KR20070003346A - Endurance wear sensing damper pulley - Google Patents

Abstract

An endurance wear sensing damper pulley is provided to prevent damage of an engine by transmitting power to a belt irrespective of separation or hardening of a damping rubber. A damping rubber is formed with a first damping rubber(341) and a second damping rubber(342). A first damping rubber reception part is formed on one side of an inner circumference of a ring(35). A first provisional coupling tap is formed at a center of the inner circumference of the ring. A second damping reception part is formed on one side of an outer circumference of a hub(32). A second provisional coupling tap is formed at a center of the outer circumference of the hub. The provisional coupling taps are coupled with a damping pulley assembly when the damping rubbers are separated from the damping pulley assembly.

Description

Endurance wear sensing damper pulley}

1 is a perspective view showing a damper pulley installed in an engine block;

2A is a front perspective view of a conventional damper pulley;

FIG. 2B is a rear perspective view of the damper pulley of FIG. 2A; FIG.

3 is an exploded perspective view of the damper pulley of FIG. 2;

4 is a perspective view of a damper pulley as one embodiment of the present invention;

5 is a-a cross-sectional view showing the principle of the endurance life detection of the damper pulley of FIG.

FIG. 6 is a cross-sectional view showing the meshing state of the pulley and the belt before and after abrasion of the damper pulley rubber of FIG. 5; FIG. And,

FIG. 7 is a view schematically illustrating a state in which a pulley and a belt are engaged before and after wear of the damper pulley rubber of FIG. 6.

<Explanation of symbols for main parts of the drawings>

1: engine block 2, 3: damper pulley

21, 31: crankshaft connection 22, 32: hub

24, 341, 342: Damping rubber 25, 35: Ring (belt fastening part)

321, 351: pre-tightening tab 352: belt sprocket

4: belt

According to the present invention, even when the damper rubber of the damper pulley is worn, the power of the crankshaft is transmitted to the damper pulley, and at the same time, the noise is generated, thereby informing the driver of the damage of the damper rubber, and at the same time, temporarily transmitting rotational power to the accessory belt. Endurance Life Detection Damper Pulley.

The engine's power is not only used to turn the wheels, but also power the water pump, power steering and air conditioners. This transmission of power is made by a belt power transmission method in which a damper pulley connected to a crankshaft is connected to a water belt pulley, a power steering pulley, an alternator pulley, an air conditioner pulley, and an accessory belt.

Fly wheels are used to reduce the circumferential angular velocity variation of the crankshaft due to the order and difference of the explosive force in the engine.In addition, a double structure in which a rubber is inserted into the damper pulley is used to reduce the angular velocity variation. It is common to apply.

1 is a perspective view illustrating a damper pulley installed in an engine block, FIG. 2A is a front perspective view of a conventional damper pulley, FIG. 2B is a rear perspective view of the damper pulley of FIG. 2A, and FIG. 3 is an exploded perspective view of the damper pulley of FIG. 2.

Referring to FIG. 1, the damper pulley is generally mounted in direct connection with a crankshaft (not shown) at the side of the engine block 1, and thus rotates 1: 1 with the crankshaft to transfer power generated by the engine to the belt 4. Pass through to another pulley. The engine generates more torque as each cylinder explodes and thus rotates at a greater angular velocity. Therefore, the damper pulley 2 directly driven with the crankshaft also has a variation in angular velocity.

2 to 3, the damper pulley 2 includes a crankshaft connecting portion 21, a hub 22 fastened to the bolt 23, a damping rubber 24 bonded to an outer circumferential surface of the hub 22, The ring 25 is bonded to the outer circumferential surface of the damping rubber 24. An accessory belt 4 is mounted on the outer circumferential surface of the ring.

The damping rubber 24 offsets the angular velocity fluctuations occurring in the crankshaft to some extent to extend the life of the belt 4 connected to the damper pulley 2 and to promote the operational stability of the other pulleys directly connected. However, as the running time of the vehicle increases, the material of the rubber 24 is hardened and the damping force is reduced accordingly, and in some cases, the rubber 24 is released from the pulley 2. In particular, since the damping rubber 24 is usually bonded to the pulley 2 and the bond, the damping rubber 24 receives a continuous shearing force, so that the deterioration of the adhesive force also occurs over time.

The amount of change in the angular velocity due to the explosion stroke of the engine is absorbed by the rubber 24 adhered between the hub 22 and the ring 25. If the rubber 24 is cured and the adhesion is weakened, separation and separation occur, the power of the crankshaft is transmitted only to the hub 22 and the situation is not transmitted to the ring 25.

