CN221033802U - Shock-absorbing automobile flywheel structure - Google Patents
Shock-absorbing automobile flywheel structure Download PDFInfo
- Publication number
- CN221033802U CN221033802U CN202323195512.1U CN202323195512U CN221033802U CN 221033802 U CN221033802 U CN 221033802U CN 202323195512 U CN202323195512 U CN 202323195512U CN 221033802 U CN221033802 U CN 221033802U
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- Prior art keywords
- shock
- transmission gear
- flywheel
- gear sleeve
- absorbing
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- 230000005540 biological transmission Effects 0.000 claims abstract description 57
- 230000017525 heat dissipation Effects 0.000 claims abstract description 11
- 238000000034 method Methods 0.000 claims abstract description 4
- 238000013016 damping Methods 0.000 claims description 16
- 230000035939 shock Effects 0.000 claims description 8
- 238000010276 construction Methods 0.000 claims 1
- 238000012423 maintenance Methods 0.000 abstract description 3
- 230000000149 penetrating effect Effects 0.000 abstract description 3
- 230000000694 effects Effects 0.000 description 7
- 230000001939 inductive effect Effects 0.000 description 5
- 230000001965 increasing effect Effects 0.000 description 4
- 239000006096 absorbing agent Substances 0.000 description 3
- 238000001914 filtration Methods 0.000 description 3
- 238000009434 installation Methods 0.000 description 2
- 238000010521 absorption reaction Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
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Abstract
The utility model discloses a shock-absorbing automobile flywheel structure, which relates to the technical field of automobile spare and accessory parts and comprises a flywheel core body, wherein a transmission gear sleeve is detachably fixed on the outer side of the flywheel core body, a shock-absorbing layer is fixedly assembled between the flywheel core body and the transmission gear sleeve, a plurality of evenly distributed heat dissipation holes are formed in the front side and the rear side of the transmission gear sleeve in a penetrating manner, air guide blades are arranged between every two adjacent heat dissipation holes, the air guide blades and the transmission gear sleeve are integrally formed, and the air guide blades are positioned on any side of the front side and the rear side of the transmission gear sleeve. According to the utility model, through arranging the heat dissipation holes, when the transmission gear sleeve and the mechanical gear are meshed for transmission, heat generated by transmission can be uniformly dissipated through the heat dissipation holes, and then the induced air blades are additionally arranged, when the transmission gear sleeve rotates at a high speed, the rotating induced air blades can guide surrounding air to the heat dissipation holes, so that the heat dissipation efficiency is further improved, the induced air blades and the transmission gear sleeve are integrally formed, maintenance is not needed in the use process, and the durability and the reliability are stronger.
Description
Technical Field
The utility model belongs to the field of automobile spare and accessory parts, and particularly relates to a shock-absorbing automobile flywheel structure.
Background
The damping automobile flywheel is one specially designed engine flywheel and aims at reducing the vibration and impact of engine. It is usually composed of two superimposed flywheels, between which a damping function is provided by mounting a spring or rubber pad or the like. These shock absorbing elements absorb and reduce the vibration and impact forces of the engine, thereby reducing vibration and noise of the engine and the driveline.
In the prior art, a publication number is CN 217207544U, and the utility model is named as a damping automobile flywheel, which mainly generates air flow through a heat dissipation component to dissipate heat, and the heat dissipation component drives a mounting rod to rotate through a rotating sleeve to generate air flow.
Therefore, in view of the shortcomings of the practical manufacturing and implementation of the scheme, the utility model is modified and improved, and the shock-absorbing automobile flywheel structure is specially provided for solving the problems by the assistance of professional knowledge and experience and the creation of the utility model after multi-party skillful and experimental.
Disclosure of utility model
The utility model provides a damping type automobile flywheel structure, which solves the problems in the prior art.
The technical scheme of the utility model is realized as follows:
A damping type automobile flywheel structure comprises a flywheel core body, wherein a transmission gear sleeve is detachably fixed on the outer side of the flywheel core body, a damping layer is fixedly assembled between the flywheel core body and the transmission gear sleeve, and the damping layer is a damping rubber pad; the front side and the rear side of the transmission gear sleeve are penetrated and provided with a plurality of evenly distributed radiating holes, air guiding blades are arranged between every two adjacent radiating holes, and the air guiding blades are positioned on any side of the front side and the rear side of the transmission gear sleeve.
By adopting the scheme, through setting up the louvre, when transmission tooth cover and mechanical gear meshing transmission, the heat that the transmission produced can evenly dispel the heat through the louvre, in order to further promote the radiating effect, through increasing induced air blade, the transmission tooth cover is when high-speed rotation, and pivoted induced air blade can be with the air drainage to louvre department around to promote the mobility of air in the louvre, further improved radiating efficiency.
