Crankshaft damper and engine

Abstract

The present disclosure relates to a crankshaft damper and an engine. The crankshaft damper comprises a hub for torsionally connecting with a crankshaft, a cover plate provided with an inner gear on an inner periphery thereof, a spider spring connected between the hub and the cover plate in a radial direction, the spider spring being elastically deformed to enable the hub and the cover plate to rotate relative to each other, and a support washer torsionally connected with the hub at a radially inner end thereof, an outer periphery of a radially outer end of the support washer being provided with an outer tooth groove matched with the inner gear, a tooth width of the inner gear being smaller than a groove width of the outer tooth groove, and a rotation angle of the cover plate relative to the hub being limited by a collision abutment of the inner gear and the outer tooth groove. By the collision abutment of the outer tooth groove of the support washer and the inner gear of the cover plate, without increasing parts, the rotation angle of the cover plate relative to the hub is prevented from being too large, so that the spider spring is prevented from being broken by rotating more than a preset angle.

Description

Technical Field

[0001] This invention relates to the field of crankshaft vibration reduction technology for engines, and more particularly to a crankshaft vibration damper and an engine. Background Technology

[0002] During engine operation, the connecting rod converts the reciprocating motion of the piston driven by fuel combustion into the rotational motion of the crankshaft. Due to the non-uniformity of the combustion process and the periodic changes in piston motion, a periodically varying excitation torque (also known as torsional torque) is generated on the crankshaft. A flywheel with a large moment of inertia is usually fixedly installed at the rear end of the crankshaft. Under the action of the periodically changing torsional torque, the front end of the crankshaft continuously and periodically generates torsional vibration (referred to as torsional vibration) and bending vibration relative to the flywheel.

[0003] For torsional vibration, due to the crankshaft's long length, low torsional stiffness, and large moment of inertia, it inherently possesses a natural frequency. When the frequency of the excitation torque transmitted from the engine to the crankshaft is the same as or an integer multiple of the crankshaft's natural torsional frequency, resonance will occur within the engine's operating speed range, exacerbating the crankshaft's torsional vibration. If these resonances are not effectively controlled, they will severely affect NVH (Noise, Vibration, and Harshness) performance, leading to engine power loss, performance degradation, component fatigue damage, and in severe cases, even crankshaft breakage.

[0004] To address this, existing automotive engines often install a crankshaft damper, also known as a torsional damper or harmonic balancer, at the front end of the crankshaft where the torsional amplitude is greatest. This damper gradually dissipates the crankshaft's torsional energy through friction between the internal components, thereby gradually reducing the crankshaft's torsional amplitude and thus lowering torsional and bending vibrations.

[0005] However, existing crankshaft vibration dampers typically use an inertia ring on the hub to achieve torsional and bending vibration reduction, with a spoke spring between the hub and the inertia ring, but lack an angle limiter structure. When the engine is under special conditions (such as engine misfire), the relative movement between the hub and the inertia ring is large, causing the spoke spring to rotate beyond a preset angle and become overloaded, leading to its breakage, thus posing a significant safety risk. Summary of the Invention

[0006] To overcome the problems existing in the related technologies, this disclosure provides a crankshaft damper and an engine.

[0007] According to a first aspect of the present disclosure, a crankshaft damper is provided, comprising: a hub for anti-torsional connection with a crankshaft; a cover plate having an internal gear disposed on its inner periphery; a spoke spring radially connected between the hub and the cover plate, the elastic deformation of the spoke spring enabling the hub and the cover plate to rotate relative to each other; and a support washer having its radially inner end anti-torsionally connected to the hub, the outer periphery of the radially outer end of the support washer having an external tooth groove that mates with the internal gear, the tooth width of the internal gear being smaller than the groove width of the external tooth groove, the rotation angle of the cover plate relative to the hub being limited by the collision and abutment between the internal gear and the external tooth groove.

[0008] In some embodiments, the spoke spring includes: an outer connecting ring for anti-torsional connection with the cover plate; an inner connecting ring for anti-torsional connection with the hub; and a plurality of spokes extending radially and elastically deformable between the outer connecting ring and the inner connecting ring.

[0009] In some embodiments, two independent and identical cover plates are symmetrically fixedly connected to both sides of the radially outer end of the spoke spring.

