KR20080045551A - Viscous damper of crank shaft for vehicle - Google Patents

Viscous damper of crank shaft for vehicle Download PDF

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Publication number
KR20080045551A
KR20080045551A KR1020060114778A KR20060114778A KR20080045551A KR 20080045551 A KR20080045551 A KR 20080045551A KR 1020060114778 A KR1020060114778 A KR 1020060114778A KR 20060114778 A KR20060114778 A KR 20060114778A KR 20080045551 A KR20080045551 A KR 20080045551A
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South Korea
Prior art keywords
damper
crankshaft
case
viscous damper
viscous
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KR1020060114778A
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Korean (ko)
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KR100836400B1 (en
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신연호
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현대자동차주식회사
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Priority to KR1020060114778A priority Critical patent/KR100836400B1/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/16—Suppression of vibrations in rotating systems by making use of members moving with the system using a fluid or pasty material
    • F16F15/167—Suppression of vibrations in rotating systems by making use of members moving with the system using a fluid or pasty material having an inertia member, e.g. ring
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/16—Suppression of vibrations in rotating systems by making use of members moving with the system using a fluid or pasty material
    • F16F15/164—Suppression of vibrations in rotating systems by making use of members moving with the system using a fluid or pasty material characterised by manufacturing, e.g. assembling or testing procedures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/22—Compensation of inertia forces
    • F16F15/24—Compensation of inertia forces of crankshaft systems by particular disposition of cranks, pistons, or the like
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/30—Flywheels
    • F16F15/302—Flywheels comprising arrangements for cooling or thermal insulation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F2222/00—Special physical effects, e.g. nature of damping effects
    • F16F2222/02—Special physical effects, e.g. nature of damping effects temperature-related
    • F16F2222/025—Cooling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H55/00—Elements with teeth or friction surfaces for conveying motion; Worms, pulleys or sheaves for gearing mechanisms
    • F16H55/32—Friction members
    • F16H55/36—Pulleys

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Manufacturing & Machinery (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Pulleys (AREA)

Abstract

A viscous damper for a crank shaft of a vehicle is provided to increase cooling efficiency of the damper by forming slot holes, allowing air containing thermal energy to flow, in a damper hub. A viscous damper for a crank shaft of a vehicle comprises a damper hub(300), a case(330), a cover(340), an inertia ring(350) and a silicone oil(360). The damper hub is provided with a hollow groove(320), wherein slot holes(310) are formed to dissipate thermal energy due to torsional vibration. The case is press-fitted into the slot holes of the damper hub to surround the inertia ring. The cover forms an inner space by being fitted into the case. The inertia ring absorbs torsional vibration from the inner space formed by the cover. Additionally, the silicone oil is filled between the inertia ring and the case.

Description

자동차용 크랭크축의 점성 댐퍼{Viscous damper of crank shaft for vehicle} Viscous damper of crank shaft for vehicle

도 1은 종래의 자동차용 크랭크축의 점성 댐퍼의 사시도,1 is a perspective view of a viscous damper of a conventional automotive crankshaft,

도 2는 종래의 자동차용 크랭크축의 점성 댐퍼의 단면도2 is a cross-sectional view of a viscous damper of a conventional automotive crankshaft.

도 3은 본 발명에 따른 자동차용 크랭크축의 점성 댐퍼의 사시도, 3 is a perspective view of a viscous damper of a crankshaft for automobiles according to the present invention;

도 4는 본 발명에 따른 자동차용 크랭크축의 점성 댐퍼의 단면도,4 is a cross-sectional view of the viscous damper of the crankshaft for automobiles according to the present invention;

도 5는 본 발명에 따른 자동차용 크랭크축의 점성 댐퍼의 분리 사시도.5 is an exploded perspective view of the viscous damper of the crankshaft for automobiles according to the present invention.

