CN216045213U

CN216045213U - Integrated crankshaft decoupling shock absorber

Info

Publication number: CN216045213U
Application number: CN202120412749.2U
Authority: CN
Inventors: 刘增岗
Original assignee: Chongqing Delongsheng Industrial Co ltd
Current assignee: Chongqing Delongsheng Industrial Co ltd
Priority date: 2021-02-25
Filing date: 2021-02-25
Publication date: 2022-03-15
Anticipated expiration: 2031-02-25

Abstract

The utility model discloses an integrated crankshaft decoupling vibration absorber which comprises a mandrel, wherein a vibration reduction spring and a decoupling spring are arranged outside the mandrel, an inertia ring is sequentially arranged outside the vibration reduction spring, a belt wheel is arranged outside the decoupling spring, and a damping ring is arranged between the inertia ring and the belt wheel. The utility model can realize the decoupling function and the torsion damping function of the belt pulley crankshaft at the same time, and has the advantages of stable performance, small occupied space, low cost and high reliability.

Description

Integrated crankshaft decoupling shock absorber

Technical Field

The utility model relates to a shock absorber of a front-end shafting of an engine, in particular to an integrated crankshaft decoupling shock absorber.

Background

The traditional crankshaft belt pulley of the automobile engine is rigidly connected with a crankshaft and runs synchronously with the rotating speed of the automobile engine, and when the rotating speed of the engine changes, the rotating speed of the crankshaft belt pulley also changes. The engine has the advantages that because the cylinders work alternately, the output torque and the output rotating speed of the engine are uneven (generally presenting a sine wave shape), particularly when the engine is accelerated or decelerated suddenly, the rotating speed of the crankshaft pulley is changed along with the speed change, but because the rotational inertia of the front-end gear train driven by the crankshaft pulley is large, the rotating speed of the front-end gear train is not synchronous with the rotating speed of the engine instantly, impact and slippage can be formed between the transmission belt and the pulley, noise is generated, the service life of the belt is shortened, the service life of the whole front-end gear train of the engine is shortened, and the comfort of the whole vehicle is greatly reduced due to the vibration, the noise and the irregularity (NVH); the traditional engine torsional vibration damper is an independent component, is arranged at the free end of a crankshaft and is arranged in parallel with a crankshaft pulley, 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 engine and save the use space of the engine by combining with a torsional vibration damper, the prior art is improved in the aspect of a belt pulley 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 pulley of the decoupler is connected with the core shaft through two arc-shaped vortex springs to realize the decoupling function; the belt pulley 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 arm 120, so as to achieve the decoupling function; the belt pulley 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 pulley 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 a plurality of parts, complex manufacturing process, large volume and high cost; the performance of the rubber ring of the torsional vibration damper is unstable, the rigidity value of the rubber ring is increased along with the increase of load and is reduced along with the increase of temperature, and the rubber ring is aged and fails after long-term use; the crankshaft decoupler is connected with the torsional vibration damper in parallel, so that the occupied space is large and the cost is high.

Therefore, the technical personnel in the field are dedicated to developing an integrated crankshaft decoupling vibration damper, which can simultaneously realize the pulley crankshaft decoupling function and the torsion vibration damping function, and has the advantages of stable performance, small occupied space, low cost and high reliability.

Disclosure of Invention

In view of the above defects in the prior art, the technical problem to be solved by the present invention is to provide an integrated crankshaft decoupling damper, which can simultaneously realize the pulley crankshaft decoupling function and the torsional damping function, and has the advantages of stable performance, small occupied space, low cost and high reliability.

In order to achieve the purpose, the utility model provides an integrated crankshaft decoupling vibration absorber which is characterized in that: the damping device comprises a mandrel, a damping spring and a decoupling spring are installed outside the mandrel, an inertia ring and a damping ring are further installed outside the damping spring in sequence, and a belt wheel is further installed outside the damping ring.

Furthermore, a transmission shaft is fixed in the mandrel, and the outer surface of the mandrel protrudes outwards to form three steps.

Further, the damping spring has an inner surface and an outer surface, the inner surface of the damping spring is mounted on the outer surface of the mandrel through tight fit and is close to a boss of the mandrel, the outer surface of the damping spring is mounted in the inertia ring through tight fit, and the damping spring is close to a boss in the inertia ring;

the damping spring is located on the first step of the mandrel and is provided with one or more first arc-shaped gaps which are uniformly distributed.

Further, the first arc-shaped slit of the damper spring is formed by laser cutting or other processing means.

Further, the inner boss of the inertia ring is simultaneously contacted with the side surface of the mandrel and the side surface of the damping spring, and the outer surface of the inertia ring is contacted with the inner surface of the damping ring.

Further, the damping ring outer surface is in contact with the pulley first groove inner surface.

Further, the damping ring may be made of rubber, plastic or other elastic material.

Furthermore, one or more first grooves are formed in the outer surface of the belt wheel, and the first grooves are connected with a belt of a front-end gear train of the engine;

the inner surface of the belt wheel is provided with a second groove which is abutted against 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.