When the damping rubber 24 is hardened and damaged and the damper pulley 2 does not rotate normally, other parts (water pump, power steering, alternator, etc.) that were driven together by the belt 4 are also stopped. It may cause an accident.

Therefore, the present invention is to solve the conventional problems as described above, so that the adhesive force of the rubber bonded to the damper pulley is weakened so that the power of the crankshaft can be transmitted from the hub to the belt over the ring even if the rubber is separated, It is an object of the present invention to provide a endurance life detection damper pulley which allows the operator to make a noise that can recognize that the rubber is broken so that the operator can maintain the parts at the right time for replacement.

In order to achieve the above object, the present invention provides a crankshaft connecting portion that receives power from the crankshaft of the engine, a hub fastened to the crankshaft connecting portion, and a damping rubber as a part fastened to the belt, while the outer peripheral portion of the hub A damper pulley having a ring coupled to each other, wherein the damping rubber includes a first damping rubber and a second damping rubber, and a first damping rubber receiving part is formed on one inner circumferential side of the ring and a first pretightening part is formed on the inner circumferential center part. A tab is formed, and a second damping rubber receiver is formed at the outer peripheral side of the hub, and a second pre-fastening tab corresponding to the pre-fastening tab is formed at the center of the outer peripheral portion, so that the damping rubber is worn and the damper pulley assembly is formed. When disengaged from the pretightening tabs are engaged with each other to achieve a fastening.

Here, the first pre-tightening tab and the second pre-tightening tab is in the form of a screw, the direction of the screw, when the damping rubber is released and the pre-locking tab is engaged with each other, the ring in the direction away from the engine block hub It is formed to move from.

Here, the height of the outer circumferential surface and the inner circumferential surface is formed such that the height of the inner circumferential surface of the ring and the height of the outer circumferential surface of the hub is between the height of the screw bone and the thread of the pre-tightening tab, the height of the outer circumferential surface and the inner circumferential surface is configured to match In case of breakage, the ring may be pushed outwards to some extent to allow the hub and ring to engage.

On the other hand, the outermost portion of the belt sprocket formed on the outer circumferential surface of the ring is formed higher than the central portion, it is possible to prevent the belt from being separated in case of rubber breakage.

Hereinafter, an embodiment of the endurance life detection damper pulley according to the present invention will be described in detail with reference to the accompanying drawings.

4 is a perspective view of a damper pulley as an embodiment of the present invention. The damper pulley 3 has a crankshaft connection portion 31, a hub 32 fastened to the crankshaft connecting portion 31, a ring 35 fastened to an outer portion of the hub 32, and the hub 32 and a ring 35. The damping rubber 34 is sandwiched between.

5 is a-a cross-sectional view illustrating a principle of endurance life detection of the damper pulley of FIG. 4. Although not shown in FIG. 5, the engine block 1 (see FIG. 1) is on the right side of FIG. 5.

Referring to FIG. 5A, the damping rubber 34 according to the exemplary embodiment of the present invention includes a first damping rubber 341 and a second damping rubber 342. The first damping rubber 341 is adhesively bonded to the first damping rubber receiving portion formed on the inner circumferential surface of the ring 35 and the outer circumferential surface of the hub 32, and the second damping rubber 342 is the hub 32. An adhesive is attached to the second damping rubber receiving portion and the inner circumferential surface of the ring 35 formed on the outer circumferential surface thereof. The first damping rubber 341 and the second damping rubber 342 are provided at the other end of each other.

The heights of the outer circumferential portion of the hub 32 and the inner circumferential portion of the ring 35 are approximately coincident with the pre-tightening tabs 321 and 351 formed on the surfaces to which they are engaged. The pre-tightening tabs 321 and 351 are in the form of screws, and the screw bone is formed deeper than the outer circumferential surface of the hub 32 and the inner circumferential surface of the ring 35, and the thread is formed on the outer circumferential surface of the hub 32 and the ring 35. It is formed higher than the inner circumferential surface. When the damper pulley 3 is in a normal state, the pretightening tabs 321 and 351 on both sides are engaged in a small range.

The belt (not shown in FIG. 5) is fastened to the belt sprocket 352 formed on the outer circumferential surface of the ring 35.

In general, the rotational force of the crankshaft is transmitted to the belt (not shown in FIG. 5) via the hub 32, the first damping rubber 341 and the second damping rubber 342, and the ring 35. At this time, the damping rubber 34 serves to absorb the amount of change in the angular velocity.