<도면의 주요부분에 대한 부호의 설명><Description of the symbols for the main parts of the drawings>

300 : 댐퍼허브 310 : 슬롯홀300: damper hub 310: slot hole

320 : 중공홈 330 : 케이스 320: hollow groove 330: case

340 : 관성링 350 : 덮개부 340: inertia ring 350: cover

360 : 실리콘 오일 370 : 크랭크축 풀리360: Silicone Oil 370: Crankshaft Pulley

본 발명은 자동차용 크랭크축의 점성 댐퍼에 관한 것으로, 특히 댐퍼 허브에 형성된 슬롯을 이용한 냉각이 이루어지고, 크랭크축 풀리와 일체로 형성된 자동차용 크랭크축의 점성 댐퍼에 관한 것이다. BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a viscous damper of a crankshaft for automobiles, and more particularly to a viscous damper of a crankshaft for automobiles formed by cooling using slots formed in the damper hub and integrally formed with the crankshaft pulley.

일반적으로 자동차용 엔진의 크랭크축은 각 실린더의 동력 행정에서 얻어지는 피스톤의 직선 운동을 회전 운동으로 바꾸어 엔진의 출력을 외부에 전달하는 일을 한다. In general, the crankshaft of an automobile engine converts the linear motion of a piston obtained from the power stroke of each cylinder into a rotational motion to transmit the output of the engine to the outside.

이러한 크랭크축은 앞, 뒤쪽 끝에는 변속기의 입력 축과도 연결될 뿐만 아니라 캠축을 구동하기 위한 타이밍 기어 또는 스프라켓과 물 펌프, 발전기 등을 구동하기 위한 크랭크축 풀리가 설치된다.The crankshaft is connected to the input shaft of the transmission at the front and rear ends thereof, and a crankshaft pulley for driving a timing gear or sprocket for driving the camshaft, a water pump, a generator, and the like is installed.

따라서, 크랭크축에는 주기적으로 회전력이 작용하므로 비틀림 진동이 발생하고, 비틀림 진동은 각 실린더의 크랭크 회전력이 클수록, 크랭크축이 길수록, 또는 강성이 작을수록 커지게 된다.Accordingly, since the rotational force is periodically applied to the crankshaft, torsional vibration occurs, and the torsional vibration becomes larger as the crank rotational force of each cylinder, the longer the crankshaft, or the smaller the rigidity.

상기 비틀림 진동은 크랭크 축이 어느 회전수가 되면 축 자체의 고유진동과 공진을 일으키고 특히 심한 진동이 되면 승차감을 나쁘게 할 뿐만아니라, 타이밍 기어나 크랭크축을 파손하는 원인이 되므로 가능한 방지하여야 한다.The torsional vibration should be prevented if the crankshaft is rotated at any rotational speed, causing natural vibrations and resonances of the shaft itself, and particularly severe vibrations, which will not only make the ride worse, but also cause damage to the timing gear and the crankshaft.

따라서, 크랭크축이 긴 엔진에서는 점성 댐퍼를 크랭크축 전단의 크랭크 풀리와 일체로 조합시켜서 설치하고 있다.Therefore, in an engine with a long crankshaft, the viscous damper is provided in combination with the crank pulley at the front end of the crankshaft.

첨부한 도 1은 종래 발명에 따른 자동차용 크랭크축의 점성 댐퍼의 사시도이고, 도 2는 종래 발명에 따른 자동차용 크랭크축의 점성 댐퍼의 단면도이다.1 is a perspective view of a viscous damper of a crankshaft for automobiles according to the related art, and FIG. 2 is a cross-sectional view of a viscous damper of a crankshaft for automobiles according to the related art.

차량 엔진에 장착되는 댐퍼(100)는, 도 1에서 나타낸 바와 같이, 크랭크축 풀리(110) 내측에 볼트(120)에 의하여 장착되고, 이러한 댐퍼(100)는 원형의 링(Ring) 형상으로 이루어져, 크랭크축 풀리(110)의 회전에 수반되는 진동을 완충시키게 된다.As shown in FIG. 1, the damper 100 mounted to the vehicle engine is mounted by a bolt 120 inside the crankshaft pulley 110, and the damper 100 has a circular ring shape. To cushion the vibrations associated with the rotation of the crankshaft pulley 110.

종래 실시예에 따른 차량용 점성 댐퍼의 내부 구조는 도 2의 단면도로 도시한 바와 같다. The internal structure of the viscous damper for a vehicle according to the conventional embodiment is as shown in the cross-sectional view of FIG.

