CN219176874U

CN219176874U - Front-end shock absorber of engine

Info

Publication number: CN219176874U
Application number: CN202223169947.4U
Authority: CN
Inventors: 张泰�; 吕少松; 陈冰; 陈力宇
Original assignee: Ningbo Hongxie Corp ltd
Current assignee: Ningbo Hongxie Corp ltd
Priority date: 2022-11-28
Filing date: 2022-11-28
Publication date: 2023-06-13
Anticipated expiration: 2032-11-28

Abstract

The utility model relates to the technical field of automobile accessories, and provides an engine front-end shock absorber, which comprises: the belt pulley, flange, adapter sleeve and elastic component, the elastic component sets up between flange and belt pulley, and the adapter sleeve is connected on the belt pulley, and the tip of adapter sleeve is connected on the flange. Compared with the prior art, the utility model has the advantages that the connecting sleeve for connecting the crankshaft of the engine is arranged in the rotating wheel, the flange is connected at the end part of the connecting sleeve, the elastic piece is arranged between the flange and the belt pulley, when the positive and negative stirring of the engine occurs and the rotating speed of the crankshaft is driven to change sharply, the crankshaft drives the flange to rotate relative to the belt pulley through the connecting sleeve, the elastic piece is pushed to be compressed in the belt pulley by the pushing block when the flange rotates, so that the stirring of the rotating speed transmitted to the belt pulley by the crankshaft is counteracted, and finally, abnormal sound between the belt pulley and the belt is prevented under the condition that the stirring of the rotating speed occurs to the belt pulley.

Description

Front-end shock absorber of engine

Technical Field

The utility model relates to the technical field of automobile accessories, in particular to an engine front-end shock absorber.

Background

In a light hybrid electric vehicle, a starting working mode of the vehicle is driven by a direct current motor, when the vehicle reaches a certain speed, the ignition of an engine is changed into an engine driving mode, the driving motor mode is changed into a generator to charge a battery, or the driving motor and the engine are driven to work together in a climbing and large-resistance state, the instantaneous impact of the mutual conversion process of the working modes is large, the tension of a belt is changed greatly, the front end shaft of the engine and the belt are impacted greatly, the service lives of parts are reduced, the working states of various mechanisms are also changed, and the belt slips and shakes with large noise.

Disclosure of Invention

The utility model aims to solve the technical problem of providing an engine front end shock absorber aiming at the current state of the art.

The technical scheme adopted for solving the technical problems is as follows: an engine front end shock absorber is proposed comprising: the belt pulley is internally provided with an accommodating cavity;

the flange is movably arranged in the accommodating cavity, and the outer side wall of the flange symmetrically extends outwards to form a pushing block;

the connecting sleeve is connected to the belt pulley, one end of the connecting sleeve penetrates through the middle position of the belt pulley and is connected to the middle position of the flange, and the other end of the connecting sleeve is used for being connected with a crankshaft of an engine;

the elastic piece is arranged in the accommodating cavity, the inner side wall of the belt pulley extends to the accommodating cavity to form a blocking block, and two ends of the elastic piece are respectively movably abutted to the pushing block and the blocking block.

In the front end shock absorber of the engine, the elastic piece is an arc spring.

The front end shock absorber of the engine further comprises a cover plate, an opening communicated with the accommodating cavity is formed in one end, away from the connecting sleeve, of the belt pulley, and the cover plate penetrates through the opening and is clamped in the accommodating cavity.

In the front end shock absorber of the engine, the outer side wall of the connecting sleeve extends outwards to form the abutting part, and a friction washer is arranged between the abutting part and the belt pulley.

In the front end shock absorber of the engine, the flange is provided with the bolt through hole, the end part of the connecting sleeve is provided with the threaded hole, and the bolt penetrates through the bolt through hole and is connected in the threaded hole.

In the front end shock absorber of the engine, a through hole for exposing the upper end face of the flange outside the belt pulley is formed in the middle of the cover plate, and a dustproof cushion block is clamped at the edge of the through hole.

