CN211924843U

CN211924843U - Crankshaft decoupling belt pulley, assembly and crankshaft vibration damper

Info

Publication number: CN211924843U
Application number: CN201922367829.6U
Authority: CN
Inventors: 刘增岗
Original assignee: Changzhou Shujia Machinery Co ltd
Current assignee: Changzhou Shujia Machinery Co ltd
Priority date: 2019-12-25
Filing date: 2019-12-25
Publication date: 2020-11-13
Anticipated expiration: 2029-12-25

Abstract

The utility model discloses a crankshaft decoupling zero belt pulley for transmission torque between band pulley and transmission shaft, include: the core shaft is sleeved on the outer surface of the transmission shaft, the belt wheel is combined with the core shaft, the first scroll spring is positioned in an accommodating space formed by the core shaft and the belt wheel, the first end of the first scroll spring is combined with the core shaft, and the second end of the first scroll spring is positioned on the outer side of the first end and is combined with the belt wheel. The utility model discloses a bent axle decoupling zero belt pulley assembly and bent axle shock absorber.

Description

Crankshaft decoupling belt pulley, assembly and crankshaft vibration damper

Technical Field

The utility model relates to a spare part of vehicle, in particular to crankshaft decoupling zero belt pulley, assembly and bent axle shock absorber.

Background

The crankshaft is the most important component in the engine. The crankshaft receives forces from the connecting rods and converts them into torque that is output by the crankshaft and drives other accessories on the engine. In order to reduce the vibration of the crankshaft system and improve the service life of the crankshaft, a crankshaft decoupling Pulley (Crank decoupling Pulley) is usually installed at the front end of the crankshaft, and it can be understood that the crankshaft decoupling Pulley is installed on the crankshaft through a shaft sleeve.

In the process of operation of the engine crankshaft, the specific working condition that each cylinder applies work alternately at a certain angle leads to the phenomenon of torque and rotating speed fluctuation in the operation of the engine crankshaft, which can lead to the phenomenon of unstable rotating speed of a crankshaft pulley connected with an engine shafting, so that the phenomena of belt slipping, belt shaking, overlarge oscillation amplitude of a tensioner and unstable rotating speed of belt driving accessories, thereby causing early failure of each part of a gear train and the like.

Crankshaft decoupling belt pulley that adopts among the prior art is shown in figure 1, this crankshaft decoupling belt pulley mainly includes the belt pulley, interior belt pulley and set up the rubber circle 3 between external belt pulley 1 and dabber 2, the rotatory in-process of bent axle, damping belt pulley rubber absorbs the rotatory energy of shafting and transmits for the belt pulley, rubber is in the in-process of long-time absorption and transmission energy, and rubber and belt pulley internal diameter and the contact of wheel hub external diameter are the cylinder form, area of contact is little, the radiating efficiency is low, easily lead to the rubber temperature rise, it is ageing to accelerate, thereby reduce the life-span of crankshaft decoupling belt pulley. Therefore, the way of decoupling vibration damping by using the rubber ring causes the defect of rapid aging. On the other hand, the mode of vibration isolation of the crankshaft by using the rubber ring increases the rigidity of the belt pulley along with the increase of the working frequency, so that the NVH (noise vibration and harshness) is overlarge.

Another crankshaft decoupler adopted in the prior art is to arrange a spiral arc spring 6 between the pulley 5 and the mandrel 4, and the arc spring 6 is stretched or compressed to reduce vibration, so that the NVH can be reduced. The inventor finds that the technical scheme has overlarge swing during starting and stopping of a vehicle, and the crankshaft decoupler completely loses the effect of buffering and vibration isolation as a rigid belt pulley during overload operation, so that the crankshaft decoupler has poor reliability. Meanwhile, the crankshaft decoupler has high requirements on the manufacturing process precision of the arc spring 6, and the design life is difficult to achieve.

In view of the above, there is a need in the art for a new crankshaft decoupling pulley that overcomes one or more of the shortcomings in the prior art.

Disclosure of Invention

An object of the utility model is to provide a bent axle decoupling zero belt pulley overcomes current bent axle decoupling zero belt pulley reliability poor, in the big problem of the technology degree of difficulty one or more.