여기서, 점성 댐퍼(100)는 원형의 링 형상으로 이루어지고, 케이스(200)와 덮개판(210)으로 둘러싼 내부에는 관성링(220)이 삽입되고, 그 둘레에 실리콘 오일(Slicon Oil)(230)이 주입되어 있고, 그 중앙 쪽에는 나사 삽입공이 관통 형성된다.Here, the viscous damper 100 is made of a circular ring shape, the inertial ring 220 is inserted into the inner case surrounded by the case 200 and the cover plate 210, the silicone oil (Slicon Oil) 230 around ) Is injected, and a screw insertion hole is formed through the center side thereof.

이와 같이 구성된 종래의 차량용 점성 댐퍼(100)는, 크랭크축 풀리(110)가 회전함에 따라 진동하고 있을 경우, 실리콘 오일(230)의 점성력에 의하여 관성링(220)이 마찰 저항을 받아 진폭을 축소시키는 댐핑 역할을 하게 된다.In the conventional vehicle viscous damper 100 configured as described above, when the crankshaft pulley 110 vibrates as it rotates, the inertia ring 220 receives frictional resistance due to the viscous force of the silicone oil 230 to reduce the amplitude. It acts as a damping.

그러나, 엔진 룸(Room)이나 차량 상에서 분위기 온도가 올라가면 댐퍼(100)에 내장된 실리콘 오일(230)의 점도가 떨어져 진동 완충 기능이 떨어지게 된다. However, when the ambient temperature rises on the engine room or the vehicle, the viscosity of the silicon oil 230 embedded in the damper 100 is lowered, and thus the vibration damping function is deteriorated.

따라서, 상기 종래 크랭크축의 점성 댐퍼는 비틀림 진동을 흡수한 관성링에서 발생하는 열이 효율적으로 발산되는 댐퍼 케이스의 구조가 없어 회전방향 이외의 공기유동이 차단됨으로써, 방열효과가 저하된다. Therefore, the conventional crankshaft viscous damper does not have a structure of a damper case in which heat generated from an inertia ring absorbing torsional vibration is efficiently dissipated, thereby blocking air flow in a rotational direction other than the rotational direction, thereby lowering the heat radiation effect.

결국, 실리콘 오일의 점도는 저하되고, 궁극적으로 실리콘 오일이 열화되어 댐퍼 성능 저하로 인한 크랭크축의 파손을 유발시키는 문제점이 있다.As a result, the viscosity of the silicone oil is lowered, and ultimately, the silicone oil is deteriorated to cause breakage of the crankshaft due to the damper degradation.

또한, 크랭크축 풀리와 댐퍼는 일체형으로 이루어지지 않고 볼트에 의한 결합구조로 형성되어, 크랭크축과 댐퍼의 내구성이 악화되는 문제점이 있다.In addition, the crankshaft pulley and the damper are not formed integrally, but are formed in a coupling structure by bolts, so that the durability of the crankshaft and the damper is deteriorated.

또한, 부품 구성이 복잡하여 중량과 원가가 증대되고, 향후 엔진 추가개발시 비틀림 진동의 크기에 영향을 주는 댐퍼링 관성질량, 오일점도, 오일간극을 최적화하여 설계하는 것이 어려운 문제점이 있다.In addition, it is difficult to design by optimizing the damping inertial mass, oil viscosity, and oil clearance that affect the magnitude of the torsional vibration in the future development of the engine due to the complicated component configuration and increase in the future engine development.

따라서, 본 발명은 상술된 문제점을 해결하기 위해 발명된 것으로서, 케이스가 댐퍼허브에 프레스 가공에 의해 압입형성되어 크랭크축 풀리와 점성댐퍼의 일체화가 이루어져 점성 댐퍼의 생산비용과 중량이 저하되고, 댐퍼허브에 열에너지를 포함한 공기가 유동될 수 있는 슬롯홀이 형성되어 점성 댐퍼의 냉각이 효율적으로 이루어지는 자동차용 크랭크축의 점성 댐퍼를 제공하는데 그 목적이 있다. Therefore, the present invention has been invented to solve the above-mentioned problems, the case is press-formed into the damper hub by press working to achieve the integration of the crankshaft pulley and the viscous damper to reduce the production cost and weight of the viscous damper, damper It is an object of the present invention to provide a viscous damper for a crankshaft for an automobile in which a slot hole through which air containing thermal energy is flowed is formed in the hub to efficiently cool the viscous damper.

