CN216789171U - Crankshaft vibration damping decoupling belt pulley assembly - Google Patents

Abstract

The utility model relates to a crankshaft vibration damping decoupling belt pulley assembly, which belongs to the technical field of vehicle parts, is a combination of a crankshaft torsional vibration damper of an internal combustion engine and a crankshaft decoupling belt pulley of a front end gear train, is used for transmitting torque between a belt pulley and a transmission shaft, and comprises: the belt wheel is connected and matched with the mandrel to form an accommodating space; the bearing is positioned between the mandrel and the belt wheel and used for supporting the mandrel and the belt wheel; the decoupler is positioned in an accommodating space formed by the mandrel and the belt wheel; the right end of the mandrel is connected with the crankshaft, the periphery of the mandrel is connected with the bearing and the decoupler, and the inner periphery of the belt wheel is connected with the bearing and the decoupler; a torsional vibration damper located between the decoupling pulley and the crankshaft.

Description

Crankshaft vibration damping decoupling belt pulley assembly

Technical Field

The utility model relates to a part of a vehicle, in particular to an assembly of an internal combustion engine crankshaft torsional vibration absorber and a front-end gear train crankshaft decoupling belt pulley.

Background

During the operation of the engine crankshaft, because the cylinders are separated by a certain rotation angle and do work in turn, the specific working condition results in the phenomenon that the torque and the rotating speed of the engine crankshaft fluctuate during the operation, and the phenomenon can result in two results: 1. the fluctuation of the rotating speed transmitted to a front-end gear train by a crankshaft causes the slippage of a belt, the belt shake, the overlarge oscillation amplitude of a tensioner and the unstable rotating speed of a belt-driven accessory, thereby causing the early failure of NVH (vibration, noise and instability) and all parts of the gear train; 2. torsional vibration of a crankshaft system causes unstable work of the engine, and the crankshaft can break and fail in serious conditions.

The applicant discloses in 201911358550.X that a volute spiral spring type crankshaft decoupling belt pulley can achieve the effects of buffering, vibration isolation and decoupling damping, the NVH of a front-end gear train is reduced, and the reliability problem of each part of the front-end gear train is solved.

Applicants disclose in 202110555949.8 a novel crankshaft decoupling pulley with overload protection that overcomes one or more of the disadvantages of the prior art. Even under the condition that the volute spiral spring fails, the crankshaft pulley can still transmit torque, and the front-end gear train of the engine can work

Crankshaft torsional vibration dampers used in the prior art have 3 forms: spring damping shock absorbers, silicone oil damping shock absorbers and rubber shock absorbers. The spring damping vibration absorber has good vibration attenuation performance but high cost, and is mainly used on large marine engines. The silicone oil damper has good damping performance, but needs to be maintained regularly, and is mainly used on commercial vehicle engines. The rubber damper has low cost, unstable damping performance, great temperature influence and easy ageing, and is used in small passenger car engine.

In view of this, there is a need in the art for a torsional vibration damper that can solve the stability problem of vibration damping performance and the reliability problem of the product, and reduce both the procurement cost and the use cost.

SUMMERY OF THE UTILITY MODEL

The utility model aims to provide a crankshaft vibration reduction decoupling belt pulley assembly, which ensures that the crankshaft decoupling belt pulley not only ensures the stability and reliability of a front-end gear train, but also has a simpler structure. The crankshaft torsional vibration damper not only ensures the stable and reliable operation of the shafting, but also reduces the cost.

The utility model provides a crankshaft vibration reduction decoupling belt pulley assembly which adopts the following technical scheme:

a crankshaft vibration damping decoupling belt pulley assembly is a combination of a crankshaft torsional vibration damper of an internal combustion engine and a crankshaft decoupling belt pulley of a front end gear train, is used for transmitting torque between a belt pulley and a transmission shaft, and comprises: the belt wheel is connected and matched with the mandrel to form an accommodating space; the bearing is positioned between the mandrel and the belt wheel and used for supporting the mandrel and the belt wheel; the decoupler is positioned in an accommodating space formed by the mandrel and the belt wheel; the right end of the mandrel is connected with the crankshaft, the periphery of the mandrel is connected with the bearing and the decoupler, and the inner periphery of the belt wheel is connected with the bearing and the decoupler; a torsional vibration damper located between the decoupling pulley and the crankshaft.