Furthermore, the decoupling springs comprise a left decoupling spring and a right decoupling spring, the left decoupling spring and the right decoupling spring are respectively in tight fit with the inner surfaces of the two sides of the belt wheel, and the inner surfaces of the left decoupling spring and the right decoupling spring are respectively in tight fit with the second step and the third step of the outer surface of the mandrel;

the decoupling springs are respectively provided with one or more second arc-shaped gaps which are uniformly distributed.

Further, the second arc-shaped slit of the decoupling spring is formed by laser cutting or other processing means.

The utility model has the beneficial effects that:

the technical scheme adopted by the utility model 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 utility model are connected with the mandrel and the belt pulley in an interference fit manner, so that radial and axial support can be realized, torque can be transmitted, and the problem of unstable support in the prior art is solved;

thirdly, the rigidity of the damping spring used in the technical scheme of the utility model is realized by one or more arc-shaped gaps, the size and the size of the gaps can be adjusted according to the rigidity requirement, and the rigidity value is accurate and consistent; moreover, the material is a metal material, and the performance is stable and reliable. The problems of unstable performance and aging of the rubber ring in the prior art are solved;

fourthly, the inner surface and the outer surface of the decoupling spring used in the technical scheme of the utility model are connected with the mandrel and the belt pulley in an interference fit manner, so that radial and axial support can be realized, torque can be transmitted, and the problems of high cost and complex assembly process caused by the support realized by the ball bearing in the prior art are solved;

fifthly, the rigidity of the decoupling spring used in the technical scheme of the utility model is realized through one or more arc-shaped gaps, the size and the size of the gaps can be adjusted according to the rigidity requirement, and the rigidity value is accurate and consistent; and the parts are few, and the volume is small. The problems of more parts and high cost in the prior art are solved;

sixthly, the damping ring used in the technical scheme of the utility model is contacted with the inner surface of the belt pulley 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 view of a prior art structure.

FIG. 2 is a schematic structural diagram of an embodiment of the present invention

Fig. 3 is a schematic cross-sectional structure of an embodiment of the present invention.

Fig. 4 is a schematic illustration of an explosive structure according to an embodiment of the present invention.

Fig. 5 is a schematic view of a mandrel structure according to an embodiment of the present invention.

Fig. 6A is a schematic structural view of a damper spring according to an embodiment of the present invention.

FIG. 6B is a schematic cross-sectional view of A-A of FIG. 6A according to the present invention.

Fig. 7 is a schematic view of an inertia ring structure according to an embodiment of the present invention.

Fig. 8A is a schematic structural view of a decoupling spring according to an embodiment of the present invention.

FIG. 8B is a schematic cross-sectional view of B-B of FIG. 8A according to the present invention.

Fig. 9 is a schematic view of a pulley structure according to an embodiment of the present invention.

FIG. 10 is a schematic view of a damping ring structure according to an embodiment of the present invention.

Detailed Description

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.

In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "in communication" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.

As shown in fig. 2 to 10, an integrated crankshaft decoupling vibration damper comprises a mandrel 40, a transmission shaft 1 is fixed inside the mandrel 40, and the outer surface of the mandrel 40 protrudes outwards to form three steps.

The mandrel 40 is externally provided with a damping spring 20 and a decoupling spring 80, the damping spring 20 is also externally provided with an inertia ring 30 and a damping ring 60 in sequence, and the damping ring 60 is also externally provided with a belt wheel 10.

The damping spring 20 is provided with an inner surface and an outer surface, the inner surface of the damping spring 20 is arranged on the outer surface of the mandrel 40 through close fit and is close to a boss of the mandrel 40, the outer surface of the damping spring 20 is arranged in the inertia ring 30 through close fit, the damping spring 20 is close to the boss in the inertia ring 30, and the frequency and the amplitude of torsional vibration of the crankshaft of the engine are adjusted through the rigidity of the damping spring 20 and the rotational inertia of the inertia ring 30.

The damping spring 20 is located on the first step 41 of the spindle 40, and the damping spring 20 has one or more uniformly distributed first arc-shaped slits 21. The rigidity of the damping spring 20 can be adjusted according to the size and the number of the first arc-shaped gaps 2 so as to meet the requirement of torsional damping of an engine shafting

The first arcuate slot 21 of the damper spring 20 is formed by laser cutting or other process means. The inner boss 31 of the inertia ring 30 is simultaneously contacted with the side surface of the mandrel 40 and the side surface of the damping spring 20, the outer surface of the inertia ring 30 is contacted with the inner surface of the damping ring 60, and the damping of the damping ring 60 can reduce the amplitude of the torsional vibration of the engine crankshaft.

The outer surface of the damping ring 60 is in contact with the inner surface of the first groove 11 of the pulley 10, the damping ring 60 can be made of rubber, plastic or other elastic materials, and the contact tightness between the outer surface of the inertia ring 30 and the inner surface of the damping ring 60 can be used to adjust the damping value to meet the damping performance of the torsional vibration damper.