As a preferred implementation mode of the shock-absorbing automobile flywheel structure, flares are further formed at the periphery of openings at two ends of the radiating hole.
By adopting the scheme, the air inlet efficiency and the air outlet efficiency of the radiating holes can be increased by additionally arranging the flaring, and the circulation efficiency of the air flow in the radiating holes can be improved.
As a preferred implementation mode of the shock-absorbing automobile flywheel structure, the height of one end of the induced draft blade, which is close to the meshing teeth of the transmission gear sleeve, is lower than that of one end of the induced draft blade, which is far away from the meshing teeth of the transmission gear sleeve.
By adopting the scheme, the air inducing blades are arranged to be low outside and high inside, so that air drainage is easier to realize, and air flow is promoted to flow to the radiating holes.
As a preferred implementation mode of the shock-absorbing automobile flywheel structure, at least one connecting rib is fixedly connected to the inner side wall of the transmission gear sleeve, countersunk connecting grooves with the same number as the connecting ribs are fixedly connected to the outer side wall of the flywheel core body, and the connecting ribs can be assembled in the countersunk connecting grooves.
By adopting the scheme, when the transmission gear sleeve is assembled with the flywheel core body, the limit of the transmission gear sleeve can be realized by assembling the connecting ribs in the countersunk head connecting grooves.
As a preferred implementation mode of the shock-absorbing automobile flywheel structure, the connecting ribs are provided with connecting holes, the countersunk head connecting grooves are internally provided with adjustable countersunk head grooves, and the connecting holes can be matched with the adjustable countersunk head grooves.
By adopting the scheme, when the transmission gear sleeve is assembled with the flywheel core body, the bolt is arranged in the adjustable countersunk head groove and penetrates through the connecting hole, and then the bolt is matched with the nut, so that the fixation of the transmission gear sleeve can be realized; the bolts can be placed in the adjustable countersunk grooves in an adjustable mode, and flexibility of installation can be greatly improved.
As a preferred implementation mode of the shock-absorbing automobile flywheel structure, one side of the shock-absorbing layer is provided with at least one limiting protrusion, the outer side wall of the flywheel core body is provided with limiting grooves with the same number as that of the limiting protrusions, and the limiting protrusions can be assembled in the limiting grooves.
By adopting the scheme, when the damping layer is assembled with the flywheel core body, the limiting protrusion is assembled in the limiting groove, so that the limiting of the damping layer can be realized, and the stability and the reliability of the damping layer after being clamped can be better.
As a preferred implementation mode of the damping type automobile flywheel structure, a buffer cavity is further formed in the limiting groove, and two ends of the buffer cavity are communicated with the outside.
By adopting the scheme, the damping layer can further buffer vibration to the outside through the buffer cavity when filtering the vibration sense from the transmission tooth sleeve, and further improves the filtering effect of vibration.
As a preferred implementation mode of the shock-absorbing automobile flywheel structure, a central shaft hole is formed in the center of the flywheel core body, and a key slot is further formed in the side wall of the central shaft hole.
By adopting the scheme, the central shaft hole is assembled on the central shaft of the driving flywheel, and the central shaft hole can be limited through the key groove, so that the subsequent installation and positioning are convenient.
As a preferred implementation mode of the shock-absorbing automobile flywheel structure, a plurality of evenly distributed positioning holes are formed in the flywheel core body, and the positioning holes are located at the periphery of the central shaft hole.
By adopting the scheme, the flywheel core body can be integrally fixed on the central shaft of the driving flywheel by arranging the screw in the positioning hole.
As a preferred implementation mode of the shock-absorbing automobile flywheel structure, the induced draft blade and the transmission gear sleeve are integrally formed.
By adopting the scheme, the air inducing blade and the transmission gear sleeve are integrally formed through the die, the processing is more convenient, the connecting effect of the air inducing blade is better, maintenance is not needed in the use process, the durability and the reliability are stronger, and the service life is longer.
After the technical scheme is adopted, the utility model has the beneficial effects that:
1. Through setting up the louvre, when transmission tooth cover and mechanical gear meshing transmission, the heat that the transmission produced can evenly dispel the heat through the louvre, in order to further promote the radiating effect, through increasing induced air blade, the transmission tooth cover is when high-speed rotation, and pivoted induced air blade can be with the air drainage to louvre department around to promote the mobility of air in the louvre, further improved radiating efficiency.
2. The buffer layer can further cushion vibrations through the buffer chamber when filtering the shock sense that comes from the transmission tooth cover, further promotes the filter effect of vibrations.
