaft damper, said pulley comprising: belt pulley hub, inertia ring and setting are in belt pulley hub with torsional vibration rubber between the inertia ring, the torsional vibration rubber wrap in belt pulley hub is last, just keeping away from of torsional vibration rubber the diameter of bent axle one side is less than being close to of torsional vibration rubber the diameter of bent axle opposite side.
According to some embodiments of the utility model, the bent axle is still including the bent axle shock absorber, bent axle shock absorber detachably sets up deviating from of belt pulley one side of bent axle, just the bent axle shock absorber includes: the mass block is connected with the belt pulley through the vibration damping element.
According to some embodiments of the present invention, the inertia ring is an annular structure and a belt groove is provided on an outer circumferential surface of the inertia ring.
Further, the pulley hub includes: the hub comprises a hub body and a web, wherein the web is connected with the hub body and the torsional vibration rubber, and the crankshaft damper and the web are fixed on one side of the web, which deviates from the crankshaft, through a fastener.
Specifically, the torsional vibration rubber includes: outer section, interior section and linkage segment, outer section is located keeping away from of torsional vibration rubber one side of bent axle, the interior section is located being close to of torsional vibration rubber the opposite side of bent axle, the linkage segment is connected the interior section with outer section, the diameter of interior section is greater than the diameter of outer section.
Further, the connecting section is a middle concave portion, the middle concave portion is concave towards the axis of the belt pulley, and the middle concave portion is closer to the axis of the belt pulley than the inner section.
According to some embodiments of the invention, the damping element comprises: an outer rubber supporting the mass from an outer side; an inner rubber supporting the mass from an outer side; a support post on which the outer rubber and the inner rubber are supported; the limiting plate is located on the outer side of the outer rubber, and the limiting plate, the supporting column and the web are fixed through fasteners.
Further, the outside rubber includes: the mass block comprises outer side limiting rubber and outer side damping rubber, the outer side limiting rubber supports the mass block from the outer side, and the outer side damping rubber extrudes the outer side limiting rubber inwards from the outer side; the inside rubber includes: the mass block comprises inner side limiting rubber and inner side damping rubber, wherein the inner side limiting rubber supports the mass block from the inner side, and the inner side damping rubber extrudes the inner side limiting rubber from the inner side outwards.
According to some embodiments of the invention, the crankshaft has a main journal and a connecting rod journal, the main journal with the junction of the connecting rod journal is provided with the thickening.
Compared with the prior art, the bent axle system have following advantage:
(1) the bent axle system, torsional vibration rubber not only can bear the torsional force, can also bear the bending force, from this, the belt pulley both had the torsional vibration damping function, had crooked damping function again. When the crankshaft is twisted around the axis, the torsional vibration rubber reduces the impact of the rolling vibration of the crankshaft on the auxiliary wheel system, absorbs the twisting and bending vibration of the engine, and realizes the simultaneous vibration reduction in the bending and twisting directions.
(2) Crankshaft system, be provided with the bent axle shock absorber, can reduce the vibration of crooked direction, torsional vibration rubber can reduce the vibration of direction of torsion, the damping function when bent axle shock absorber cooperation belt pulley can realize crooked, torsion direction together promptly.
(3) Crankshaft system, the bent axle shock absorber only includes quality piece and damping element, simple structure, install and remove convenience, with low costs.
Another object of the present invention is to provide a vehicle, including the above crankshaft system.
Compared with the prior art, the vehicle of the utility model has the following advantages: vehicle, when the low-speed operation in the engine, reduce the well low frequency vibration of engine and suspension, reduce the vibration and the noise that transmit the driver's cabin, improve driver and crew's comfort level.
Drawings
The accompanying drawings, which form a part hereof, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention without undue limitation. In the drawings:
FIG. 1 is an assembly schematic of a crankshaft system according to an embodiment of the present invention;
FIG. 2 is a schematic half-section view of a crankshaft system in accordance with an embodiment of the present invention;
FIG. 3 is an enlarged partial schematic view at A in FIG. 2; fig. 4 is a schematic view of a torsional rubber.
Description of reference numerals:
the dual mass flywheel engine side inertia system comprises a crank system 10, a crank shaft 1, a main journal 11, a connecting rod journal 12, a thickened portion 13, a belt pulley 2, an inertia ring 21, a belt pulley hub 22, a hub body 221, a web 222, torsional vibration rubber 23, an outer section 231, an inner section 232, a connecting section 233, a crank shaft vibration absorber 3, a mass 31, outer rubber 32, outer limiting rubber 321, outer damping rubber 322, inner rubber 33, inner limiting rubber 331, inner damping rubber 332, a support pillar 34, a limiting plate 35, a bolt through hole 36, an end bolt 4, a timing gear 5, a dual mass flywheel engine side inertia ring 6, a dual mass flywheel ring spring 7 and a dual mass flywheel gearbox side spline 8.