[0010] In some embodiments, the crankshaft damper further includes two diaphragm springs symmetrically arranged on both axial sides of the spoke springs. The radial inner end of the diaphragm springs is torsionally connected to the hub, and the radial outer end of the diaphragm springs dynamically abuts against the cover plate near the axial inner wall of the spoke springs.

[0011] In some embodiments, the hub includes a radial connecting plate located on one axial side of the radial inner end of the spoke spring, and the radial connecting plate and the radial inner end of the spoke spring are torsionally connected by a first fastener.

[0012] In some embodiments, the support washer and the radial connecting plate are located on opposite sides of the spoke spring.

[0013] In some embodiments, the first fastener is provided with a first cap and a second cap, the first cap abutting axially with the radial inner end of the support washer, and the second cap abutting with the radial connecting plate of the hub, so as to axially clamp the radial connecting plate, the radial inner end of the spoke spring and the radial inner end of the support washer.

[0014] In some embodiments, the support washer has a bent portion, the bent portion causing the radially outer end of the support washer having the external toothed groove to be located axially outside the radially inner end of the support washer and the hub torsional connection.

[0015] In some embodiments, a mounting block is provided on the radially inner side of the outer connecting ring, the mounting block being disposed between two adjacent spokes, and the mounting block of the outer connecting ring and the cover plate being connected to resist torsion by a second fastener.

[0016] According to a second aspect of the present disclosure, an engine is provided, comprising: a crankshaft including a front end and a rear end; a torque damping device torsionally connected to the rear end of the crankshaft; and a crankshaft damper as described in the first aspect, torsionally connected to the front end of the crankshaft via the hub, for reducing torsional vibration of the front end relative to the rear end.

[0017] The technical solutions provided by the embodiments of this disclosure may include the following beneficial effects: the radially extended support washer, through the mutual collision and abutment between the outer tooth groove at the radially outer end of the support washer and the inner gear at the radially inner end of the cover plate, avoids the excessive rotation angle of the cover plate relative to the hub without adding parts, thereby preventing the spoke spring from rotating beyond the preset angle and breaking. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0019] Figure 1 This is a cross-sectional view of a crankshaft damper according to an exemplary embodiment;

[0020] Figure 2 This is an exploded view of a crankshaft damper according to an exemplary embodiment;

[0021] Figure 3 This is a perspective view of a cover plate according to an exemplary embodiment;

[0022] Figure 4 This is a perspective view of a support washer according to an exemplary embodiment;

[0023] Figure 5 This is a perspective view of a spoke spring and support washer assembly according to an exemplary embodiment;

[0024] Figure 6 This is a perspective view of the assembly of the cover plate, spoke springs and support springs according to an exemplary embodiment;

[0025] Figure 7 This is a schematic diagram showing the initial positions of the internal gear and the external tooth groove according to an exemplary embodiment;

[0026] Figure 8 yes Figure 7 A schematic diagram showing the contact between the external tooth groove and the internal gear when transmitting torque in the positive direction;

[0027] Figure 9 yes Figure 7 A schematic diagram showing the contact between the external gear and the internal gear during reverse transmission torque. Detailed Implementation

[0028] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims.

[0029] In this invention, unless otherwise stated, axial, radial, and circumferential refer to the axial direction A, radial direction R, and circumferential direction W of the crankshaft damper 100, respectively; axial side refers to Figure 1 The left side of the axis, the other side refers to Figure 1 The right side of the middle; radially outer side refers to the radially away from the middle. Figure 1 On the side of the central axis O ( Figure 1 The upper side of the center axis O), the radial inner side refers to the side that is radially closer to the central axis O. Figure 1 (Lower side of the middle). Additionally, "transmission connection" refers to the ability to transmit driving force / torque between two components, which can be directly connected or achieved through various transmission mechanisms or connection structures. The term "torsional connection" refers to a connection between two elements that does not rotate relative to each other, which can be achieved via a press fit (i.e., interference fit) or by integrally forming the two mentioned components. Those skilled in the art will understand the specific meaning of the above terms in this invention as appropriate.

[0030] To solve the above-mentioned technical problems, this disclosure provides a crankshaft damper 100. The crankshaft damper 100 is usually installed at the front end of the engine crankshaft to reduce the torsional vibration of the crankshaft, so that the torsional vibration energy of the crankshaft is gradually consumed by the friction in the crankshaft damper 100, thereby gradually reducing the torsional amplitude of the crankshaft.