3. The air inducing blade and the transmission gear sleeve are integrally formed through the die, the processing is more convenient, the connecting effect of the air inducing blade is better, maintenance is not needed in the using process, the durability and the reliability are stronger, and the service life is longer.
Drawings
In order to more clearly illustrate the embodiments of the utility model or the technical solutions of the prior art, the drawings which are used in the description of the embodiments or the prior art will be briefly described, it being obvious that the drawings in the description below are only some embodiments of the utility model, and that other drawings can be obtained according to these drawings without inventive faculty for a person skilled in the art.
FIG. 1 is a first perspective view of the present utility model;
FIG. 2 is a second perspective view of the present utility model;
FIG. 3 is a three-dimensional block diagram of the present utility model;
FIG. 4 is a first perspective view of the flywheel core of FIG. 1;
FIG. 5 is a second perspective view of the flywheel core of FIG. 1;
FIG. 6 is a first perspective view of the drive sleeve of FIG. 1;
FIG. 7 is a second perspective view of the drive sleeve of FIG. 1;
FIG. 8 is a perspective view of the shock absorber layer of FIG. 1;
FIG. 9 is a schematic illustration of the present utility model installed in this drive direction;
In the figure: 1-flywheel core; 2-a transmission gear sleeve; 3-a shock absorption layer; 4-heat dissipation holes; 5-induced air blades; 6, connecting ribs; 7-countersunk head connecting grooves; 8-connecting holes; 9-an adjustable countersunk head groove; 10-limiting protrusions; 11-limit grooves; 12-a buffer chamber; 13-a central shaft hole; 14-positioning holes.
Detailed Description
The following description of the embodiments of the present utility model will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present utility model, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.
As shown in fig. 1 to 5, a shock-absorbing automobile flywheel structure comprises a flywheel core body 1, wherein a transmission gear sleeve 2 is detachably fixed on the outer side of the flywheel core body 1, a shock-absorbing layer 3 is fixedly assembled between the flywheel core body 1 and the transmission gear sleeve 2, and the shock-absorbing layer 3 is a shock-absorbing rubber pad; thirty-six evenly distributed radiating holes 4 are formed in the front side surface and the rear side surface of the transmission gear sleeve 2 in a penetrating mode, air guiding blades 5 are arranged between every two adjacent radiating holes 4, and the air guiding blades 5 are located on any side of the front side and the rear side of the transmission gear sleeve 2.
As shown in fig. 4 to 5, flares are further formed around the openings at both ends of the heat dissipation holes 4.
As shown in fig. 4, the height of the wind-guiding vane 5 near the tooth end of the transmission gear sleeve 2 is lower than the height of the wind-guiding vane far from the tooth end of the transmission gear sleeve 2.
As shown in fig. 4 to 7, four connecting ribs 6 are fixedly connected to the inner side wall of the transmission gear sleeve 2, countersunk connecting grooves 7 equal to the connecting ribs 6 in number are fixedly connected to the outer side wall of the flywheel core body 1, and the connecting ribs 6 can be assembled in the countersunk connecting grooves 7.
As shown in fig. 4 to 7, the connecting rib 6 is provided with a connecting hole 8, the countersunk head connecting groove 7 is internally provided with an adjustable countersunk head groove 9, and the connecting hole 8 can be matched with the adjustable countersunk head groove 9.
As shown in fig. 8, three limiting protrusions 10 are disposed on one side of the shock absorbing layer 3, and limiting grooves 11 equal to the limiting protrusions 10 in number are formed in the outer side wall of the flywheel core 1, wherein the limiting protrusions 10 can be assembled in the limiting grooves 11.
As shown in fig. 8, a buffer cavity 12 is further formed in the limiting groove 11, and two ends of the buffer cavity 12 are respectively communicated with the outside.
As shown in fig. 6 to 7, a central shaft hole 13 is formed in the center of the flywheel core 1, and a key slot is formed in the side wall of the central shaft hole 13.
As shown in fig. 6 to 7, six evenly distributed positioning holes 14 are further formed in the flywheel core 1, and the positioning holes 14 are located around the central shaft hole 13.
As shown in fig. 1 to 4, the wind-guiding blades 5 and the transmission gear sleeve 2 are integrally formed.