Detailed Description
It should be noted that, in the present invention, the embodiments and features of the embodiments may be combined with each other without conflict.
The present invention will be described in detail with reference to fig. 1 to 4 in conjunction with the embodiments.
Referring to fig. 1-2, a crankshaft system 10 according to an embodiment of the present invention may include: a crankshaft 1, a pulley 2 and a crankshaft damper 3, the pulley 2 being disposed at an end of the crankshaft 1, the pulley 2 being fixed to the end of the crankshaft 1 by an end bolt 4 as shown in fig. 3.
Referring to fig. 2, a timing gear 5 is disposed on the crankshaft 1, the timing gear 5 is sleeved on the crankshaft 1, and one end (for example, the left end) of the timing gear 5 contacts with the pulley 2, and the other end (for example, the right end) contacts with a shoulder of the crankshaft 1.
The crankshaft 1 receives energy transmitted by combustion, the belt pulley 2 drives an auxiliary machine, the timing gear 5 drives a timing system, a double-mass flywheel speed changing box side spline 8 is connected with a driving speed changing box, the double-mass flywheel engine side inertia ring 6 absorbs energy to reduce rotating speed fluctuation, the double-mass flywheel annular spring 7 isolates high-harmonic torsional vibration, and vibration noise of the speed changing box and a speed reducer is reduced. The pulley 2 transmits energy and absorbs high harmonic torsional and bending vibration energy of the engine.
Referring to fig. 1 to 2, a crankshaft damper 3 is provided on a pulley 2, and the crankshaft damper 3 includes: a mass 31 and a damping element, by means of which the mass 31 is connected to the pulley 2. When the crankshaft 1 is bent by combustion impact, the mass block 31 presses the vibration damping element along with the swinging, and the vibration damping element absorbs the bending vibration energy, which is beneficial to reducing the vibration noise. The damping element can be a rubber element, and the energy absorption effect is better.
According to the present invention, the crankshaft system 10 is provided with the crankshaft damper 3, so that the vibration in the bending direction, particularly the vibration close to the natural frequency thereof, can be reduced, and the crankshaft damper 3 includes only the mass block 31 and the damping element, and has a simple structure, easy assembly and disassembly, and low cost.
A crankshaft damper 3 is detachably arranged on the side of the pulley 2 facing away from the crankshaft 1. As shown in fig. 1-2, the crankshaft damper 3 is disposed on the left side of the pulley 2, so that the crankshaft damper 3 does not occupy the space on the right side of the pulley 2, and the crankshaft damper 3 is prevented from interfering with other parts of the engine (e.g., the timing gear 5).
Referring to fig. 2 to 3, the pulley 2 includes: inertia ring 21, pulley wheel hub 22 and torsional rubber 23, inertia ring 21 is the cyclic structure, and is provided with the belt groove on inertia ring 21's the outer peripheral face, and pulley wheel hub 22 is located the inboard of inertia ring 21, and torsional rubber 23 is located inertia ring 21 and pulley wheel hub 22 between. In other words, inertia ring 21 is pressed and bonded to torsional vibration rubber 23, torsional vibration rubber 23 is pressed and bonded to pulley hub 22, torsional vibration rubber 23 is wrapped around pulley hub 22, and the diameter of torsional vibration rubber 23 on the side away from crankshaft 1 is smaller than the diameter of torsional vibration rubber 23 on the side close to crankshaft 1, so that torsional vibration rubber 23 can bear not only torsional force but also bending force, and thus, pulley 2 has both torsional vibration damping function and bending vibration damping function. When the crankshaft 1 is twisted around the axis, the torsional vibration rubber 23 reduces the impact of the rolling vibration of the crankshaft 1 on the auxiliary gear train, and absorbs the torsional and bending vibration of the engine. The crankshaft damper 3 can realize simultaneous damping in bending and torsion directions by matching with the belt pulley 2.
The belt pulley 2 is arranged at one end of the crankshaft 1, the other end of the crankshaft 1 is provided with a double-mass flywheel engine side inertia ring 6, a double-mass flywheel annular spring 7 and a double-mass flywheel gearbox side spline 8, the double-mass flywheel comprises a driving flywheel and a driven flywheel, the double-mass flywheel engine side inertia ring 6 is sleeved on the driving flywheel, the double-mass flywheel gearbox side inertia ring is sleeved on the driven flywheel, and the double-mass flywheel annular spring 7 is located between the driving flywheel and the driven flywheel.
The torsional vibration rubber 23 can reduce the weight of the dual-mass flywheel structure at the other end of the crankshaft 1, for example, the mass and the thickness of the dual-mass flywheel gearbox side inertia ring can be reduced to the greatest extent, even the dual-mass flywheel gearbox side inertia ring can be cancelled, so that the acceleration transient performance of the engine is improved, and the bending and torsional vibration noise is reduced.