[0031] like Figure 1 As shown, the crankshaft damper 100 includes at least a hub 10, a cover plate 20, a spoke spring 30, and a diaphragm spring 40. The inner wall of the hub 10 is clearance-fitted with the outer wall of the crankshaft. The hub 10 is fitted onto the crankshaft and then tightened and fixed by a central bolt. The hub 10 and the crankshaft are connected for transmission, so that the entire crankshaft damper 100 can rotate with the crankshaft.

[0032] In this embodiment, the crankshaft damper 100 is a crankshaft damper 100 with spoke springs 30, which are connected radially R between the hub 10 and the cover plate 20. The inner radial end of the spoke spring 30 is torsionalally connected to the hub 10, while the cover plate 20 is fixedly disposed at the outer radial end of the spoke spring 30. Since the spoke spring 30 can elastically deform and the cover plate 20 typically has a large moment of inertia, it can act as an inertia ring (also known as a mass ring), increasing the moment of inertia at the outer radial end of the entire spoke spring 30. When the crankshaft drives the hub 10 to rotate, the instantaneous angular velocity of the outer radial end of the spoke spring 30 is more uniform than that of the inner radial end, causing relative angular vibration between the cover plate 20 and the hub 10. Therefore, the two can rotate relative to each other in the circumferential direction W to absorb and buffer the torsional vibration of the crankshaft.

[0033] Furthermore, such as Figure 1 and Figure 2 As shown, the crankshaft damper 100 of this disclosure also includes a support washer 50, the radially inner end of which is torsionally connected to the hub 10, so that when the cover plate 20 rotates relative to the hub 10, it can also rotate relative to the support washer 50. Figure 3 As shown, an internal gear 21 is provided on the inner periphery of the cover plate 20, such as... Figure 4 As shown, the outer periphery of the radially outer end of the support washer 50 is provided with an external toothed groove 51. During the assembly of the crankshaft damper 100, the internal gear 21 engages in the external toothed groove 51. Since the tooth width of the internal gear 21 is smaller than the groove width of the external toothed groove 51, when relative rotation occurs between the cover plate 20, the hub 10, and the support washer 50, exceeding a preset rotation angle, the outer wall of the tooth of the internal gear 21 in the cover plate 20 will collide and abut against the inner wall of the groove of the external toothed groove 51 in the support washer 50. Figures 7 to 9 As shown, the collision and contact between the internal gear 21 and the external tooth groove 51 restricts the rotation angle of the cover plate 20 relative to the support washer 50, thereby limiting the rotation angle of the cover plate 20 relative to the hub 10. In this way, the rotation angle of the cover plate 20 relative to the hub 10 can be prevented from being too large, thus preventing the spoke spring 30 from twisting beyond the preset angle and breaking.

[0034] In some embodiments, the cover plate 20 can be an integral structure. The cover plate 20 has a top plate and two side plates, with the two side walls respectively connected to the two sides of the top, so that the longitudinal section of the cover plate 20 can be generally U-shaped. When the cover plate 20 is fixedly connected to the radially outer end of the spoke spring 30, the top plate of the cover plate 20 covers the radially outer side of the spoke spring 30, and the side plates of the cover plate 20 are respectively located on both axial sides of the spoke spring 30.

[0035] In some embodiments, two independent cover plates 20 are fixedly connected to the axial sides of the radially outer end of the spoke spring 30, meaning that the cover plates 20 are no longer a single integral structure. An internal gear 21 may be provided on one of the cover plates 20, and the cover plate 20 with the internal gear 21 and the support washer 50 may be located on the same side of the spoke spring 30.

[0036] In this embodiment, as Figure 2 As shown, two identical cover plates 20 are symmetrically arranged on both sides of the radial outer end of the spoke spring 30, and an internal gear 21 is provided on the inner periphery of the radial inner side of each cover plate 20.

[0037] Since the cover plates 20 have the same structure, the same set of molds can be used in the production process, which greatly reduces manufacturing costs and complexity. At the same time, during the production process, the cover plates 20 and the support washers 50 can share a mold and a piece of material, and the two products, cover plates 20 and support washers 50, can be directly cut from the same piece of material.

[0038] Furthermore, the support washer 50 can be installed on either side of the spoke spring 30, which not only provides more assembly options, increasing assembly flexibility and versatility, but also simplifies the assembly process, improves work efficiency, and reduces the error rate. Additionally, the symmetrical arrangement of the two cover plates 20 ensures the axial balance and stability of the crankshaft damper 100, preventing axial deflection.

