Integral crankshaft decoupling damper

Abstract

The present invention discloses an integrated crankshaft decoupling damper, which includes a core shaft. An anti-vibration spring and a decoupling spring are installed outside the core shaft. An inertia ring is sequentially installed outside the anti-vibration spring. A pulley is installed outside the decoupling spring. A damping ring is installed between the inertia ring and the pulley. The present invention can simultaneously achieve the functions of pulley crankshaft decoupling and torsional vibration damping, and has stable performance, small occupied space, low cost and high reliability.

Description

Technical Field

[0001] The present invention relates to a shock absorber for the front-end shafting of an engine, and particularly to an integrated crankshaft decoupling shock absorber. Background Art

[0002] In a traditional automotive engine, the crankshaft pulley is rigidly connected to the crankshaft and runs synchronously with the engine speed. When the engine speed changes, the speed of the crankshaft pulley also changes. Due to the alternating operation of the cylinders in the engine, the output torque and speed are uneven (generally in the shape of a sine wave). Especially when the engine suddenly accelerates or decelerates, the speed of the crankshaft pulley also changes accordingly. However, due to the large moment of inertia of the front-end gear train driven by the crankshaft pulley, the speed of the front-end gear train is instantaneously out of sync with the engine speed, resulting in impacts and slips between the transmission belt and the pulley, generating noise, thereby reducing the belt life and shortening the lifespan of the entire engine front-end gear train. Due to these vibrations, noises, and unevenness (NVH), the comfort of the whole vehicle is greatly reduced. The traditional engine torsional shock absorber is an independent component installed at the free end of the crankshaft and is installed in parallel with the crankshaft pulley, which is large in size and high in cost.

[0003] In order to improve the smooth performance and service life of the engine front-end gear train and save the engine's installation space by integrating with the torsional shock absorber, there are some improvements in the pulley structure in the prior art, which are connected to the torsional shock absorber as a single unit. For example, the technical solution disclosed in European Patent EP0782674B1 includes a crankshaft decoupler and a torsional shock absorber. The core shaft is fixedly installed on the transmission shaft. The decoupler pulley is connected to the core shaft through two arc-shaped scroll springs to achieve the decoupling function. The pulley is connected to the core shaft through a ball bearing to achieve radial and axial support functions. The inertia ring of the torsional shock absorber is connected to the core shaft through a rubber ring to achieve the torsional shock absorption function.

[0004] The structure in the prior art is as Figure 1 shown. The pulley 114 is connected to the arc-shaped spring 138 through intermediate connectors 40, 130, 132, and 134, and then connected to the core shaft 112 through the support arm 120 to achieve the decoupling function. The pulley 114 is connected to the core shaft 112 through a ball bearing 118 to achieve radial and axial support functions. The inertia ring 201 is connected to the inner support member 128 through a rubber ring 202. The support member 128 is rigidly connected to the core shaft 112 and installed on the crankshaft 120.

[0005] In this technical solution, the arc-shaped scroll spring of the crankshaft decoupler is connected to the pulley and the core shaft through multiple parts and is supported by a ball bearing. There are many parts, the manufacturing process is complex, the volume is large, and the cost is high; the performance of the rubber ring of the torsional damper is unstable. The stiffness value of the rubber ring increases with the increase of the load and decreases with the increase of the temperature. Moreover, the rubber ring will age and fail after long-term use; the crankshaft decoupler and the torsional damper are connected in parallel, occupying a large space and having a high cost.

[0006] Therefore, those skilled in the art are committed to developing an integrated crankshaft decoupling damper, which can simultaneously achieve the functions of pulley crankshaft decoupling and torsional damping, and has stable performance, small occupied space, low cost and high reliability. Summary of the Invention

[0007] In view of the above-mentioned defects of the prior art, the technical problem to be solved by the present invention is to provide an integrated crankshaft decoupling damper, which can simultaneously achieve the functions of pulley crankshaft decoupling and torsional damping, and has stable performance, small occupied space, low cost and high reliability.

[0008] To achieve the above object, the present invention provides an integrated crankshaft decoupling damper, which is characterized in that: it includes a core shaft, an anti-vibration spring and a decoupling spring are installed outside the core shaft, an inertia ring and a damping ring are sequentially installed outside the anti-vibration spring, and a pulley is installed outside the damping ring.

