Crankshaft belt pulley structure, engine and automobile

Abstract

The invention discloses a crankshaft belt pulley structure, an engine and an automobile, and relates to the technical field of automobiles, the crankshaft belt pulley structure comprises a first wheel body, a second wheel body and a first buffer piece, the second wheel body and the first wheel body are arranged on the same axis, a first connecting part is arranged on one end face, opposite to the first wheel body, of the second wheel body, and a second connecting part is arranged on the other end face of the second wheel body; the first buffer piece is arranged on the end face, corresponding to the second wheel body, of the first wheel body, and a second connecting part used for being connected with the first connecting part is arranged on one side of the first buffer piece. According to the technical scheme, a traditional integral crankshaft belt pulley structure is arranged to be a split type installation structure, the structure is compact and reliable, meanwhile, later replacement and maintenance work is facilitated, the later maintenance cost can be effectively reduced, compared with a traditional integral structure, the buffering effect of the crankshaft belt pulley is excellent, and the service life of the crankshaft belt pulley is prolonged. The method has good application value.

Description

Technical Field

[0001] The invention relates to the technical field of automobiles, and in particular to a crankshaft pulley structure, an engine and an automobile. Background Art

[0002] In modern automotive technology, a specially designed crankshaft pulley is widely used in many models including Smart. This pulley consists of two independent wheels - an inner wheel and an outer wheel, and the two wheels are connected by a rubber flexible connection. The inner wheel is directly connected to the crankshaft and is equipped with a belt to drive the starter generator (iSG), while the outer wheel is also connected to the crankshaft, but connected to the compressor by another belt. The rubber flexible connection is located between the inner and outer wheels. Its main function is to absorb the vibration and impact transmitted by the crankshaft, reduce the impact of these vibrations on the belt and its driven accessories, and thus improve the stability and reliability of the entire system. This design not only reduces vibration and noise, but also extends the service life of the belt and improves the overall performance of the system. This traditional rubber body structure is an integrated structure. When in use, the outer pulley often becomes damaged and falls off due to aging or damage of the middle rubber material. When repairing, the entire set of pulleys can usually only be replaced directly, which is too costly to maintain, and the replacement of the entire crankshaft pulley structure is not convenient enough. Summary of the invention

[0003] The main purpose of the present invention is to propose a crankshaft pulley structure, an engine and a car, aiming to solve the problem that the traditional rubber body structure is an integrated structure, and the outer pulley is often damaged and falls off due to aging or damage of the middle rubber material during use. When repairing, usually only the whole set of pulleys can be directly replaced, the maintenance cost is too high, and the replacement of the entire crankshaft pulley structure is not convenient enough.

[0004] To achieve the above object, the crankshaft pulley structure proposed in the present invention includes:

[0005] First round body;

[0006] A second wheel body is disposed on the same axis as the first wheel body, and a first connecting portion is disposed on an end surface of the second wheel body relative to the first wheel body; and

[0007] The first buffer is arranged on an end surface of the first wheel body corresponding to the second wheel body, and a second connecting portion for connecting with the first connecting portion is arranged on one side of the first buffer.

[0008] In one embodiment, a plurality of load-bearing rods are provided on an end face of the first wheel body corresponding to the second wheel body, and a plurality of load-bearing through holes are provided on the first buffer member corresponding to the plurality of load-bearing rods. The plurality of load-bearing rods sequentially penetrate the plurality of load-bearing through holes and the second wheel body, and ends thereof are fixed to an end face of the second wheel body away from the first wheel body.

[0009] In one embodiment, an end surface of the second wheel body away from the first wheel body is sunken to form a first mounting groove;

[0010] A second buffer is provided in the first installation groove, and a plurality of external through holes are provided on the second buffer corresponding to the plurality of the load-bearing plug rods, and one end of the plurality of the load-bearing plug rods is provided on a side of the second buffer away from the first buffer through a fixing structure; and / or,

[0011] The plurality of bearing insertion rods are evenly spaced on the end surface of the first wheel around the axis direction.

[0012] In one embodiment, the fixing structure comprises:

[0013] a slot, provided at an end of the load-bearing rod away from the first wheel body; and

[0014] The clamping ring is a non-closed ring structure, installed in the clamping groove, and its arc-shaped end surface is higher than the arc-shaped notch of the clamping groove;

[0015] A metal plate is disposed on an end surface of the second buffer member away from the first buffer member, and one side of each of the plurality of clamping rings is in contact with the metal plate.

[0016] In one embodiment, a plurality of accommodating holes are provided on the second wheel body corresponding to the plurality of the load-bearing inserting rods;

[0017] The diameters of the load-bearing through hole and the outer through hole correspond to the circumference of the load-bearing insertion rod, and the diameter of the accommodating hole is larger than the circumference of the load-bearing insertion rod.