The working principle of the utility model is as follows:
When the shock absorber 3 is assembled with the flywheel core 1, and the limit protrusion 10 is assembled in the limit groove 11, so that the limit of the shock absorber 3 can be realized. Then assemble transmission tooth cover 2 and flywheel core 1, buffer layer 3 centre gripping is in transmission tooth cover 2 and flywheel core 1 between, and when transmission tooth cover 2 and flywheel core 1 were assembled, through assembling connecting rib 6 in countersunk head spread groove 7, can realize spacing of transmission tooth cover 2, then through placing the bolt in countersunk head groove 9 and penetrating through connecting hole 8, with bolt and nut cooperation again, can realize the fixed of transmission tooth cover 2. Finally, the central shaft hole 13 is assembled on the central shaft of the driving flywheel (see fig. 9), the flywheel can be limited by a key slot, and the flywheel core 1 can be integrally fixed on the central shaft of the driving flywheel by arranging a screw in the positioning hole 14.
When using, transmission tooth cover 2 and mechanical gear meshing transmission, the heat that the transmission produced can evenly dispel the heat through louvre 4, in order to further promote the radiating effect, through increasing induced air blade 5, when transmission tooth cover 2 is rotatory at a high speed, pivoted induced air blade 5 can be with the air drainage to louvre 4 department around to promote the mobility of air in louvre 4, can promote the circulation efficiency of air current in louvre 4, further improved radiating efficiency.
The foregoing description of the preferred embodiments of the utility model is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the utility model.
Claims (10)
1. The damping type automobile flywheel structure comprises a flywheel core body (1), wherein a transmission gear sleeve (2) is detachably fixed on the outer side of the flywheel core body (1), and a damping layer (3) is fixedly assembled between the flywheel core body (1) and the transmission gear sleeve (2);
The method is characterized in that: the front side and the rear side of the transmission gear sleeve (2) are penetrated and provided with a plurality of evenly distributed heat dissipation holes (4), an induced air blade (5) is arranged between every two adjacent heat dissipation holes (4), and the induced air blade (5) is positioned on any side of the front side and the rear side of the transmission gear sleeve (2).
2. The shock-absorbing automobile flywheel structure according to claim 1, wherein flares are further formed around openings at two ends of the radiating holes (4).
3. The damping automobile flywheel structure according to claim 1, wherein the height of the wind guiding blade (5) near the end of the gear tooth sleeve (2) is lower than the height of the wind guiding blade far away from the end of the gear tooth sleeve (2).
4. The shock-absorbing automobile flywheel structure according to claim 1, wherein at least one connecting rib (6) is fixedly connected to the inner side wall of the transmission gear sleeve (2), countersunk connecting grooves (7) with the same number as the connecting ribs (6) are fixedly connected to the outer side wall of the flywheel core (1), and the connecting ribs (6) can be assembled in the countersunk connecting grooves (7).
5. The shock-absorbing automobile flywheel structure according to claim 4, wherein the connecting ribs (6) are provided with connecting holes (8), the countersunk head connecting grooves (7) are internally provided with adjustable countersunk head grooves (9), and the connecting holes (8) can be matched with the adjustable countersunk head grooves (9).
6. The shock-absorbing automobile flywheel structure according to claim 1, wherein at least one limiting protrusion (10) is arranged on one side of the shock-absorbing layer (3), limiting grooves (11) equal to the limiting protrusions (10) in number are formed in the outer side wall of the flywheel core body (1), and the limiting protrusions (10) can be assembled in the limiting grooves (11).
7. The shock-absorbing automobile flywheel structure according to claim 6, wherein a buffer cavity (12) is further formed in the limiting groove (11), and two ends of the buffer cavity (12) are respectively communicated with the outside.
8. The shock-absorbing automobile flywheel structure according to claim 1, wherein a central shaft hole (13) is formed in the center of the flywheel core body (1), and a key slot is formed in the side wall of the central shaft hole (13).
9. The shock-absorbing automobile flywheel structure according to claim 8, wherein the flywheel core (1) is further provided with a plurality of evenly distributed positioning holes (14), and the positioning holes (14) are positioned at the periphery of the central shaft hole (13).
10. A shock absorbing automotive flywheel construction according to any one of claims 1-9, characterized in that the wind-guiding blades (5) are integrally formed with the drive gear sleeve (2).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202323195512.1U CN221033802U (en) | 2023-11-27 | 2023-11-27 | Shock-absorbing automobile flywheel structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202323195512.1U CN221033802U (en) | 2023-11-27 | 2023-11-27 | Shock-absorbing automobile flywheel structure |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN221033802U true CN221033802U (en) | 2024-05-28 |
Family
ID=91183255
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202323195512.1U Active CN221033802U (en) | 2023-11-27 | 2023-11-27 | Shock-absorbing automobile flywheel structure |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN221033802U (en) |
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2023
- 2023-11-27 CN CN202323195512.1U patent/CN221033802U/en active Active
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| GR01 | Patent grant |