[0009] Furthermore, a transmission shaft is fixed inside the core shaft, and three steps are formed by outward protrusions on the outer surface of the core shaft.

[0010] Furthermore, the anti-vibration spring has an inner surface and an outer surface. The inner surface of the anti-vibration spring is installed on the outer surface of the core shaft by a tight fit and is close to a convex platform of the core shaft. The outer surface of the anti-vibration spring is installed inside the inertia ring by a tight fit, and the anti-vibration spring is close to the inner convex platform of the inertia ring;

[0011] The anti-vibration spring is located on the first step of the core shaft, and the anti-vibration spring has one or more evenly distributed first arc-shaped slits.

[0012] Furthermore, the first arc-shaped slit of the anti-vibration spring is formed by laser cutting or other processing means.

[0013] Furthermore, the inner convex platform of the inertia ring is in contact with the side surface of the anti-vibration spring, and the outer surface of the inertia ring is in contact with the inner surface of the damping ring.

[0014] Furthermore, the outer surface of the damping ring is in contact with the inner surface of the first groove of the pulley.

[0015] Furthermore, the damping ring can be made of rubber, plastic or other elastic materials.

[0016] Further, one or more first grooves are provided on the outer surface of the pulley, and the first grooves are connected to the belt of the front-end engine pulley system;

[0017] A second groove is provided on the inner surface of the pulley and abuts against the outer surface of the damping ring. The pulley also has two inner steps that are in tight fit with the outer surface of the decoupling spring.

[0018] Further, the decoupling spring includes a left decoupling spring and a right decoupling spring. The left decoupling spring and the right decoupling spring are respectively in tight fit with the inner surfaces on both sides of the pulley. The inner surfaces of the left decoupling spring and the right decoupling spring are respectively in tight fit with the second step and the third step on the outer surface of the core shaft;

[0019] The decoupling springs each have one or more uniformly distributed second arc-shaped slits.

[0020] Further, the second arc-shaped slits of the decoupling spring are formed by laser cutting or other processing means.

[0021] The beneficial effects of the present invention are as follows:

[0022] First, the technical solution used in the present invention places the functional components of the torsional damper in the internal space of the crankshaft decoupler, and the two share a core shaft, avoiding the problems of multiple parts, large volume, large occupied space, and high cost in the prior art solutions;

[0023] Second, on the inner and outer surfaces of the damping spring used in the technical solution of the present invention, the core shaft and the pulley are connected through interference fit, which can achieve radial and axial support and transmit torque, solving the problem of unstable support in the prior art solutions;

[0024] Third, the stiffness of the damping spring used in the technical solution of the present invention is achieved through one or more arc-shaped slits. The number and size of the slits can be adjusted according to the stiffness requirements, with accurate stiffness values and good consistency; moreover, it is made of metal material with stable and reliable performance. This solves the problems of unstable performance and aging of the rubber ring in the prior art solutions;

[0025] Fourth, on the inner and outer surfaces of the decoupling spring used in the technical solution of the present invention, the core shaft and the pulley are connected through interference fit, which can achieve radial and axial support and transmit torque, solving the problems of high cost and complex assembly process caused by using ball bearings for support in the prior art solutions;

[0026] Fifth, in the technical solution of the present invention, the stiffness of the decoupling spring is achieved through one or more arc-shaped gaps. The number and size of the gaps can be adjusted according to the required stiffness, with accurate stiffness value and good consistency. Moreover, there are fewer parts and a smaller volume, solving the problems of more parts and higher cost in the prior art solutions.

[0027] Sixth, in the technical solution of the present invention, the damping ring is in contact with the inner surface of the crankshaft decoupler pulley and the outer surface of the torsional vibration damper inertia ring to achieve bidirectional mutual damping, solving the problems of individual damping, more parts, and higher cost in the prior art solutions. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 is a schematic structural diagram of the prior art.

[0029] Figure 2 is a schematic structural diagram of a specific embodiment of the present invention

[0030] Figure 3 is a sectional structural diagram of a specific embodiment of the present invention.

[0031] Figure 4 is an exploded structural diagram of a specific embodiment of the present invention.