In order to realize the utility model discloses an above-mentioned utility model purpose, the utility model discloses a bent axle decoupling zero belt pulley for transmission torque between band pulley and transmission shaft, include: the core shaft is sleeved on the outer surface of the transmission shaft, the belt wheel is combined with the core shaft, the first scroll spring is positioned in an accommodating space formed by the core shaft and the belt wheel, the first end of the first scroll spring is combined with the core shaft, and the second end of the first scroll spring is positioned on the outer side of the first end and is combined with the belt wheel.

Still further, a first elastic pad is included, the first elastic pad being located between coils of the first scroll spring, and/or between the first scroll spring and the pulley, and/or between the first scroll spring and the spindle.

Further, the first elastic pad is a rubber strip, or the first elastic pad is an arc-shaped pad, and the arc-shaped pad comprises at least one protrusion, and the protrusion is positioned between the coils of the first spiral spring.

Further, the first wrap spring includes at least one layer of coils.

Furthermore, the first end and the second end of the first spiral spring and the axle center of the crankshaft decoupling pulley are positioned on a straight line section.

Still further, still include second spiral spring, this second spiral spring is located the accommodation space that this dabber and band pulley formed, and the first end of this second spiral spring combines with this dabber, and the second end of this second spiral spring is located the outside of this first end and combines with this band pulley, and the coiling direction of this first spiral spring and second spiral spring is the same or opposite.

Still further, a second elastic pad is included, the second elastic pad being located between coils of the second scroll spring, and/or between the second scroll spring and the pulley, and/or between the second scroll spring and the spindle.

Still further, still include the gasket, this gasket sets up in this dabber outside for keep apart the first spiral spring and the second spiral spring.

Still further, the end cover is located between the mandrel and the belt wheel and used for forming a relatively closed accommodating space with the mandrel and the belt wheel.

Still further, a first bushing coupled between the spindle and the pulley and/or a second bushing coupled between the spindle and the end cap is included.

The utility model discloses simultaneously disclose a bent axle decoupling zero belt pulley assembly, include as above bent axle decoupling zero belt pulley to and the shock absorber, this shock absorber includes inner circle, volute spiral spring and inertia ring, and this volute spiral spring one end combines together with this inner circle, and the other end combines together with this inertia ring.

The utility model discloses disclose a shock absorber simultaneously, this shock absorber includes inner circle, volute spiral spring and inertia ring, and this volute spiral spring one end combines together with this inner circle, and the other end combines together with this inertia ring.

Still further, the shock absorber further includes an elastic pad located between coils of the spiral spring, and/or located between the spiral spring and the inner race, and/or located between the spiral spring and the inertia ring.

Further, the elastic pad is a rubber strip, or the elastic pad is an arc pad, the arc pad includes at least one protrusion, and the protrusion is located between the coils of the spiral spring.

Further, the wrap spring includes at least one layer of coils.

Furthermore, the first end and the second end of the spiral spring and the axle center of the crankshaft decoupling pulley are positioned on a straight line section.

Further, the damper includes two scroll springs, one end of which is coupled to the inner race and the other end of which is coupled to the inertia ring, and the two scroll springs are wound in the same or opposite directions.

Furthermore, the spiral spring further comprises a gasket, wherein the gasket is sleeved on the outer side of the inner ring and used for isolating the two spiral springs.

Still further, the inertia ring comprises an end cover, wherein the end cover is positioned between the inner ring and the inertia ring and used for forming a relatively closed accommodating space with the inner ring and the inertia ring.