[0039] In some embodiments, such as Figure 5 As shown, the spoke spring 30 includes an outer connecting ring 31, an inner connecting ring 32, and multiple spokes 33. The outer connecting ring 31 is used for anti-torsional connection with the cover plate 20, the inner connecting ring 32 is used for anti-torsional connection with the hub 10, and the multiple spokes 33 are radially connected between the outer connecting ring 31 and the inner connecting ring 32. The spokes 33 are configured as torsion spring rods, and the spokes 33 are capable of radial and elastic deformation.

[0040] The natural frequency of a crankshaft is related to several factors, including: the mass of the cover plate 20, the radius of the outer connecting ring 31 of the spoke spring 30, the number of spokes 33, and the thickness (spring constant) of the spokes 33. The natural frequency of the crankshaft can be changed by altering the mass of the cover plate 20, and / or the radius of the outer connecting ring 31, and / or the number of spokes 33, and / or the spring constant of the spokes 33.

[0041] By altering the crankshaft's natural frequency, ensuring it differs from or is not an integer multiple of the frequency of the excitation torque on the crankshaft within the engine's operating speed range, resonance within the crankshaft is avoided. This reduces crankshaft fatigue damage and extends its service life. Simultaneously, it prevents engine power loss and performance degradation caused by resonance, ensuring optimal engine performance under various operating conditions. Reducing crankshaft torsional vibration also lowers engine noise, vibration, and harshness (NVH), improving driving comfort.

[0042] In some embodiments, the crankshaft damper 100 further includes two diaphragm springs 40, symmetrically arranged on both axial sides of the spoke springs 30, to ensure the axial balance and stability of the crankshaft damper 100. The radially inner end of the diaphragm spring 40 is torsionally connected to the hub 10, and the diaphragm spring 40 can rotate relative to the cover plate 20 together with the hub 10, the radially inner end of the spoke springs 30, and the support washer 50.

[0043] The radially outer end of the diaphragm spring 40 dynamically abuts against the inner axial sidewall of the cover plate 20 near the spoke spring 30, generating additional frictional force between them. A higher coefficient of friction results in a stronger damping effect, more effectively absorbing and buffering the torsional vibration energy of the crankshaft and enhancing vibration reduction. It should be noted that the natural frequency of the crankshaft can be flexibly altered by changing the stiffness coefficient of the diaphragm spring 40 and the coefficient of friction with the cover plate 20.

[0044] Furthermore, the radially outer end of the diaphragm spring 40 dynamically abuts against the cover plate 20, and the diaphragm spring 40 and the cover plate 20 enclose the spoke spring 30, forming a relatively closed protective space. This prevents external impurities from entering the spoke spring 30, reduces the impact of dust and dirt on the spoke spring 30, and extends the service life of the spoke spring 30. In addition, the protective space formed by the diaphragm spring 40 and the cover plate 20 can also protect the spoke spring 30 from external impacts and collisions.

[0045] In some embodiments, such as Figure 1 As shown, the hub 10 includes a radial connecting plate 11, which is located on one side of the axial direction of the radial inner end of the spoke spring 30, as... Figure 2 As shown, the radial connecting plate 11 and the radial inner end of the spoke spring 30 are connected to resist torsion through the first fastener 60. The hub 10 is connected to the spoke spring 30 to resist torsion through the radial connecting plate 11, which reduces the space occupied by the entire crankshaft damper 100 in the axial direction A.

[0046] In some embodiments, the support washer 50 and the radial connecting plate 11 are located on opposite axial sides of the spoke spring 30. Specifically, as Figure 1As shown, the radial connecting plate 11 is located on one axial side of the spoke spring 30, the support washer 50 is located on the other axial side of the spoke spring 30, and the diaphragm springs 40 on both sides are respectively sandwiched between the radial connecting plate 11 and the spoke spring 30, and between the spoke spring 30 and the support washer 50.

[0047] This ensures the axial balance and stability of the crankshaft damper 100. At the same time, the arrangement of the support washer 50 and the radial connecting plate 11 makes the axial space of the entire crankshaft damper 100 more compact, saving axial space.