Compared with the prior art, the utility model has the advantages that the connecting sleeve for connecting the crankshaft of the engine is arranged in the rotating wheel, the flange is connected at the end part of the connecting sleeve, the elastic piece is arranged between the flange and the belt pulley, when the positive and negative stirring of the engine occurs and the rotating speed of the crankshaft is driven to change sharply, the crankshaft drives the flange to rotate relative to the belt pulley through the connecting sleeve, the elastic piece is pushed to be compressed in the belt pulley by the pushing block when the flange rotates, so that the stirring of the rotating speed transmitted to the belt pulley by the crankshaft is counteracted, and finally, abnormal sound between the belt pulley and the belt is prevented from occurring under the condition that the stirring of the rotating speed occurs to the belt pulley 1.

Drawings

FIG. 1 is a plan view of the present application;

FIG. 2 is a cross-sectional view taken along the direction A-A in FIG. 1;

FIG. 3 is a perspective view of FIG. 1 with the cover plate and dust pad removed;

fig. 4 is a perspective view of fig. 3 with the flange removed.

In the figure, 1, a belt pulley; 2. a receiving chamber; 3. a flange; 4. a pushing block; 5. connecting sleeves; 6. an elastic member; 7. a cover plate; 8. a blocking piece; 9. an abutting portion; 10. a friction washer; 11. bolt through holes; 12. a threaded hole; 13. and a dustproof cushion block.

Detailed Description

The following are specific embodiments of the present utility model and the technical solutions of the present utility model will be further described with reference to the accompanying drawings, but the present utility model is not limited to these embodiments.

As shown in fig. 1 to 4, an engine front end damper of the present utility model includes: the belt pulley 1, there is a holding cavity 2 in the belt pulley 1; the flange 3 is movably arranged in the accommodating cavity 2, and the outer side wall of the flange 3 symmetrically extends outwards to form a pushing block 4; the connecting sleeve 5 is connected to the belt pulley 1, one end of the connecting sleeve 5 penetrates through the middle position of the belt pulley 1 and is connected to the middle position of the flange 3, and the other end of the connecting sleeve 5 is used for being connected with a crankshaft of an engine; the elastic piece 6 is arranged in the accommodating cavity 2, the inner side wall of the belt pulley 1 extends to the accommodating cavity 2 to form a blocking block 8, and two ends of the elastic piece 6 are respectively movably abutted against the pushing block 4 and the blocking block 8.

During operation, under normal conditions, the engine crankshaft drives the belt pulley 1 to rotate through the connecting sleeve 5, at the moment, the flange 3 and the belt pulley 1 do not rotate relatively, when positive and negative stirring of the engine occurs to drive the crankshaft to change rapidly, the rotating speed of the engine crankshaft is not matched with the rotating speed of the belt pulley 1, the crankshaft drives the flange 3 to rotate relative to the belt pulley 1 through the connecting sleeve 5, the elastic piece 6 is pushed by the pushing block 4 when the flange 3 rotates, as two ends of the elastic piece 6 are respectively propped against the blocking block 8 and the pushing block 4, the flange 3 can drive the elastic piece 6 to compress when rotating relative to the belt pulley 1, and further, the rotating speed stirring of the crankshaft is counteracted, and after the rotating speed of the engine is stable again due to the buffering effect of the elastic piece 6, the rotating speed of the engine crankshaft is synchronized with the rotating speed of the belt pulley 1 again, abnormal sound between the belt pulley 1 and the belt is finally prevented due to the fact that the belt pulley 1 is stirred due to the rotating speed, and preferably, the elastic piece 6 is an arc spring.

Further, this scheme still includes apron 7, and the one end that adapter sleeve 5 was kept away from to belt pulley 1 is provided with the opening that communicates with holding chamber 2, and apron 7 passes the opening and joint is in holding chamber 2.