상기한 목적을 달성하기 위한 본 발명은 자동차용 크랭크축의 점성 댐퍼에 있어서,The present invention for achieving the above object is a viscous damper of a crankshaft for automobiles,

중공의 홈을 갖고, 비틀림 진동의 열에너지가 방출되는 슬롯홀이 형성된 댐퍼허브와; 상기 댐퍼허브의 슬롯홀에 관성링을 감싸도록 압입 형성된 케이스와; 상기 케이스와 결합하여 내부공간을 형성하는 덮개부와; 상기 덮개부에 의해 형성된 내부공간에서 비틀림 진동을 흡수하는 관성링과; 상기 관성링과 케이스 사이에 충진되어 있는 실리콘오일로 구성된 것을 특징으로 한다.A damper hub having a hollow groove and having a slot hole through which heat energy of torsional vibration is discharged; A case press-fitted to surround the inertia ring in the slot hole of the damper hub; A cover part coupled to the case to form an inner space; An inertial ring for absorbing torsional vibrations in the inner space formed by the cover part; Characterized in that the silicon oil is filled between the inertial ring and the case.

바람직한 일 구현예로서, 상기 슬롯홀은 냉각효과 향상을 위해 상기 댐퍼허브의 중공홈을 중심으로 8개가 대칭으로 형성된 것을 특징으로 한다. In a preferred embodiment, the slot hole is characterized in that the eight symmetrically formed around the hollow groove of the damper hub to improve the cooling effect.

바람직한 다른 구현예로서, 상기 댐퍼허브는 크랭크축이 삽입하는 크랭크축 풀리와; 이 크랭크축 풀리와 일체로 형성되는 댐퍼 풀리로 구성된 것을 특징으로 한다. In another preferred embodiment, the damper hub comprises a crankshaft pulley inserted into the crankshaft; And a damper pulley formed integrally with the crankshaft pulley.

이에 의해, 크랭크축의 내구성을 향상시키고, 자동차용 크랭크축의 댐퍼 생산시 중량과 원가를 저감할 수 있다.Thereby, durability of a crankshaft can be improved and weight and cost can be reduced at the time of damper production of the crankshaft for automobiles.

이하 첨부 도면을 참조하여 본 발명의 바람직한 실시예를 상세히 설명하면 다음과 같다.Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

첨부한 도 3은 본 발명에 따른 자동차용 크랭크축의 점성 댐퍼의 사시도이고, 도 4는 본 발명에 따른 자동차용 크랭크축의 점성 댐퍼의 단면도이고, 도 5는 본 발명에 따른 자동차용 크랭크축의 점성 댐퍼의 분리 사시도이다. FIG. 3 is a perspective view of a viscous damper of an automotive crankshaft according to the present invention, FIG. 4 is a cross-sectional view of a viscous damper of an automotive crankshaft according to the present invention, and FIG. 5 is a view of a viscous damper of an automotive crankshaft according to the present invention. Isolated perspective view.

도 3 내지 도 5에서 도시한 바와 같이, 크랭크축 회전에 의해 비틀림 진동이 발생하고, 이 비틀림 진동은 상기 관성링(350)에 전달되어 흡수되며, 흡수에 의해 발생한 열에너지는 케이스(330)를 통해 댐퍼허브(300)에 형성된 슬롯홀(310)로 방출된다. 3 to 5, torsional vibration is generated by the crankshaft rotation, this torsional vibration is transmitted to the inertia ring 350 is absorbed, the heat energy generated by the absorption through the case 330 It is discharged to the slot hole 310 formed in the damper hub 300.

상기 댐퍼허브(300)는 크랭크축과 결합하는 크랭크축 풀리(370)와 댐퍼가 형성된 댐퍼 풀리(380)로 구성된다.The damper hub 300 is composed of a crankshaft pulley 370 coupled to the crankshaft and a damper pulley 380 in which a damper is formed.