Compared with the prior art, the utility model provides a bent axle decoupling zero belt pulley can avoid the vehicle to start the time of stopping the swing too big, avoids increasing NVH to also can provide buffering vibration isolation effect under overload operating condition. Meanwhile, the technical scheme has simple process, can reduce the belt tension and the belt friction power consumption when used for the front-end wheel train of the vehicle, simultaneously reduces the fluctuation range of the rotating speed of each part of the front-end wheel train, reduces the damage of the rotational kinetic energy, and can save oil and reduce consumption. The utility model provides a vibration damper can reduce the vibration frequency and the amplitude of bent axle/transmission shaft. Meanwhile, the crankshaft decoupling belt pulley and the belt pulley assembly of the shock absorber are applied, so that the vibration frequency and the vibration amplitude from a crankshaft/transmission shaft can be reduced, the influence on a front-section wheel train can be reduced, the vehicle can be in a better working state due to the superposition of double shock absorption effects, and the NVH is reduced to the maximum extent.

Drawings

Those skilled in the art will appreciate that the drawings are provided for a better understanding of the invention and do not constitute any limitation on the scope of the invention. Wherein:

FIG. 1 is a schematic diagram of a prior art construction of one of the crank pulleys;

FIG. 2 is a schematic view of a prior art construction of one of the crank pulleys;

fig. 3 is a cross-sectional view of a crankshaft pulley according to a first preferred embodiment of the present invention;

FIG. 4 is a plan view of a crankshaft pulley according to a first preferred embodiment of the present invention

Fig. 5 is a sectional view of a crank pulley according to a second preferred embodiment of the present invention;

fig. 6 is a schematic structural view of an elastic pad of the crank pulley provided by the present invention;

FIG. 7 is a graph of stiffness of a prior art crank pulley;

FIG. 8 is a graph of stiffness of another prior art crank pulley;

fig. 9 is a stiffness curve diagram of the crankshaft pulley provided by the present invention;

fig. 10 is a schematic structural view of a pulley assembly of the crankshaft provided by the present invention.

In the figure:

10-drive shaft; 11-belt pulley; 12-mandrel; 13-end cap; 14-a volute spiral spring;

15-elastic pad; 16-screw holes; 17-screw; 18-a bushing; 19-a gasket;

20-a bushing; 30-vibration damper; 31-inner ring; 32-inertia ring;

33-a volute spiral spring; 34-screw.

Detailed Description

In order to make the above objects, features and advantages of the present invention more comprehensible, embodiments of the present invention are described in detail below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The present invention can be embodied in many different forms other than those specifically described herein, and it will be apparent to those skilled in the art that similar modifications can be made without departing from the spirit and scope of the invention, and it is therefore not to be limited to the specific embodiments disclosed below.

It will be understood that when an element is referred to as being "secured to" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "left," "right," "up," "down," and the like as used herein are for illustrative purposes only and do not denote a unique embodiment. The terms "outer" and "outboard" as used herein generally refer to a location away from the axis of the drive shaft, and "inner" and "inboard" generally refer to a location near the axis of the drive shaft.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used in the description of the invention herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.

In the present invention, the terms "first" and "second" do not denote any particular quantity or order, but are merely used to distinguish names.

An object of the utility model is to provide a bent axle decoupling zero belt pulley solves the not high and/or big problem of the technology degree of difficulty of current bent axle decoupling zero belt pulley reliability.

Fig. 3 is a cross-sectional view of a crankshaft decoupling pulley according to a first preferred embodiment of the present invention. As shown in fig. 3, the crankshaft decouples the pulley, for transmitting torque between the pulley 11 and the transmission shaft 10, comprising: the scroll spring 14 is located in a containing space formed by the spindle 12 and the pulley 11, a first end of the scroll spring 14 is combined with the spindle 12, and a second end of the scroll spring 14 is located outside the first end and is combined with the pulley 11. The spiral spring, commonly called spring, is made of steel strip and is fixed at one end and the material is elastically deformed after the other end acts on torque. When the force disappears, the elastic potential energy accumulated by the spring is released to return to the original state, and the generated moment is called the output torque of the spring. The first spiral spring 14 is coupled between the spindle 12 and the pulley 11. When the transmission shaft rotates, torque is transmitted from the transmission shaft to the spindle 12, and then to the pulley 11 through the first spiral spring 14. When the transmission shaft vibrates, the first spiral spring 14 stores energy through deformation, and then transmits the torque after absorbing the energy to the belt pulley 11 from the mandrel 12, so that the aim of vibration reduction is achieved.