The dual-mass flywheel gearbox side inertia ring is eliminated, so that the crankshaft system can reduce weight on the basis of ensuring the reduction of torsional vibration and bending vibration, and the fuel economy of the vehicle is improved.
Further, pulley hub 22 includes: the crankshaft damper comprises a hub body 221 and a web 222, wherein the web 222 connects the hub body 221 and the torsional vibration rubber 23, and the crankshaft damper 3 and the web 222 are fixed on one side of the web 222, which faces away from the crankshaft 1, through fasteners. Pulley hub 22 may be a cast hub and web 222 may optionally be trapezoidal in cross-section.
Specifically, referring to fig. 3 to 4, the torsional vibration rubber 23 includes: an outer section 231, an inner section 232 and a connecting section 233, wherein the outer section 231 is located on one side of the torsional vibration rubber 23 far away from the crankshaft 1, the outer section 231 is close to the crankshaft damper 3, the inner section 232 is located on one side of the torsional vibration rubber 23 close to the crankshaft 1, the connecting section 233 connects the inner section 232 and the outer section 231, the inner section 232 is farther away from the axis of the pulley 2 than the outer section 231, namely, the diameter of the inner section 232 is larger than that of the outer section 231.
Further, the connecting section 233 is a middle concave portion that is concave toward the axis of the pulley 2, and the middle concave portion is closer to the axis of the pulley 2 than the inner section 232. Thus, the torsional vibration rubber 23 has both a torsional vibration damping function and a bending vibration damping function.
The damping element comprises: the outer rubber 32 supports the mass 31 from the outside, the inner rubber 33 supports the mass 31 from the outside, the outer rubber 32 and the inner rubber 33 support the mass 31 from the outside, the limiting plate 35 is located on the outer side of the outer rubber 32, and the limiting plate 35, the supporting column 34 and the web 222 are fixed through fasteners. As shown in fig. 3, bolt through holes 36 are formed in the limiting plate 35, the supporting column 34 and the web 222, and after the fastening bolt penetrates through the bolt through hole 36, the limiting plate 35, the supporting column 34 and the web 222 can be fixed. The number of the bolt through holes 36 can be multiple, for example, 6-8, and the multiple bolt through holes 36 are uniformly arranged along the circumferential direction, which is beneficial to improving the fixing firmness degree of the limiting plate 35, the supporting column 34 and the web 222.
In some alternative embodiments, the supporting columns 34 and the limiting plates 35 can be welded together or cast together to reduce the number of parts and improve the assembly efficiency.
Further, the outer rubber 32 may include: the outer limiting rubber 321 supports the mass 31 from the outside, and the outer damping rubber 322 presses the outer limiting rubber 321 from the outside inward.
Likewise, the inner rubber 33 may include: the inner limiting rubber 331 supports the mass 31 from the inside, and the inner damping rubber 332 presses the inner limiting rubber 331 from the inside outward.
The supporting column 34 and the limiting plate 35 fix the mass block 31 on the pulley hub 22, and the outer limiting rubber 321 and the inner limiting rubber 331 prevent the torsional vibration displacement from being too large, so that the positioning function is realized during installation. When the crankshaft 1 is bent by combustion impact, the mass 31 presses the outer damping rubber 322 and the inner damping rubber 332 in a swinging manner, and the outer damping rubber 322 and the inner damping rubber 332 absorb bending vibration energy.
In some alternative embodiments, the outer limiting rubber 321 and the outer damping rubber 322, and the inner limiting rubber 331 and the inner damping rubber 332 may be bonded together or integrally cast, so as to reduce the number of parts and save the assembly process.
The crankshaft 1 has a main journal 11 and a connecting journal 12, and a junction of the main journal 11 and the connecting journal 12 is provided with a thickened portion 13, and the thickened portion 13 can improve rigidity of the junction of the main journal 11 and the connecting journal 12. Due to the design of the thickened part 13, the diameters of the main journal 11 and the connecting rod journal 12 can be properly reduced, the friction loss of an engine is reduced, the oil consumption is reduced, the vibration and the noise in the engine and a cab are reduced, and the comfort level of drivers and passengers is high.
According to another aspect of the present invention, a vehicle includes the crankshaft system 10 of the above embodiment. When the engine runs at a medium-low speed, the vibration of the engine and the suspension at a medium-low frequency is reduced, the vibration and the noise transmitted to a cab are reduced, and the comfort level of drivers and passengers is improved.