[0018] In one embodiment, a second mounting groove is formed in a concave shape on an end surface of the second wheel body corresponding to the first wheel body, and an end portion of the first buffer member is at least partially disposed in the second mounting groove.

[0019] In one embodiment, the first connecting portion is configured as an external gear, and the external gear is disposed at the bottom of the second mounting groove corresponding to the axis of the second wheel body;

[0020] The second connecting portion is configured as an internal gear, one end surface of the internal gear is higher than the end surface of the first buffer component and is connected to the external gear.

[0021] In one embodiment, a central hole is provided in the middle of the second wheel body, the second buffer member and the first buffer member; and / or,

[0022] The first buffer member and the second buffer member are both configured as rubber members, and one end of the internal gear is at least partially disposed inside the first buffer member; and / or,

[0023] The external gear and the second wheel body are integrally formed.

[0024] The present invention also provides an engine, comprising:

[0025] A crankshaft pulley structure, such as the crankshaft pulley structure described in the above embodiments; and

[0026] The crankshaft structure is connected to the center hole of the second wheel body.

[0027] The present invention also provides a car, comprising the engine as described above.

[0028] In the technical solution of the present invention, the traditional crankshaft pulley structure adopts a split structure setting, which can effectively improve the convenience of its maintenance and replacement process and can effectively reduce maintenance costs. Specifically, when the first buffer member or the second buffer member is damaged, the rotation of the first wheel body will become unstable, thereby causing the belt on the first wheel body to fall off, so that the user can find the damage of the pulley in time. When replacement is required, the first wheel body, the first buffer member and the second buffer member can be taken out by removing the retaining ring, and after the replacement is completed, it is only necessary to insert the assembly and snap on the retaining ring to complete the installation. The replacement process is more convenient, and compared with the traditional integral structure, it only needs to replace the corresponding structural parts, and the maintenance cost is greatly reduced.

[0029] In addition, it has an excellent buffering effect. When vibration occurs in the rotational direction, the torsional torque acts on the first buffer component, and the first buffer component buffers the sudden rotational torque, thereby reducing the instantaneous impact on the first wheel body connecting belt. When vibration occurs in the axial direction, the inner side of the first wheel body contacts the inner buffer rubber component, and the retaining ring on the load-bearing plug rod of the first wheel body contacts the second buffer component, and the axial vibration force acts on the first buffer component and the second buffer component respectively, thereby achieving a good seismic isolation effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying creative work.

[0031] Figure 1 An exploded view of the crankshaft pulley structure according to an embodiment of the present invention;

[0032] Figure 2 for Figure 1 The second wheel structure diagram in the crankshaft pulley structure;

[0033] Figure 3 for Figure 1 Schematic diagram of the overall structure of the crankshaft pulley structure;

[0034] Figure 4 for Figure 1 Structural diagram of the first wheel in the crankshaft pulley structure.

[0035] Description of Figure Numbers:

[0036] 100. Crankshaft pulley structure; 1. First wheel body; 11. Load-bearing plug rod; 2. Second wheel body; 22. Second mounting groove; 23. External gear; 24. Accommodating hole; 3. First buffer member; 31. Internal gear; 32. Load-bearing through hole; 4. Second buffer member; 41. External through hole; 42. Metal plate; 5. Fixing structure; 51. Retaining groove; 52. Retaining ring.

[0037] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0038] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0039] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative position relationship, movement status, etc. between the components in a certain specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0040] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present invention, the descriptions of "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features limited to "first" and "second" may explicitly or implicitly include at least one of the features. In addition, if "and / or" or "and / or" appears in the full text, its meaning includes three parallel solutions. Taking "A and / or B" as an example, it includes solution A, solution B, or solutions that satisfy both A and B. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in this field to implement. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0041] In modern automotive technology, a specially designed crankshaft pulley is widely used in many models including Smart. This pulley consists of two independent wheels - an inner wheel and an outer wheel, and the two wheels are connected by a rubber flexible connection. The inner wheel is directly connected to the crankshaft and is equipped with a belt to drive the starter generator (iSG), while the outer wheel is also connected to the crankshaft, but connected to the compressor by another belt. The rubber flexible connection is located between the inner and outer wheels. Its main function is to absorb the vibration and impact transmitted by the crankshaft, reduce the impact of these vibrations on the belt and its driven accessories, and thus improve the stability and reliability of the entire system. This design not only reduces vibration and noise, but also extends the service life of the belt and improves the overall performance of the system. This traditional rubber body structure is an integrated structure. When in use, the outer pulley often becomes damaged and falls off due to aging or damage of the middle rubber material. When repairing, the entire set of pulleys can usually only be replaced directly, which is too costly to maintain, and the replacement of the entire crankshaft pulley structure is not convenient enough.

[0042] The present invention provides a crankshaft pulley structure 100 .