Preferably, the left end of the mandrel is provided with at least one boss and a groove which are formed outwards in the radial direction.

Preferably, the left end of the belt wheel is provided with at least one groove and a boss which are formed in the radial direction, the groove of the belt wheel and the boss of the mandrel are correspondingly combined to form a rotating space, the rotating space is a working space, and when the relative rotating angle between the belt wheel and the mandrel exceeds the working space, the belt wheel and the mandrel directly transmit torque to form overload protection.

Preferably, the bearing is a ball bearing.

Preferably, the decoupler engages the boss of the spindle and the groove of the pulley.

Preferably, the decoupler further comprises an end cover, wherein the inner wall of the end cover is combined with the decoupler, is positioned between the mandrel and the belt wheel, and forms a relatively closed accommodating space with the mandrel and the belt wheel.

Preferably, still include the sealing washer, the sealing washer constitutes integratively with the end cover, combines together with the dabber outer wall, plays the sealed effect to the decoupler.

Preferably, one end of the torsional vibration damper is connected with the decoupling belt pulley, and the other end of the torsional vibration damper is connected with the crankshaft.

Preferably, the torsional vibration damper is of a unitary type, the outer ring is an inertia ring, the middle ring is a gap, the inner ring is connected with a mandrel and a crankshaft of the decoupling pulley, the size and the number of the gap are matched with the rigidity of the torsional vibration system, and the size and the number of the gap are usually calculated by finite element simulation.

Compared with the prior art, the crankshaft vibration damping decoupling belt pulley assembly provided by the utility model adopts a single support bearing, so that the structure is simpler. Meanwhile, the crankshaft vibration damping decoupling belt pulley assembly is matched with the torsional vibration damper, so that the comprehensive cost of the crankshaft vibration damping decoupling belt pulley assembly is reduced. The crankshaft decoupling belt pulley can reduce the rotation speed fluctuation of a front-end gear train, reduce NVH, prolong the service life of each part of the gear train and increase the reliability of an engine; the torsional vibration damper has simple structure, low cost, no maintenance for the whole life, stable work of the crankshaft torsional vibration shafting and reliable performance.

Drawings

FIG. 1 is a cross-sectional view of a decoupling pulley assembly embodying crankshaft damping in an embodiment of the present invention.

FIG. 2 is an exploded view of a decoupling pulley assembly embodying crankshaft damping in an embodiment of the present invention.

FIG. 3 is a schematic structural diagram of an embodiment of the present invention for separately embodying a torsional vibration damper.

Figure 4 is an exploded view of an embodiment of the present invention embodying a damping member in assembly with a torsional vibration damper.

FIG. 5 is an isometric view of an embodiment of the utility model incorporating a damping member and a torsional vibration damper assembled therewith.

FIG. 6 is a cross-sectional view of an embodiment of the present invention embodying a torsional vibration damper in use with a rigid pulley.

Description of reference numerals: 1. a crankshaft; 2. positioning pins; 3. a shock absorber fixing screw; 4. a set screw; 10. a torsional vibration damper; 20. an end cap; 30. a pulley; 40. a seal ring; 50. a decoupler; 60. a bearing; 70. a mandrel; 80. a damping member; 101. an inertia ring; 102. ribs; 103. a gap; 104. a hub; 501. a left gasket; 502. a first scroll spring; 503. a first spring stop block; 505. a first spring damping bar; 506. a middle gasket; 507. a second scroll spring; 508. a second spring stop block; 510. a second spring damping bar; 801. a damping member connection ring; 802. a damping member gap; 803. damping member rib.

Detailed Description

In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. This invention may, however, be embodied in many different forms than those specifically described herein, and it will be apparent to those skilled in the art that many more modifications are possible without departing from the spirit and scope of the utility model.