Install SUV car with above-mentioned bent axle system 10 and tested, compare in the scheme before improving, adopted the utility model discloses a bent axle system 10 after, 20Hz-1000Hz vibration reduction is obvious, and especially 300Hz-700Hz vibration amplitude has all had obvious decline, has improved the comfort level of driving and taking personnel, and 340Hz vibration has reduced 0.04m/s at utmost2. The vibration of the engine mount between 300Hz and 400Hz is obviously reduced, particularly the vibration amplitude of 340Hz is obviously reduced, and the vibration amplitude is reduced by 0.35m/s in the common rotating speed range2。
The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. A crankshaft system, comprising:
a crankshaft (1);
a pulley (2), the pulley (2) is disposed at an end of the crankshaft (1), the pulley (2) comprising: pulley wheel hub (22), inertia ring (21) and setting are in pulley wheel hub (22) with torsional vibration rubber (23) between inertia ring (21), torsional vibration rubber (23) wrap up in on pulley wheel hub (22), just torsional vibration rubber (23) are the echelonment, keeping away from of torsional vibration rubber (23) the diameter of one side of bent axle (1) is less than being close to of torsional vibration rubber (23) the diameter of the opposite side of bent axle (1).
2. The crankshaft system as in claim 1, further comprising: a crankshaft damper (3), the crankshaft damper (3) being detachably arranged on a side of the belt pulley (2) facing away from the crankshaft (1), and the crankshaft damper (3) comprising: a mass (31) and a damping element, by means of which the mass (31) is connected to the belt pulley (2).
3. The crankshaft system as in claim 1, wherein the inertia ring (21) is an annular structure and a race is provided on an outer circumferential surface of the inertia ring (21).
4. The crankshaft system as in claim 2, wherein the pulley hub (22) comprises: the crankshaft vibration damper comprises a hub body (221) and a web (222), wherein the web (222) is connected with the hub body (221) and the torsional vibration rubber (23), and the crankshaft vibration damper (3) and the web (222) are fixed on one side, away from the crankshaft (1), of the web (222) through fasteners.
5. The crankshaft system as claimed in claim 1, wherein said torsional rubber (23) comprises: outer section (231), interior section (232) and linkage segment (233), outer section (231) are located keeping away from of torsional vibration rubber (23) one side of bent axle (1), interior section (232) are located being close to of torsional vibration rubber (23) the opposite side of bent axle (1), linkage segment (233) are connected interior section (232) with outer section (231), the diameter of interior section (232) is greater than the diameter of outer section (231).
6. The crankshaft system as claimed in claim 5, characterized in that the connecting section (233) is an intermediate recess, which is concave towards the axis of the pulley (2) and which is closer to the axis of the pulley (2) than the inner section (232).
7. The crankshaft system as in claim 4, wherein the damping element comprises:
an outer rubber (32), the outer rubber (32) supporting the mass (31) from the outside;
an inner rubber (33), the inner rubber (33) supporting the mass (31) from the outside;
a support column (34), the outer rubber (32) and the inner rubber (33) being supported on the support column (34);
the limiting plate (35) is located on the outer side of the outer rubber (32), and the limiting plate (35), the supporting column (34) and the web (222) are fixed through fasteners.
8. The crankshaft system as in claim 7, wherein the outer rubber (32) comprises: the mass block (31) is supported by the outer limiting rubber (321) and the outer damping rubber (322), the outer limiting rubber (321) supports the mass block (31) from the outer side, and the outer damping rubber (322) presses the outer limiting rubber (321) inwards from the outer side; the inner rubber (33) includes: the mass block (31) comprises an inner limiting rubber (331) and an inner damping rubber (332), the inner limiting rubber (331) supports the mass block (31) from the inner side, and the inner damping rubber (332) extrudes the inner limiting rubber (331) from the inner side to the outer side.
9. The crankshaft system as claimed in any of claims 1 to 8, characterised in that the crankshaft (1) has a main journal (11) and a connecting journal (12), the junction of the main journal (11) and the connecting journal (12) being provided with a thickening (13).
10. A vehicle comprising a crankshaft system according to claim 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921384918.5U CN210484509U (en) | 2019-08-23 | 2019-08-23 | Crankshaft system and vehicle with same |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921384918.5U CN210484509U (en) | 2019-08-23 | 2019-08-23 | Crankshaft system and vehicle with same |
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| Publication Number | Publication Date |
|---|---|
| CN210484509U true CN210484509U (en) | 2020-05-08 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201921384918.5U Active CN210484509U (en) | 2019-08-23 | 2019-08-23 | Crankshaft system and vehicle with same |
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| CN (1) | CN210484509U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114673725A (en) * | 2022-03-31 | 2022-06-28 | 重庆长安汽车股份有限公司 | Crankshaft assembly with vibration reduction function and engine |
-
2019
- 2019-08-23 CN CN201921384918.5U patent/CN210484509U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114673725A (en) * | 2022-03-31 | 2022-06-28 | 重庆长安汽车股份有限公司 | Crankshaft assembly with vibration reduction function and engine |
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