[0048] The first fastener 60 can be a rivet. The first fastener 60 connects the radial connecting plate 11 of the hub 10 and the radial inner end of the spoke spring 30 together along the axial direction A to prevent loosening or falling off under high load and high speed conditions. This allows the torsional vibration of the crankshaft to be effectively transmitted to the spoke spring 30, thereby reducing the torsional vibration of the crankshaft by relying on the elastic deformation of the spoke spring 30.

[0049] Furthermore, the first fastener 60 can pass through the radial inner end of the diaphragm spring 40, the radial inner end of the support washer 50, the radial inner end of the spoke spring 30, and the radial connecting plate 11 of the hub 10 in the axial direction to connect the above structure in a torsional manner, thereby reducing the number of fasteners and further reducing the axial and radial space occupied.

[0050] Furthermore, such as Figure 1 As shown, the first fastener 60 is provided with a first cap 61 and a second cap 62. The first cap 61 can axially abut against the radial inner end of the support washer 50, and the second cap 62 of the first fastener 60 abuts against the radial connecting plate 11 of the hub 10 to axially clamp the radial connecting plate 11, the radial inner end of the spoke spring 30 and the radial inner end of the support washer 50.

[0051] The first cap 61 and the second cap 62 work together to restrict the axial position of the radial inner ends of the radial connecting plate 11, the spoke spring 30, and the support washer 50. This prevents the radial inner ends of the radial connecting plate 11, the spoke spring 30, and the support washer 50 from loosening and axially separating under long-term operation. This ensures the reliability of the connection of each component under high load and high speed conditions, extends the service life of the crankshaft damper 100, and improves the overall performance of the crankshaft damper 100.

[0052] In some embodiments, such as Figure 1 As shown, the support washer 50 has a bent portion 52, which causes the radially outer end of the support washer 50 having an external toothed groove 51 to be located axially outside the radially inner end of the support washer 50 and the hub 10 in anti-torsional connection.

[0053] Because there is an axial gap between the radial inner end of the cover plate 20 and the spoke spring 30, the bent portion 52 ensures that the radial inner end of the support washer 50 is torsionalally connected to the spoke spring 30, while allowing the outer tooth groove 51 at the radial outer end to engage with the internal gear 21 of the cover plate 20. Simultaneously, the axial gap between the radial inner end of the cover plate 20 and the spoke spring 30 can accommodate the diaphragm spring 40 and axially compress it. The support washer 50 with the bent portion 52 provides the necessary installation space for the diaphragm spring 40, ensuring that the diaphragm spring 40 can be effectively connected to the cover plate 20 and the hub 10. It also makes the axial space at the radial inner end of the spoke spring 30 more compact, resulting in a more rational and compact structure for the entire crankshaft damper 100.

[0054] In addition, the bending portion 52 also enhances the strength of the support washer 50, preventing the support washer 50 from bending under axial deflection.

[0055] In some embodiments, such as Figure 5 and Figure 6 As shown, an mounting block 34 is provided on the radial inner side of the outer connecting ring 31. The mounting block 34 is arranged circumferentially between two adjacent spokes 33. The mounting block 34 of the outer connecting ring 31 and the cover plate 20 are connected to resist torsion through a second fastener.

[0056] The outer connecting ring 31, via the mounting block 34, facilitates the torsional connection between the spoke spring 30 and the cover plate 20 through the second fastener 70. Drilling holes in the mounting block 34 effectively avoids drilling holes in the outer connecting ring 31, thus preventing a reduction in the strength of the outer connecting ring 31 due to drilling. Since the mounting block 34 is located radially inside the outer connecting ring 31, it does not occupy the radial space of the spoke spring 30, thereby ensuring the compactness of the crankshaft damper 100.

[0057] Based on the same inventive concept, this disclosure provides an engine including a crankshaft, a torque damping device, and a crankshaft damper 100. The crankshaft includes a front end and a rear end; the torque damping device is torsionally connected to the rear end of the crankshaft to reduce torsional vibration and torsional impact during torque transmission between the engine and the transmission. The crankshaft damper 100 is torsionally connected to the front end of the crankshaft via a hub 10 to reduce torsional vibration of the front end of the crankshaft relative to the rear end, reduce crankshaft fatigue, extend crankshaft life, and improve engine power efficiency and performance.

[0058] The specific manner in which the functions of the engine in the above embodiments are implemented has been described in detail in the embodiments relating to the crankshaft damper 100, and will not be elaborated here.