[0032] Figure 5 is a schematic structural diagram of the mandrel of a specific embodiment of the present invention.

[0033] Figure 6A is a schematic structural diagram of the damping spring of a specific embodiment of the present invention.

[0034] Figure 6B is the present invention Figure 6A in which the sectional structural diagram of A-A is shown.

[0035] Figure 7 is a schematic structural diagram of the inertia ring of a specific embodiment of the present invention.

[0036] Figure 8A is a schematic structural diagram of the decoupling spring of a specific embodiment of the present invention.

[0037] Figure 8B is the present invention Figure 8A in which the sectional structural diagram of B-B is shown.

[0038] Figure 9 is a schematic structural diagram of the pulley of a specific embodiment of the present invention.

[0039] Figure 10 is a schematic structural diagram of the damping ring of a specific embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0040] In the following description, for the purpose of clearly showing the structure and working mode of the present invention, many directional terms will be used for description. However, words such as "front", "rear", "left", "right", "outer", "inner", "outward", "inward", "up", and "down" should be understood as convenient terms and should not be understood as restrictive terms. In addition, in the following description, the term "inner" mainly refers to the direction close to the transmission shaft; the term "outer" mainly refers to the direction away from the transmission shaft; the term "axial" mainly refers to the direction parallel to the transmission shaft, and the term "radial" mainly refers to the direction perpendicular to the transmission shaft.

[0041] In the description of the present invention, it should be noted that unless otherwise clearly specified and limited, the terms "installed", "connected", and "communicated" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0042] As Figures 2 to 10 shown, an integrated crankshaft decoupling damper includes a core shaft 40, and a transmission shaft 1 is fixed inside the core shaft 40. Three steps are formed by the outward protrusion of the outer surface of the core shaft 40.

[0043] A damping spring 20 and a decoupling spring 80 are installed outside the core shaft 40. An inertia ring 30 and a damping ring 60 are successively installed outside the damping spring 20, and a belt pulley 10 is installed outside the damping ring 60.

[0044] The damping spring 20 has an inner surface and an outer surface. The inner surface of the damping spring 20 is installed on the outer surface of the core shaft 40 through a tight fit and is close to a convex platform of the core shaft 40. The outer surface of the damping spring 20 is installed inside the inertia ring 30 through a tight fit, and the damping spring 20 is close to the inner convex platform of the inertia ring 30. The stiffness of the damping spring 20 and the moment of inertia of the inertia ring 30 are used to adjust the frequency and amplitude of the torsional vibration of the engine crankshaft.

[0045] The damping spring 20 is located on the first step 41 of the core shaft 40, and the damping spring 20 has one or more uniformly distributed first arc-shaped slits 21. The number and size of the first arc-shaped slits 2 can adjust the stiffness of the damping spring 20 to meet the requirements of torsional vibration reduction of the engine shafting.

[0046] The first arc-shaped slit 21 of the damping spring 20 is formed by laser cutting or other processing means. The inner convex platform 31 of the inertia ring 30 is in contact with the side surface of the damping spring 20, and the outer surface of the inertia ring 30 is in contact with the inner surface of the damping ring 60. The damping of the damping ring 60 can reduce the amplitude of the torsional vibration of the engine crankshaft.

[0047] The outer surface of the damping ring 60 contacts with the inner surface of the first groove 11 of the belt pulley 10. The damping ring 60 can be made of rubber, plastic or other elastic materials. The contact tightness between the outer surface of the inertia ring 30 and the inner surface of the damping ring 60 can be used to adjust the damping value to meet the damping performance of the torsional damper.

[0048] One or more first grooves 11 are provided on the outer surface of the belt pulley 10. The first grooves 11 are connected to the belt of the engine front-end gear train. The inner surface of the belt pulley 10 has a second groove that abuts against the outer surface of the damping ring 60. The belt pulley 10 also has two inner steps that are tightly fitted with the outer surface of the decoupling spring 80.