Hereinafter will be described the operating principle of the present invention when the rubber breaks. Referring to FIG. 5B, the hub 32 and the ring 35 may be rotated relative to each other when the rubber 34 is cured and the adhesion is weakened so that the adhesive surface is dropped. When the hub 32 connected to the crankshaft rotates as the engine rotates, this power cannot be transmitted to the ring 35, so that the hub 32 is inward in the screw direction of the pretightening tabs 321 and 351. (In practice, the ring 35 is pushed outward or described above for convenience of explanation). When all the mutually formed screw portions are engaged, the hub 32 is no longer rotated inward and is forcibly engaged with the ring 35. This is because the height of the threads formed on the outer circumferential surface of the hub 32 is higher than that of the inner circumferential surface of the ring 35 so that interference occurs with each other.

This state is shown in FIG. 5C. As a result, the ring 35 is pushed outwardly in the direction of the arrow 32 with respect to the hub 32. After the ring 35 is pushed out as described above, power may be transmitted from the hub 32.

If you keep driving in this state, problems may occur, so you need to inform the driver appropriately. So in the embodiment of the present invention it is configured to inform the driver of the breakage of the rubber 34 through the generation of noise.

FIG. 6 is a cross-sectional view showing an engaged state of the pulley and the belt before and after the wear of the damper pulley rubber of FIG. 5. FIG. 6A shows the fastening state of the belt sprocket 352 and the belt 4 before the rubber 34 wears. In the normal state, the belt 4 and the sprocket 352 are correctly engaged. When the wear of the rubber 34 occurs, the ring 35 is pushed outward as shown in FIG. 6B, and the belt 4 and the belt sprocket 352 are interlocked with each other. Therefore, in this case, noise is generated and the driver can be aware of the failure.

If the high speed rotation occurs while the belt 4 interlocks, the belt 4 may be disengaged. In the embodiment of the present invention, the height of the outermost part 353 of the sprocket 352 is made higher than the center part as shown in FIG. 6 to prevent the belt 4 from being separated.

FIG. 7 is a view schematically illustrating a state in which a pulley and a belt are engaged before and after wear of the damper pulley rubber of FIG. 6. That is, the belt 4 is normally engaged with the outer circumferential surface of the ring 35 as shown in FIG. 7A, and when the rubber 34 is damaged, the ring 35 is pushed outward from the hub 32 to the belt 4. Wowed.

According to the structure of this embodiment, even when the rubber is broken, it is possible to transmit power from the hub to the ring, and at the same time, it can be seen that the driver can be aware of the damage of the part by generating a noise by causing the belt to cross.

As described above, the endurance life detection damper pulley of the present invention allows the engine to function by damaging the damper pulley while the power of the crankshaft is transmitted to the belt even when hardening and detachment of the damping rubber of the damper pulley occurs. By allowing parts to be aware of and replacing parts before they are lost, they can prevent significant repair costs due to engine damage and prevent dangerous situations that may occur during operation. Reliability can be improved.

The present invention is not limited to the described embodiments, and various modifications and changes can be made to those skilled in the art without departing from the spirit and scope of the present invention. Such modifications or modifications may be made to the present invention. It belongs to the claims of the.

Claims (4)

A damper pulley having a crankshaft connection portion receiving power from an engine crankshaft, a hub fastened to the crankshaft connection portion, and a ring coupled to an outer circumference of the hub while holding a damping rubber as a part engaged with a belt. The damping rubber is composed of a first damping rubber and a second damping rubber, A first damping rubber receiver is formed on one inner circumferential side of the ring, and a first pre-tightening tab is formed on the inner circumferential center, and a second damping rubber receiver is formed on the other outer circumferential side of the hub, A second pre-tightening tab corresponding to the fastening tab is formed, The damper pulley, characterized in that when the damping rubber is worn away from the damper pulley assembly, the pre-tightening tab is engaged with each other to be engaged. The method of claim 1, The first prefastening tab and the second prefastening tab are in the form of screws, The direction of the screw, characterized in that the damper pulley is formed so that the ring moves away from the hub in a direction away from the engine block when the damping rubber is separated and the pre-tightening tab is engaged with each other. The method of claim 2, The height of the outer circumferential surface and the inner circumferential surface is formed such that the height of the inner circumferential surface of the ring and the height of the outer circumferential surface of the hub are between the height of the screw bone and the thread of the pre-tightening tab, wherein the height of the outer circumferential surface and the inner circumferential surface coincide. . The method according to any one of claims 1 to 3, Damper pulley, characterized in that the outermost portion of the belt sprocket formed on the outer peripheral surface of the ring is formed higher than the central portion.

Images