[0059] It is understood that in this disclosure, "multiple" refers to two or more, and other quantifiers are similar. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, and B alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship. The singular forms "a" and "the" are also intended to include the plural forms unless the context clearly indicates otherwise.

[0060] It is further understood that the terms "first," "second," etc., are used to describe various structures, but these structures should not be limited to these terms. These terms are only used to distinguish structures of the same type from one another and do not indicate a specific order or degree of importance. In fact, the expressions "first," "second," etc., are completely interchangeable. For example, without departing from the scope of this disclosure, a first structure can also be called a second structure, and similarly, a second structure can also be called a first structure.

[0061] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the following scope of claims.

[0062] It should be understood that this disclosure is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this disclosure is limited only by the appended claims.

Claims

1. A crankshaft vibration damper (100), characterized in that, include: Hub (10) is used for anti-torsional connection with crankshaft; A cover plate (20) is provided with an internal gear (21) on its inner periphery; A spoke spring (30) is connected radially (R) between the hub (10) and the cover plate (20), and the elastic deformation of the spoke spring (30) allows the hub (10) and the cover plate (20) to rotate relative to each other; as well as A support washer (50) is provided. The inner radial end of the support washer (50) is torsionally connected to the hub (10). The outer periphery of the outer radial end of the support washer (50) is provided with an outer tooth groove (51) that mates with the inner gear (21). The tooth width of the inner gear (21) is smaller than the groove width of the outer tooth groove (51). The rotation angle of the cover plate (20) relative to the hub (10) is limited by the collision and contact between the inner gear (21) and the outer tooth groove (51).

2. The crankshaft vibration damper (100) according to claim 1, characterized in that, The spoke spring (30) includes: An outer connecting ring (31) is used for a torsion-resistant connection with the cover plate (20); Inner connecting ring (32) for anti-torsional connection with the hub (10); and Multiple spokes (33) extend radially and are elastically deformable and connected between the outer connecting ring (31) and the inner connecting ring (32).

3. The crankshaft vibration damper (100) according to claim 1, characterized in that, Two independent and identical cover plates (20) are symmetrically fixedly connected to the radial outer end of the spoke spring (30) on both sides of the axial direction.

4. The crankshaft vibration damper (100) according to claim 3, characterized in that, The crankshaft damper (100) also includes two diaphragm springs (40), which are symmetrically arranged on both sides of the spoke spring (30). The inner radial end of the diaphragm spring (40) is torsionally connected to the hub (10), and the outer radial end of the diaphragm spring (40) is in dynamic frictional contact with the cover plate (20) near the inner axial sidewall of the spoke spring (30).

5. The crankshaft vibration damper (100) according to claim 1, characterized in that, The hub (10) includes a radial connecting plate (11), which is located on the axial side of the radial inner end of the spoke spring (30). The radial connecting plate (11) and the radial inner end of the spoke spring (30) are connected to resist torsion by a first fastener (60).

6. The crankshaft vibration damper (100) according to claim 5, characterized in that, The support washer (50) and the radial connecting plate (11) are located on opposite sides of the spoke spring (30) along its axial direction.

7. The crankshaft vibration damper (100) according to claim 5, characterized in that, The first fastener (60) is provided with a first cap (61) and a second cap (62). The first cap (61) abuts axially with the radial inner end of the support washer (50), and the second cap (62) abuts with the radial connecting plate (11) of the hub (10) to axially clamp the radial connecting plate (11), the radial inner end of the spoke spring (30), and the radial inner end of the support washer (50).

8. The crankshaft vibration damper (100) according to claim 1, characterized in that, The support washer (50) has a bent portion (52) such that the radially outer end of the external toothed groove (51) of the support washer (50) is located on the axially outer side of the radially inner end of the support washer (50) and the hub (10) in anti-torsional connection.

9. The crankshaft vibration damper (100) according to claim 2, characterized in that, An mounting block (34) is provided on the radial inner side of the outer connecting ring (31). The mounting block (34) is located between two adjacent spokes (33). The mounting block (34) of the outer connecting ring (31) and the cover plate (20) are connected to the torsion through a second fastener (70).

10. An engine, characterized in that, include: Crankshaft, including the front and rear ends; Torque damping device, anti-torsional connection to the rear end of the crankshaft; as well as The crankshaft damper (100) as described in any one of claims 1 to 9 is torsionally connected to the front end of the crankshaft via the hub (10) for reducing torsional vibration of the front end relative to the rear end.

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