또한, 상기 크랭크축 풀리(370)는 크랭크축이 삽입될 수 있는 원형의 홈이 형성되고, 상기 댐퍼 풀리는 중공홈이 형성되며, 중공홈을 대칭으로 8개의 슬롯홀이 형성된다.In addition, the crankshaft pulley 370 has a circular groove into which the crankshaft can be inserted, and the damper pulley is formed with a hollow groove, and eight slot holes are symmetrically formed in the hollow groove.

또한 상기 슬롯홀(310)은 내측으로는 사각 형상의 홈과 외측으로는 상기 케이스 상부에 형성된 홈(390)과 관통하여 형성된다.In addition, the slot hole 310 is formed to penetrate through a groove of a rectangular shape on the inside and the groove 390 formed on the case on the outside.

또한, 상기 크랭크축 풀리(370)의 직경은 댐퍼 풀리(380)의 직경보다 작게 형성되고, 그 외측에는 수개의 그루브가 형성된다.In addition, the diameter of the crankshaft pulley 370 is formed smaller than the diameter of the damper pulley 380, and several grooves are formed on the outside thereof.

여기서, 슬롯홀(310)은 크랭크축의 회전에 의해 발생한 비틀림 진동이 전환된 열에너지가 방출되는 통로이고, 중공홈(320)을 중심으로 8개가 대칭 형성되어 케이스(330)에서 발산되는 공기가 원활히 유동함으로써, 댐퍼의 냉각이 효율적으로 이루어진다. Here, the slot hole 310 is a passage through which the heat energy converted by the torsional vibration generated by the rotation of the crankshaft is discharged. Eight symmetrical shapes are formed around the hollow groove 320 to smoothly flow air emitted from the case 330. As a result, the damper is cooled efficiently.

또한, 상기 비틀림 진동은 크랭크축의 회전방향에 대하여 정 또는 부의 큰 가속도가 가해져 발생한다.In addition, the torsional vibration is generated by applying a large acceleration of positive or negative with respect to the rotational direction of the crankshaft.

또한, 댐퍼 풀리(380)의 외경부에 케이스(330)와 슬롯홀(310)이 형성되어 크랭크축 풀리(370)보다 직경이 크다.In addition, the case 330 and the slot hole 310 are formed in the outer diameter portion of the damper pulley 380 and larger in diameter than the crankshaft pulley 370.

상기 케이스(330)는 원형의 링홈(500)이 형성되며 프레스 가공에 의해 댐퍼허브(300)에 압입 형성된다.The case 330 is formed with a circular ring groove 500 and is press-inserted into the damper hub 300 by press working.

여기서, 케이스(330)는 댐퍼허브(300)에 압입 형성되어 종래의 볼트체결 방식에 비해 내구성이 향상되고, 댐퍼의 중량이 저하되며, 생산비용과 수리비용이 저감된다. Here, the case 330 is press-inserted into the damper hub 300 to improve durability compared to the conventional bolting method, the weight of the damper is lowered, production cost and repair cost is reduced.

또한, 링홈(500)은 실리콘 오일(360)이 충진될 수 있을 정도의 간극을 형성하여 관성링(350)이 장착된다.In addition, the ring groove 500 forms a gap enough to fill the silicon oil 360 so that the inertial ring 350 is mounted.

상기 관성링(350)은 상기 케이스(330)의 링홈(500) 크기에 맞게 원형의 링으로 형성되고, 실리콘 오일(360)이 충진되도록 케이스(330)와 일정한 간극을 두고 형성된다. The inertial ring 350 is formed in a circular ring in accordance with the size of the ring groove 500 of the case 330, and is formed with a predetermined gap with the case 330 to fill the silicon oil 360.

여기서, 크랭크축의 회전에 의해 발생한 비틀림 진동은 관성링(350)의 변형에 의해 감쇠되고, 관성링(350)과 케이스(330)는 실리콘 오일(360)을 사이에 두고 마찰력을 발생시켜 열이 발생되는 바, 이 열은 상기 케이스(330)에 전달되어 댐퍼허브(300)에 형성된 슬릿홀(310)을 통해 방출된다. Here, the torsional vibration generated by the rotation of the crankshaft is attenuated by the deformation of the inertia ring 350, and the inertia ring 350 and the case 330 generate frictional force with the silicone oil 360 therebetween to generate heat. The heat is transmitted to the case 330 and is discharged through the slit hole 310 formed in the damper hub 300.