[0043] See also Figures 1 to 4In one embodiment of the present invention, the crankshaft pulley structure 100 is different from the conventional integral pulley structure. In this embodiment, the crankshaft pulley structure 100 is set as an integral structure assembled from multiple separate structures, wherein the crankshaft pulley structure 100 mainly includes a first wheel body 1, a second wheel body 2 and a first buffer 3, and the first buffer 3 is arranged at the middle position of the first wheel body 1 and the second wheel body 2. Specifically, during installation, the first buffer 3 is first installed on an end face of the first wheel body 1 corresponding to the second wheel body 2, the axial holes of the first wheel body 1 and the second wheel body 2 are installed on the same shaft body, and the first connecting part on the first wheel body 1 is connected to the second connecting part on the end face of the first buffer 3. After the installation is completed, when the entire crankshaft pulley is working, the second wheel body 2 rotates to drive the first connecting part to rotate, and the first connecting part drives the first wheel body 1 to rotate synchronously through the second connecting part connected thereto, thereby achieving the transmission effect of the entire crankshaft pulley structure 100. During this process, the vibration on the engine crankshaft is transmitted to the second wheel body 2, and part of the vibration is absorbed by the first buffer member 3 between the first wheel body 1 and the second wheel body 2. Therefore, after the entire engine is used for a long time, the first buffer member 3 between the first wheel body 1 and the second wheel body 2 will often be partially worn. At this time, the transmission effect between the first wheel body 1 and the second wheel body 2 will be affected to a certain extent, thereby affecting the response effect of the engine. The traditional maintenance method, because the inner wheel and the outer wheel are directly formed into an integral part through the rubber body structure, it does not have a detachable effect. Therefore, after the rubber structure is worn, the entire inner and outer wheel structure needs to be replaced as a whole, and its maintenance cost is relatively high. Taking the above problems into consideration, the above structure in the present embodiment firstly adopts a detachable structure between the above structural components, and the main wear structure inside is the first buffer member 3. When the first buffer member 3 is installed, it is first installed on one end face of the first wheel body 1, and then forms a transmission connection with the second wheel body 2. Therefore, when the first buffer member 3 is worn, the first buffer member 3 can be removed layer by layer from between the first wheel body 1 and the second wheel body 2 for replacement, which can effectively reduce the maintenance cost in the later maintenance process.

[0044] Among them, the first buffer 3 has a specific and effective installation and fixing structure 5 on the first wheel body 1. When the first buffer 3 is installed, the multiple bearing through holes 32 on the second buffer 4 are inserted into the multiple bearing plug rods 11, and then one end of the multiple bearing plug rods 11 passes through the second wheel body 2 and is fixed on the end face of the second wheel body 2 away from the first wheel body 1. In this way, the first wheel body 1, the first buffer 3 and the second wheel body 2 can form a transmission whole through the multiple bearing plug rods 11. In this process, when the second wheel body 2 drives the first buffer 3 to rotate, the first buffer 3 can drive the first wheel body 1 to rotate synchronously through the multiple bearing plug rods 11. Compared with the conventional way of rotating through an integral rubber structure, in this embodiment, the contact transmission method is carried out simultaneously through the multiple receiving plug rods 11 and the multiple bearing through holes 32. On the one hand, it can effectively ensure the stability of the connection between the first buffer 3 and the first wheel body 1, and on the other hand, it can effectively solve the problem of relatively concentrated force on the traditional integrated rubber structure. Thereby, the durability of the entire crankshaft pulley structure 100 can be effectively improved.

[0045] Moreover, the above structure can well absorb the axial vibration of the first wheel body 1 and the second wheel body 2. At the same time, if one end of the plurality of the bearing rods 11 is in hard contact with one end face of the second wheel body 2, then the first buffer 3 can often only absorb the vibration from the first wheel body 1 to the second wheel body 2, and the vibration in the opposite direction mentioned above cannot be absorbed due to the fixation of the end of the bearing rod 11, so the buffering effect of the crankshaft pulley structure 100 in the axial direction is often not ideal. Considering the above problems, in this embodiment, a second buffer 4 is provided in the first mounting groove (not shown in the figure) on the side of the second wheel body 2 away from the first wheel body 1, wherein the second buffer 4 is provided with a plurality of external through holes 41 corresponding to the plurality of the bearing rods 11, and one end of the plurality of the bearing rods 11 passes through the plurality of external through holes 41, and then is fixed to the side of the second buffer 4 away from the first wheel body 1 through the fixing structure 5. After fixing one end of the load-bearing rod 11 in the above manner, since the inner side of the first wheel body 1 is in contact with the first buffer member 3, one end of the load-bearing rod 11 on the first wheel body 1 is in contact with the second buffer member 4. Therefore, regardless of the vibration in any direction on the axis, the first buffer member 3 and the second buffer member 4 can both produce a certain deformation along the axis direction, thereby effectively absorbing the vibration on the axis.