[0049] The decoupling spring 80 includes a left decoupling spring 50 and a right decoupling spring 70. The left decoupling spring 50 and the right decoupling spring 70 are respectively tightly fitted with the inner surfaces on both sides of the belt pulley 10. The inner surfaces of the left decoupling spring 50 and the right decoupling spring 70 are respectively tightly fitted with the second step 42 and the third step 43 on the outer surface of the core shaft 40. The decoupling spring 80 has one or more uniformly distributed second arc-shaped slits 81. The second arc-shaped slits 81 of the decoupling spring 80 are formed by laser cutting or other processing means. The number and size of the second arc-shaped slits 81 can adjust the stiffness of the decoupling spring 80 to meet the requirements of the engine front-end gear train performance.

[0050] The outer surfaces of the left decoupling spring 50 and the right decoupling spring 70 are connected to the inner surface of the belt pulley 10 by interference fit. The stiffness of the decoupling springs 50 and 70 and the damping value of the damping ring 60 are used to reduce the amplitude of torsional vibration transmitted from the engine crankshaft to the crankshaft pulley and the front-end gear train. The purpose of reducing belt slip, belt jitter and the swing amplitude of the tensioner is achieved, thereby reducing vehicle NVH, extending the service life of each component of the front-end gear train and improving the comfort of the vehicle.

[0051] The preferred specific embodiments of the present invention have been described in detail above. It should be understood that those of ordinary skill in the art can make many modifications and variations based on the concept of the present invention without creative labor. Therefore, all technical solutions that can be obtained by those skilled in the art in the technical field according to the concept of the present invention through logical analysis, reasoning or limited experiments on the basis of the prior art should be within the protection scope determined by the claims.

Claims

1. An integrated crankshaft decoupling damper, characterized in that: it includes a core shaft (40), an anti-vibration spring (20) and a decoupling spring (80) are installed outside the core shaft (40), an inertia ring (30) and a damping ring (60) are sequentially installed outside the anti-vibration spring (20), and a belt pulley (10) is installed outside the damping ring (60); three steps are formed by outward protrusion on the outer surface of the core shaft (40); the anti-vibration spring (20) has an inner surface and an outer surface, the inner surface of the anti-vibration spring (20) is installed on the outer surface of the core shaft (40) by a tight fit and is close to a boss of the core shaft (40), the outer surface of the anti-vibration spring (20) is installed in the inertia ring (30) by a tight fit, and the anti-vibration spring (20) is close to the inner boss of the inertia ring (30); the anti-vibration spring (20) is located on the first step (41) of the core shaft (40), and the anti-vibration spring (20) has a plurality of uniformly distributed first arc-shaped slits (21); the decoupling spring (80) includes a left decoupling spring (50) and a right decoupling spring (70), the left decoupling spring (50) and the right decoupling spring (70) are respectively in tight fit with the inner surfaces on both sides of the belt pulley (10), and the inner surfaces of the left decoupling spring (50) and the right decoupling spring (70) are respectively in tight fit with the outer surface of the core shaft (40) at the second step (42) and the third step (43); the decoupling springs (80) each have a plurality of uniformly distributed second arc-shaped slits (81).

2. The integrated crankshaft decoupling damper according to claim 1, characterized in that: a transmission shaft (1) is fixed inside the core shaft (40).

3. The integrated crankshaft decoupling damper according to claim 2, characterized in that: the first arc-shaped slit (21) of the anti-vibration spring (20) is formed by laser cutting.

4. The integrated crankshaft decoupling damper according to claim 3, characterized in that: the inner boss (31) of the inertia ring (30) contacts the side surface of the anti-vibration spring (20), and the outer surface of the inertia ring (30) contacts the inner surface of the damping ring (60).

5. The integrated crankshaft decoupling damper according to claim 4, characterized in that: the outer surface of the damping ring (60) contacts the inner surface of the belt pulley (10).

6. The integrated crankshaft decoupling damper according to claim 5, characterized in that: the damping ring (60) is made of an elastic material.

7. The integrated crankshaft decoupling damper according to claim 6, characterized in that: the outer surface of the belt pulley (10) has a plurality of first grooves (11), and the first grooves (11) are connected to the belt of the engine front-end gear train; the inner surface of the belt pulley (10) has a second groove that abuts against the outer surface of the damping ring (60), and the belt pulley (10) also has two inner steps that are in tight fit with the outer surface of the decoupling spring (80).

8. The integrated crankshaft decoupling damper according to claim 7, characterized in that: the second arc-shaped slit (81) of the decoupling spring (80) is formed by laser cutting.

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