In one embodiment, the spindle 12 and the pulley 11 are each provided with a

bayonet slot

11a and 12a for receiving a first end 14a and a second end 14b of a first spiral spring 14. The spiral spring 14 includes at least one layer of coils, i.e., one or more layers of coils at any position. Preferably, the volute spiral spring 14 comprises one-layer to three-layer coils, i.e. one-layer, two-layer or three-layer coils are arranged at any position, so that the vibration of the transmission shaft can be effectively absorbed, and the dead locking cannot be caused. In another preferred embodiment, the first end 14a and the second end 14b of the first scroll spring 14 are connected to the axle center of the transmission shaft at three points, which can avoid excessive swing during start and stop of the vehicle and increase of NVH.

In one embodiment, resilient pads 15 may be placed between the coils of the spiral spring 14 and between the spiral spring 14 and the gap between the spindle 12 and the pulley 11. The elastic pad 15 has a limiting function, prevents the scroll spring 14 from excessively displacing, can be used as a damping piece, and provides friction damping for the scroll spring 14 by utilizing the characteristic of large friction coefficient of the elastic pad 15. Therefore, in this embodiment, when the transmission shaft vibrates, the vibration is transmitted to the spindle 12 through the transmission shaft, the first spiral spring 14 is elastically deformed to absorb the vibration, the elastic pad 15 further generates frictional resistance to prevent the first spiral spring 14 from being elastically deformed, and the vibration absorbed twice is transmitted to the pulley 11 through the first spiral spring 14 again, so that the NVH is greatly reduced. In extreme cases, when the transmission shaft transships, the crankshaft decoupling pulley can get into the overload state, because elastic pad 15 has carried out spacing to spiral spring 14, makes this spiral spring 14 can not take place to lose the extreme condition of elastic deformation, even exceed working stiffness, also can not totally fail.

In one embodiment, the elastic pad 15 is a plurality of rubber strips or plastic blocks, which are embedded in the gaps between the coils of the spiral spring 14 and the spaces between the spiral spring 14 and the pulley 11 and the spindle 12. In a preferred embodiment, the resilient pad 15 is a notched annular rubber gasket. As shown in fig. 6, the rubber gasket 15 includes three

protrusions

15a, 15b, 15c from the outside to the inside, which are used to fill the gap. The shape of the rubber gasket 15 is similar to the shape iii in a cross-sectional view. Compared with a plurality of rubber strips, the rubber gasket is of a complete structure, and has better limiting and damping effects.

In a preferred embodiment, the crankshaft decoupling pulley comprises two wrap springs 14. As shown in fig. 5, two spiral springs 14 are wound in the same or different directions, respectively. Preferably, one is counterclockwise and the other is clockwise. The design can isolate and balance the vibration from two directions. The two wrap springs 14 are located in different elastic pads 15 from each other. In a preferred embodiment, a spacer 19 is disposed between the first and second scroll springs, and the spacer 19 can separate the two scroll springs without interfering with each other.

The crankshaft decoupling pulley further comprises an end cover 13, wherein the end cover 13 is used for separating the scroll spring from the outside to form a relatively closed area, and dust and oil contamination from the outside are prevented from entering to cause failure of the scroll spring and/or the elastic cushion. A bushing 20 is further arranged between the end cover 13 and the mandrel 12, a bushing 18 is arranged between the mandrel 12 and the belt wheel 11, the

bushings

18 and 20 are integrally annular, and the bushings are used for isolating the inner side of the belt wheel from the outer side of the mandrel so as to reduce friction between the inner side of the belt wheel and the outer side of the mandrel. The bushing 20 may be made of metal or plastic. The crankshaft decoupling pulley also includes a plurality of screw holes 16 and a plurality of screws 17.

Fig. 7 is a stiffness curve diagram of the crank pulley shown in fig. 1, fig. 8 is a stiffness curve diagram of the crank pulley shown in fig. 2, and fig. 9 is a stiffness curve diagram of the crank pulley provided by the present invention.