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 propeller shaft, and "inner" and "inboard" generally refer to a location closer to the axis of the propeller 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 utility model herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the utility model. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.

The terms "first" and "second" as used herein do not denote any particular order or quantity, but rather are used to distinguish one element from another.

The embodiment of the utility model discloses a crankshaft vibration damping decoupling belt pulley assembly.

FIG. 1 is a cross-sectional view of a crankshaft vibration damping de-coupling pulley assembly in accordance with a preferred embodiment of the present invention. As shown in fig. 1 and 2, the crankshaft vibration damping de-coupling pulley assembly for transmitting torque between the pulley 30 and the spindle 70 comprises: a mandrel 70, wherein the left end of the mandrel 70 is provided with a boss and a groove which are formed outwards in the radial direction; the left end of the belt wheel 30 is provided with a groove and a boss which are formed in the radial direction, the boss of the mandrel 70 and the groove of the belt wheel are correspondingly combined together to form a rotating space with a certain angle, the rotating space is a working space, and when the relative rotating angle between the belt wheel 30 and the mandrel 70 exceeds the working space, namely an overload protection angle alpha is reached, the belt wheel 30 and the mandrel 70 directly transmit torque to form overload protection; a bearing 60, wherein the bearing 60 is a ball bearing and is positioned between the mandrel 70 and the belt wheel 30 to play a supporting role; the decoupler 50 is positioned in an accommodating space formed by the mandrel 70 and the belt wheel 30 and combined with a groove of the mandrel 70 and a groove of the belt wheel 30, an inner hanging foot of the first vortex spring 502 and the second vortex spring 507 is connected with the mandrel 70, an outer hanging foot of the first vortex spring 502 and the second vortex spring 507 is connected with the belt wheel 30, and the decoupler 50 stores and releases deformation energy through the first vortex spring 502 and the second vortex spring 507 along with the fluctuation of the rotating speed of the crankshaft 1; the first spring damping strip 505 and the second spring damping strip 510 are respectively positioned between the scroll ring layers of the first scroll spring 502 and the second scroll spring 507, so that damping energy absorption is realized, and the purpose of reducing the fluctuation of the rotating speed is achieved; left shim 501 acts to isolate bearing 60 from first scroll spring 502, and middle shim 506 acts to isolate first scroll spring 502 from second scroll spring 507; the first spring limiting block 503 limits the external hanging angle of the first scroll spring 502 in the radial direction, and the second spring limiting block 508 limits the internal hanging leg of the first scroll spring 502 in the radial direction; damping connection ring 801 is located between the coils of first scroll spring 502; the end cover 20, the end cover 20 is pressed with the inner wall of the belt wheel 30; the sealing ring 40, the sealing ring 40 and end cap 20 make up an organic whole, laminate with the outer wall of the central spindle 70; the dowel pin 2 connects the crankshaft 1 and the torsional damper 10.

As can be seen from the above, the crankshaft vibration damping decoupling pulley assembly in the present embodiment is composed of the end cover 20, the pulley 30, the seal ring 40, the decoupler 50, the bearing 60, and the mandrel 70.

The torque transmission path of the crankshaft damping decoupling pulley assembly is shown in FIG. 2.

As shown in fig. 3, the crankshaft damper de-coupling pulley assembly further comprises an integral torsional damper 10, the torsional damper 10 being a unitary component in its entirety, the intermediate gap 103 being formed by machining (but not limited to machining), functionally consisting of three parts: the inertia ring 101, the spring 102 and the hub 104 achieve the effects of adjusting the torsional vibration frequency of a crankshaft system and reducing the torsional amplitude value by matching and optimizing the rotational inertia of the inertia ring 101 and the rigidity of the spring 102.

As shown in fig. 4, the crankshaft vibration damping decoupling pulley assembly further includes a damping member 80, and the damping member gap 802 and the damping member rib 803 of the damping member 80 are respectively press-fitted with the gap 102 and the rib 103 of the torsional vibration damper, so as to achieve the purpose of vibration absorption and vibration reduction.