The outer surface of the belt wheel 10 is provided with one or more first grooves 11, the first grooves 11 are connected with a belt of a gear train at the front end of an engine, the inner surface of the belt wheel 10 is provided with a second groove which is abutted against the outer surface of the damping ring 60, and the belt wheel 10 is further provided with two inner steps which are tightly matched with the outer surface of the decoupling spring 80.

The decoupling springs 80 comprise a left decoupling spring 50 and a right decoupling spring 70, the left decoupling spring 50 and the right decoupling spring 70 are respectively in tight fit with the inner surfaces of the two sides of the belt wheel 10, the inner surfaces of the left decoupling spring 50 and the right decoupling spring 70 are respectively in tight fit with the second step 42 and the third step 43 on the outer surface of the mandrel 40, the decoupling springs 80 are respectively provided with one or more second arc-shaped gaps 81 which are uniformly distributed, the second arc-shaped gaps 81 of the decoupling springs 80 are formed through laser cutting or other process means, and the rigidity of the decoupling springs 80 can be adjusted according to the number and the size of the second arc-shaped gaps 81 so as to meet the requirement on the performance of the front-end wheel system of the engine.

The outer surfaces of the left and right decoupling springs 50, 70 are connected with the inner surface of the pulley 10 in an interference fit. The stiffness of the decoupling springs 50 and 70 and the damping value of the damping ring 60 reduce the magnitude of torsional vibrations transmitted by the engine crankshaft to the crankshaft pulley and the front end train. The purposes of reducing belt slip, belt vibration and tensioner amplitude are achieved, so that NVH of the vehicle is reduced, the service life of each part of a front-end wheel train is prolonged, and the comfort of the vehicle is improved.

The foregoing detailed description of the preferred embodiments of the utility model has been presented. It should be understood that numerous modifications and variations could be devised by those skilled in the art in light of the present teachings without departing from the inventive concepts. Therefore, the technical solutions available to those skilled in the art through logic analysis, reasoning and limited experiments based on the prior art according to the concept of the present invention should be within the scope of protection defined by the claims.

Claims

1. An integral type bent axle decoupling zero shock absorber, characterized by: including dabber (40), damping spring (20) and decoupling spring (80) are installed outward to dabber (40), inertia ring (30) and damping ring (60) are still installed outward in proper order to damping spring (20), band pulley (10) are still installed outward to damping ring (60).

2. The integrated crankshaft decoupling vibration damper of claim 1, wherein: a transmission shaft (1) is fixed in the mandrel (40), and the outer surface of the mandrel (40) protrudes outwards to form three steps.

3. The integrated crankshaft decoupling vibration damper of claim 1 or 2, wherein: the damping spring (20) is provided with an inner surface and an outer surface, the inner surface of the damping spring (20) is arranged on the outer surface of the mandrel (40) through tight fit and is close to a boss of the mandrel (40), the outer surface of the damping spring (20) is arranged in the inertia ring (30) through tight fit, and the damping spring (20) is close to the boss in the inertia ring (30);

the damping spring (20) is located on a first step (41) of the mandrel (40), and the damping spring (20) is provided with one or more uniformly distributed first arc-shaped gaps (21).

4. The integrated crankshaft decoupling vibration damper of claim 3, wherein: the first arc-shaped slot (21) of the damping spring (20) is formed by laser cutting.

5. The integrated crankshaft decoupling vibration damper of claim 4, wherein: the inner boss (31) of the inertia ring (30) is simultaneously contacted with the side surface of the mandrel (40) and the side surface of the damping spring (20), and the outer surface of the inertia ring (30) is contacted with the inner surface of the damping ring (60).

6. The integrated crankshaft decoupling vibration damper of claim 5, wherein: the damping ring (60) outer surface is in contact with the pulley (10) first groove (11) inner surface.

7. The integrated crankshaft decoupling vibration damper of claim 6, wherein: the damping ring (60) may be made of rubber or plastic.

8. The integrated crankshaft decoupling vibration damper of claim 7, wherein: one or more first grooves (11) are formed in the outer surface of the belt wheel (10), and the first grooves (11) are connected with a belt of a front-end gear train of an engine;

the inner surface of the belt wheel (10) is provided with a second groove which is abutted against the outer surface of the damping ring (60), and the belt wheel (10) is also provided with two inner steps which are tightly matched with the outer surface of the decoupling spring (80).

9. The integrated crankshaft decoupling vibration damper of claim 8, wherein: the decoupling spring (80) comprises a left decoupling spring (50) and a right decoupling spring (70), the left decoupling spring (50) and the right decoupling spring (70) are respectively in tight fit with the inner surfaces of the two sides of the belt wheel (10), and the inner surfaces of the left decoupling spring (50) and the right decoupling spring (70) are respectively in tight fit with the second step (42) and the third step (43) of the outer surface of the mandrel (40);

the decoupling springs (80) are provided with one or more second arc-shaped gaps (81) which are uniformly distributed.

10. The integrated crankshaft decoupling vibration damper of claim 9, wherein: the second arc-shaped slit (81) of the decoupling spring (80) is formed by laser cutting.