상기 덮개부(340)는 중공홈이 형성된 원판의 구조로 되어 있고, 케이스(330)에 관성링(350)이 삽입되면 케이스를 덮어주는 역할을 한다. The cover part 340 has a structure of a disc formed with a hollow groove, and serves to cover the case when the inertial ring 350 is inserted into the case 330.

상기 실리콘 오일(360)은 상기 케이스(330)와 관성링(350) 사이에 충진되어 오일 특성상 점성력에 의해 관성링(350)에 전달되는 비틀림 진동의 감쇠가 원활하게 이루어진다.The silicone oil 360 is filled between the case 330 and the inertial ring 350 to smoothly attenuate the torsional vibration transmitted to the inertial ring 350 by the viscous force due to the oil characteristics.

여기서, 상기 점성 댐퍼를 설계하는 경우 엔진 크랭크계 모델을 구축하고 이에 따른 시험검증을 통해 비틀림 진폭과 엔진의 소음, 진동의 데이터를 확보한다.Here, in the case of designing the viscous damper, the engine crank system model is constructed and the test verification accordingly secures data of the torsional amplitude, engine noise, and vibration.

이에, 확보된 데이터를 해석하여 각 엔진에 적합한 점성 댐퍼의 외곽치수, 관성질량, 오일점도, 오일간극 등을 최적의 치수로 설계 및 개발함으로써, 크랭크계의 내구성을 증대시키고, 향후 엔진의 추가 개발시 해석에 의한 개발만으로 개발기간을 단축시키는 효과를 가져온다.Therefore, by analyzing the acquired data, the outside dimensions, inertial mass, oil viscosity, oil clearance, etc. of the viscous damper suitable for each engine are designed and developed to the optimum dimensions, thereby increasing the durability of the crank system and further developing the engine in the future. Only development by time analysis brings the effect of shortening the development period.

여기서, 크랭크계의 내구성을 고려하여 댐퍼 장착시 비틀림각은 0.2도 이하를 가이드라인으로 점성 댐퍼를 설계 및 개발한다. Here, in consideration of the durability of the crank system, when the damper is mounted, the viscous damper is designed and developed with a guideline of 0.2 degrees or less as a guideline.

이하 본발명 자동차용 크랭크축의 점성 댐퍼의 구체적인 작동을 설명하면 다음과 같다.Hereinafter, a detailed operation of the viscous damper of the crankshaft for automobile of the present invention will be described.

엔진 가동에 의해 크랭크축이 회전하면 큰 가속도에 의해 회전방향의 정 또는 부방향으로 비틀림 진동이 발생한다.When the crankshaft rotates due to engine operation, torsional vibration occurs in the positive or negative direction of the rotational direction due to the large acceleration.

여기서, 크랭크축 회전에 의해 비틀림이 발생하면 비틀림각에 비례하는 복원력이 작용하는데, 이 복원력에 의한 진동이 비틀림진동이다. Here, when torsion occurs due to the crankshaft rotation, a restoring force proportional to the torsion angle acts, and the vibration by this restoring force is a torsional vibration.

이러한 비틀림 진동은 상기 관성링(350)에 전달되고, 관성링(350)에 의해 비틀림 진동의 운동에너지는 실리콘 오일(360)을 사이에둔 케이스(330)에서 열에너지로 변환된다.The torsional vibration is transmitted to the inertia ring 350, and the kinetic energy of the torsional vibration is converted by the inertia ring 350 into heat energy in the case 330 with the silicon oil 360 interposed therebetween.

변환된 열에너지는 상기 케이스(330)에 전달되고, 케이스에 전달된 열에너지는 공기의 유동으로 상기 댐퍼허브(300)의 슬롯홀(310)을 통해 방출되어 크랭크계의 냉각이 이루어진다.The converted heat energy is transferred to the case 330, and the heat energy transferred to the case is discharged through the slot hole 310 of the damper hub 300 by the flow of air to cool the crank system.