As shown in fig. 5, a view of the damper 80 assembled with the torsional vibration damper 10.

In one embodiment, torsional damper 10 can be used alone, with only one end of torsional damper 10 being connected to the crankshaft for crankshaft protection.

In a specific implementation, as shown in fig. 6, the torsional vibration damper 10 can also work in combination with the rigid pulley 5, the rigid pulley 5 not having a decoupling function with respect to the crankshaft vibration damping decoupling pulley assembly described above. The connection relationship between the torsional vibration damper 10 and the rigid pulley 5 is as follows: the left end of the torsional vibration damper 10 is connected with the rigid belt pulley 5 through a fixing screw 4, and the right end of the torsional vibration damper is connected with the crankshaft 1 through a vibration damper fixing screw 3, so that the crankshaft is protected.

Compared with the prior art, the crankshaft vibration damping decoupling belt pulley assembly provided by the utility model has the advantages that the crankshaft decoupling belt pulley can reduce the rotation speed fluctuation of a front-end gear train, reduce NVH (noise, vibration and harshness), prolong the service life of each part of the gear train and increase the reliability of an engine; the torsional vibration damper has simple structure, low cost, no maintenance for the whole life, stable work of the crankshaft torsional vibration shafting and reliable performance.

The above are all preferred embodiments of the present invention, and the protection scope of the present invention is not limited thereby, so: all equivalent changes made according to the structure, shape and principle of the utility model are covered by the protection scope of the utility model.

Claims (9)

1. A crankshaft vibration damping decoupling belt pulley assembly is a combination of a crankshaft torsional vibration damper of an internal combustion engine and a crankshaft decoupling belt pulley of a front-end gear train, is used for transmitting torque between a belt pulley and a transmission shaft, and is characterized by comprising: the belt wheel is connected and matched with the mandrel to form an accommodating space; the bearing is positioned between the mandrel and the belt wheel and used for supporting the mandrel and the belt wheel; the decoupler is positioned in an accommodating space formed by the mandrel and the belt wheel; the right end of the mandrel is connected with the crankshaft, the periphery of the mandrel is connected with the bearing and the decoupler, and the inner periphery of the belt wheel is connected with the bearing and the decoupler; a torsional vibration damper located between the de-coupling pulley and the crankshaft.

2. The crankshaft damping de-coupling pulley assembly of claim 1 wherein said mandrel has at least one radially outwardly formed boss and recess at a left end thereof.

3. The crankshaft vibration damping decoupling pulley assembly of claim 2 wherein the pulley left end has at least one radially inward recess and boss, the recess of the pulley and the boss of the spindle correspond together to form a rotation space, the rotation space is a working space, and when the relative rotation angle of the pulley and the spindle exceeds the working space, the pulley and the spindle directly transmit torque to form overload protection.

4. The crankshaft vibration damping decoupling pulley assembly of claim 1 wherein said bearings are ball bearings.

5. The crankshaft vibration damping de-coupling pulley assembly of claim 1 wherein the decoupler engages the boss of the spindle and the groove of the pulley.

6. The crankshaft damping decoupling pulley assembly of claim 1 further comprising an end cap having an inner wall engaged with the decoupler and located between the spindle and the pulley and forming a relatively enclosed receiving space with the spindle and the pulley.

7. The crankshaft vibration damping decoupling pulley assembly of claim 1 further comprising a seal ring, wherein the seal ring is integrated with the end cap and combined with the outer wall of the mandrel to seal the decoupler.

8. The crankshaft damping decoupling pulley assembly of claim 1 wherein the torsional damper is connected to the decoupling pulley at one end and to the crankshaft at the other end.

9. The crankshaft vibration damping decoupling pulley assembly of claim 8 wherein said torsional vibration damper is unitary, the outer race is an inertia ring, the middle race is a gap, the inner race is connected to the crankshaft and the core shaft of the decoupling pulley, and the size and number of said gaps are adapted to the stiffness of the torsional vibration system.

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