As shown in fig. 7, when only a rubber pad is used as the damping ring, an oblique upward straight line a is formed between the angle and the torque at the normal operating temperature. When the temperature rises to around 60 ℃, the slope of the straight line b decreases and the stiffness decreases as the operating temperature increases. As the operating frequency increases, the stiffness curve becomes a straight line c, with stiffness increasing as the operating frequency increases. Therefore, the technical scheme has poor vibration damping effect, and the service life of the rubber is short after the rubber is aged.

As shown in fig. 8, when the coil spring is used as the damping ring, the stiffness curve is four-segment type, where a is the hybrid start-stop working region, b is the start-stop working stiffness, c is the normal working stiffness, and d is the overload working stiffness. As can be seen from fig. 8, the b line segment is almost a straight line with a slope of 0, and therefore the swing is large during the on-off period, resulting in large NVH. When the overload work is carried out, the segment d is almost parallel to the ordinate, and the crankshaft pulley at the stage loses the buffer vibration isolation effect and becomes a rigid pulley.

As shown in fig. 9, when the turbine spring is used as the damping ring, the stiffness curve is also four-segment, where a is the hybrid start-stop operating region, b is the start-stop operating stiffness, c is the normal operating stiffness, and d is the overload operating stiffness. As can be seen from fig. 9, the b line segment and the d line segment are both better than those in fig. 8, so that the technical scheme has small swing and low NVH in the start-stop stage. When the engine is in overload operation, the crankshaft pulley can still provide buffer vibration isolation.

The utility model also provides a shock absorber for crank pulley to and the crank pulley assembly that contains the shock absorber. As shown in fig. 10, fig. 10 is a schematic structural view of a pulley assembly for a crankshaft provided in the present invention. The pulley damper 30 includes an inner race 31, a spiral spring 33, and an inertia ring 32. The inner ring 31 is fixed to the core shaft 12 of the crank pulley by a screw 34, and an inertia ring 32 is fitted around the outer side of the inner ring 31. The inertia ring 32 is rotatable with respect to the inner ring 31, and one end of the spiral spring 33 is connected to the inner ring 31 and the other end is connected to the inertia ring 32. When the crankshaft or the transmission shaft 10 vibrates, the vibration is transmitted from the crankshaft or the transmission shaft 10 to the scroll spring 33, the scroll spring 33 is elastically deformed to absorb a part of the vibration, the rest of the vibration is transmitted to the inertia ring 32, and the rest of the vibration is absorbed by the rotation of the inertia ring 32, so that the vibration frequency can be isolated by the design of the scroll spring 33 and the inertia ring 32.

In one embodiment, the inner race 31 and the inertia ring 32 are each provided with a detent for receiving a first end and a second end of the first scroll spring 33. The spiral spring 33 comprises at least one layer of coils, i.e. one or more layers of coils at any position. Preferably, the spiral spring 33 includes two to three layers of coils, i.e., two or three layers of coils at any position, so that the vibration of the transmission shaft can be effectively absorbed without causing jamming. In another preferred embodiment, the first end and the second end of the spiral spring 33 are connected to the axle center of the transmission shaft at three points, which can prevent the vehicle from swinging too much during starting and stopping and increase NVH.

In one embodiment, elastic pads may be placed between the coils of the spiral spring 33 and between the spiral spring 33 and the gap between the inner race 31 and the inertia ring 32. The elastic pad plays a limiting role, prevents the scroll spring from excessively displacing, can be used as a damping piece, and provides friction damping for the scroll spring 33 by utilizing the characteristic of large friction coefficient of the elastic pad, so that the vibration amplitude is reduced. The design of the resilient pad may be a rubber strip or a plastic block or a rubber gasket as described above.

In one embodiment, the damper of the crankshaft decoupling pulley comprises two spiral springs wound in the same or different directions. Preferably, one is counterclockwise and the other is clockwise. The design can isolate and balance the vibration from two directions.