When the shock absorber is installed, the flange 3 is placed in the accommodating cavity 2, then the connecting sleeve 5 penetrates through the belt pulley 1 and is fixed on the flange 3, after the connecting sleeve 5 and the flange 3 are installed, the elastic piece 6 is placed in the accommodating cavity 2, and finally the cover plate 7 is fastened on the belt pulley 1, and the cover plate 7 is arranged to facilitate the disassembly and assembly of the shock absorber inner structure.

Further, the outer side wall of the connecting sleeve 5 extends outwards to form an abutting part 9, and a friction washer 10 is arranged between the abutting part 9 and the belt pulley 1.

Under normal state, the connecting sleeve 5 drives the belt pulley 1 to rotate through the friction washer 10, and when the friction washer 10 is arranged, the connecting sleeve 5 and the belt pulley 1 can be prevented from being worn when being in direct contact with each other, and the service life of the whole front-end shock absorber is further prolonged.

Further, be provided with bolt via hole 11 on the flange 3, the tip of adapter sleeve 5 is provided with screw hole 12, and the bolt passes bolt via hole 11 and connects at screw hole 12, and screw hole 12 and the setting of bolt via hole 11 can make things convenient for the installation between adapter sleeve 5 and the flange 3 more.

Further, a through hole for exposing the upper end face of the flange 3 outside the belt pulley 1 is formed in the middle of the cover plate 7, and a dustproof cushion block 13 is clamped at the edge of the through hole.

The through hole that sets up on the apron 7 is used for exposing the up end of flange 3 outside belt pulley 1, is convenient for be connected between the other end of flange 3 and the other devices on the car, and dustproof cushion 13 is used for playing dirt-proof effect to the activity of flange 3 in belt pulley 1.

It should be noted that all directional indicators (such as up, down, left, right, front, and rear … …) in the embodiments of the present utility model are merely used to explain the relative positional relationship, movement, etc. between the components in a particular posture (as shown in the drawings), and if the particular posture is changed, the directional indicator is changed accordingly.

Furthermore, descriptions such as those referred to herein as "first," "second," "a," and the like are provided for descriptive purposes only and are not to be construed as indicating or implying a relative importance or an implicit indication of the number of features being indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present utility model, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.

In the present utility model, unless specifically stated and limited otherwise, the terms "connected," "affixed," and the like are to be construed broadly, and for example, "affixed" may be a fixed connection, a removable connection, or an integral body; can be mechanically or electrically connected; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art according to the specific circumstances.

In addition, the technical solutions of the embodiments of the present utility model may be combined with each other, but it is necessary to be based on the fact that those skilled in the art can implement the technical solutions, and when the technical solutions are contradictory or cannot be implemented, the combination of the technical solutions should be considered as not existing, and not falling within the scope of protection claimed by the present utility model.

The specific embodiments described herein are offered by way of example only to illustrate the spirit of the utility model. Those skilled in the art may make various modifications or additions to the described embodiments or substitutions thereof without departing from the scope of the utility model as defined in the accompanying claims.

Claims

1. An engine front end shock absorber, comprising:

the belt pulley is internally provided with an accommodating cavity;

2. An engine front end shock absorber according to claim 1, wherein said elastic member is an arcuate spring.

3. An engine front end shock absorber according to claim 1, further comprising a cover plate, wherein an opening communicating with the accommodating chamber is provided at an end of the pulley remote from the connecting sleeve, and the cover plate passes through the opening and is engaged in the accommodating chamber.

4. An engine front end damper according to claim 1, wherein the outer side wall of the connection sleeve extends outwardly to form an abutment, and a friction washer is provided between the abutment and the pulley.

5. An engine front end shock absorber according to claim 1, wherein the flange is provided with a bolt through hole, the end of the connecting sleeve is provided with a threaded hole, and a bolt passes through the bolt through hole and is connected in the threaded hole.

6. An engine front end shock absorber according to claim 3, wherein a through hole for exposing the upper end face of the flange to the outside of the belt pulley is formed in the middle of the cover plate, and a dustproof cushion block is clamped at the edge of the through hole.