또한, 엔진에서 발생하는 소음 공명을 방지하여 소음을 저감함으로써, NVH가 향상된다.In addition, NVH is improved by reducing noise by preventing noise resonance generated in the engine.

이상에서 본 바와 같이 본 발명에 따른 자동차용 크랭크축의 점성 댐퍼는 다 음과 같은 효과를 제공한다. As seen above, the viscous damper of the automotive crankshaft according to the present invention provides the following effects.

첫째, 점성 댐퍼를 프레스 가공에 의해 댐퍼허브에 압입가공하여 볼트체결방식에 비해 내구성이 증대되고,First, the viscous damper is press-machined into the damper hub by press working to increase durability compared to the bolt fastening method.

둘째, 크랭크축 풀리와 점성 댐퍼가 일체화되어 생산비용과 중량이 저하되고, Second, the crankshaft pulley and the viscous damper are integrated to reduce production cost and weight,

세째, 댐퍼허브에 공기 유동이 이루어지는 슬롯홀이 형성되어 댐퍼에서 발생한 열에너지가 슬롯홀을 통해 방출됨으로써, 크랭크계의 냉각 작용이 효율적으로 이루어지고, Third, a slot hole through which air flows is formed in the damper hub, and thermal energy generated from the damper is discharged through the slot hole, thereby efficiently cooling the crank system.

네째, 점성댐퍼 설계시 엔진모델을 구축하여 이에 따른 시험검증에 의해 최적의 관성질량, 외곽치수, 오일점도, 오일간극을 설정함으로써, 차후 댐퍼 설계시 해석만으로 댐퍼의 개발이 가능하여 개발시간이 단축되는 효과가 있다.Fourth, by designing the engine model when designing the viscous damper and setting the optimum inertia mass, outer dimension, oil viscosity, and oil clearance by the test verification accordingly, it is possible to develop the damper only by analyzing the damper in the future and shorten the development time. It is effective.

Claims (3)

자동차용 크랭크축의 점성 댐퍼에 있어서,In the viscous damper of the automotive crankshaft, 중공의 홈(320)을 갖고, 비틀림 진동의 열에너지가 방출되는 슬롯홀(310)이 형성된 댐퍼허브(300)와;A damper hub 300 having a hollow groove 320 and having a slot hole 310 through which heat energy of torsional vibration is discharged; 상기 댐퍼허브(300)의 슬롯홀(310)에 관성링(350)을 감싸도록 압입 형성된 케이스(330)와;A case 330 which is press-fitted to surround the inertia ring 350 in the slot hole 310 of the damper hub 300; 상기 케이스(330)와 결합하여 내부공간을 형성하는 덮개부(340)와;A cover part 340 coupled to the case 330 to form an inner space; 상기 덮개부(340)에 의해 형성된 내부공간에서 비틀림 진동을 흡수하는 관성링(350)과; An inertial ring (350) for absorbing torsional vibrations in the inner space formed by the cover part (340); 상기 관성링(350)과 케이스(330) 사이에 충진되어 있는 실리콘오일(360)로 구성된 것을 특징으로 하는 자동차용 크랭크축의 점성 댐퍼. Viscous damper of the automotive crankshaft, characterized in that consisting of the silicon oil 360 is filled between the inertia ring 350 and the case 330. 청구항 1에 있어서, 상기 슬롯홀(310)은 냉각효과 향상을 위해 상기 댐퍼허브(300)의 중공홈(320)을 중심으로 8개가 대칭으로 형성된 것을 특징으로 하는 자동차용 크랭크축의 점성 댐퍼. The viscous damper of claim 1, wherein eight slot holes are symmetrically formed around the hollow groove 320 of the damper hub to improve a cooling effect. 청구항 1에 있어서, 상기 댐퍼허브(300)는 크랭크축이 삽입하는 크랭크축 풀 리(370)와; The method according to claim 1, wherein the damper hub 300 comprises a crank shaft pulley (370) that the crank shaft is inserted; 이 크랭크축 풀리와 일체로 형성되는 댐퍼 풀리(380)로 구성된 것을 특징으로 하는 자동차용 크랭크축의 점성 댐퍼. A viscous damper for an automotive crankshaft, comprising: a damper pulley 380 integrally formed with the crankshaft pulley.
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