Compared with the prior art, the utility model provides a bent axle decoupling zero belt pulley can avoid the vehicle to start the time of stopping the swing too big, avoids increasing NVH to also can provide buffering vibration isolation effect under overload operating condition. Meanwhile, the technical scheme has simple process, can reduce the belt tension and the belt friction power consumption when used for the front-end wheel train of the vehicle, simultaneously reduces the fluctuation range of the rotating speed of each part of the front-end wheel train, reduces the damage of the rotational kinetic energy, and can save oil and reduce consumption. The utility model provides a vibration damper can reduce the vibration frequency and the amplitude of bent axle/transmission shaft. Meanwhile, the crankshaft decoupling belt pulley and the belt pulley assembly of the shock absorber are applied, so that the vibration frequency and the vibration amplitude from a crankshaft/transmission shaft can be reduced, the influence on a front-section wheel train can be reduced, the vehicle can be in a better working state due to the superposition of double shock absorption effects, and the NVH is reduced to the maximum extent. The above description is only for the preferred embodiment of the present invention and is not intended to limit the scope of the present invention, and any modification and modification made by those skilled in the art according to the above disclosure are all within the scope of the claims.

Claims

1. A crankshaft decoupling pulley for transmitting torque between the pulley and a drive shaft, comprising: the core shaft is sleeved on the outer surface of the transmission shaft, the belt wheel is combined with the core shaft, the first scroll spring is positioned in an accommodating space formed by the core shaft and the belt wheel, the first end of the first scroll spring is combined with the core shaft, and the second end of the first scroll spring is positioned on the outer side of the first end and is combined with the belt wheel.

2. The crankshaft decoupling pulley of claim 1 further comprising a first elastomeric pad between coils of said first scroll spring and/or between said first scroll spring and said pulley and/or between said first scroll spring and said spindle.

3. The crankshaft decoupling pulley of claim 2 wherein said first elastomeric pad is a rubber strip or said first elastomeric pad is an arcuate pad comprising at least one protrusion between coils of said first wrap spring.

4. The crankshaft decoupling pulley of claim 1 wherein said first wrap spring comprises at least one layer of spring coils.

5. The crankshaft decoupling pulley of claim 1 wherein said first and second ends of said first wrap spring are located on a straight line segment from an axis of said crankshaft decoupling pulley.

6. The crankshaft decoupling pulley of claim 1 further comprising a second scroll spring disposed within said receiving space defined by said spindle and said pulley, said second scroll spring having a first end coupled to said spindle and a second end disposed outside said first end and coupled to said pulley, said first and second scroll springs being wound in the same or opposite directions.

7. The crankshaft decoupling pulley of claim 6 further comprising a second elastomeric pad between coils of said second scroll spring and/or between said second scroll spring and said pulley and/or between said second scroll spring and said spindle.

8. The crankshaft decoupling pulley of claim 6 further comprising a spacer disposed outside said spindle for isolating said first and second scroll springs.

9. The crankshaft decoupling pulley of claim 1 further comprising an end cap positioned between said arbor and said pulley for forming a relatively enclosed receiving space with said arbor and pulley.

10. The crankshaft decoupling pulley of claim 9 further comprising a first bushing coupled between said spindle and said pulley and/or a second bushing coupled between said spindle and said end cap.

11. A crankshaft decoupling pulley assembly comprising a crankshaft decoupling pulley according to any one of claims 1 to 10 and a damper, said damper comprising an inner race, a spiral spring and an inertia ring, said spiral spring being joined at one end to said inner race and at the other end to said inertia ring.

12. The crankshaft decoupling pulley assembly of claim 11 wherein said vibration damper further comprises a resilient pad positioned between coils of said wrap spring and/or between said wrap spring and said inner race and/or between said wrap spring and said inertia ring.

13. The crankshaft vibration absorber is characterized by comprising an inner ring, a scroll spring and an inertia ring, wherein one end of the scroll spring is combined with the inner ring, and the other end of the scroll spring is combined with the inertia ring.

14. The vibration damper according to claim 13, further comprising an elastic pad between coils of said scroll spring, and/or between said scroll spring and said inner race, and/or between said scroll spring and said inertia ring.

15. The vibration absorber as claimed in claim 13, wherein the vibration absorber includes two spiral springs having one end coupled to the inner race and the other end coupled to the inertia ring, and the spiral directions of the two spiral springs are the same or opposite.