[0046] In the above structure, the multiple load-bearing rods 11 are evenly spaced on one end face of the first wheel body 1 along the axis of the first wheel body 1. The multiple load-bearing rods 11 are evenly spaced, which can make the circumferential force more uniform during the contact between the first buffer member 3 and the multiple load-bearing rods 11, thereby improving the stability of the first wheel body 1 during movement.

[0047] The fixing structure 5 includes a slot 51 and a snap ring 52. When installing and fixing, the plurality of the bearing rods 11 pass through the first buffer 3, the second wheel body 2 and the second buffer 4 in sequence, and then the snap ring 52 is clamped inside the slot 51 at the end of the bearing rod 11, and one side of the snap ring 52 is connected to the side wall of the second buffer 4. Because the arc-shaped end surface of the snap ring 52 is higher than the arc-shaped notch of the slot 51, one end of the bearing rod 11 can be limited at an end surface of the second buffer 4 away from the first buffer 3. Considering that the force on the position of the snap ring 52 is relatively concentrated, which may cause the outer through hole 41 to deform, thereby causing the bearing plug 11 to fall out of the second buffer 4, in this embodiment, a metal plate 42 is further provided on the end face of the second buffer 4 away from the first buffer 3, and one end face of multiple snap rings 52 are in contact with the side wall of the metal plate 42. At this time, the metal plate 42 can support the position of the snap ring 52, thereby effectively preventing the bearing plug 11 from falling out of the outer through hole 41. In addition, the snap ring 52 is set to be a non-closed elastic metal, which can further improve its convenience during installation.

[0048] During the operation of the automobile engine, in addition to the axial vibration generated at the crankshaft, the first wheel body 1 and the second wheel body 2 are also subjected to the torsional torque. When the vibration in the rotation direction occurs, the torsional torque acts on the first buffer 3, and the first buffer 3 plays a role in buffering the sudden torque of rotation, thereby reducing the instantaneous impact on the connecting belt of the first wheel body 1. In this process, the aperture of the accommodating hole 24 on the second wheel body 2 is set to be larger than the circumference of the bearing plug rod 11. At this time, the first wheel body 1 and the second wheel body 2 are in a relatively separated state, so that the first buffer 3 can better absorb the rotational torque. The first buffer 3 and the second buffer 4 must meet the requirements of stable installation. Therefore, the circumference of the bearing plug rod 11 and the apertures of the bearing through hole 32 and the outer through hole 41 are set to corresponding sizes, so as to ensure the stability of the first buffer 3 and the second buffer 4 after installation.

[0049] A second mounting groove 22 is formed in a recessed manner on one end surface of the first wheel body 1 corresponding to the second wheel body 2, and one end portion of the first buffer member 3 is at least partially disposed in the second mounting groove 22, and the first buffer member 3 is sunken and installed in the second mounting groove 22, and a sunken mounting groove structure is also provided on one end surface of the first wheel body 1. The first buffer member 3 is limitedly installed by two sunken groove structures, which can effectively reduce the overall size of the entire crankshaft pulley structure 100. On the other hand, the first buffer member 3 and the second buffer member 4 are both configured as circular structures, and the corresponding mounting grooves are also configured as circular grooves. The buffer members can be limitedly installed in the corresponding sunken grooves, and when circumferential torque is generated, the coaxial structures can achieve better buffering effects.

[0050] In this embodiment, the corresponding connection part is set as a gear connection structure. Specifically, the first connection part is set as an external gear 23, and the second connection part is set as an internal gear 31. One end face of the internal gear 31 is higher than the end face of the first buffer member 3 and is connected to the external gear 23. The second wheel body 2 drives the external gear 23 to rotate, and the external gear 23 and the internal gear 31 are meshed and transmitted, thereby driving the first buffer member 3 to rotate. The torque can be well transmitted through the gear transmission structure. It can be imagined that the tooth profiles of the internal gear 31 and the external gear 23 include a meshing shape of a square or circular structure in addition to the conventional trapezoidal structure.

[0051] In order to ensure the overall strength of the second wheel body 2, the outer gear 23 and the second wheel body 2 can be integrally formed. In addition, in this embodiment, the first buffer 3 and the second buffer 4 are both set as rubber parts, and in order to further ensure the connection performance between the inner gear 31 and the rubber body of the first buffer 3, when the first buffer 3 is connected to the inner gear 31, one end structure of the inner gear 31 is set in the rubber structure of the first buffer 3, thereby effectively ensuring the connection performance between the first buffer 3 and the inner gear 31. At the same time, it can be imagined that a center hole is provided in the middle position of the second wheel body 2, the second buffer 4 and the first buffer 3, which is used to avoid or install the crankshaft.

[0052] The present invention also proposes an engine, which includes a crankshaft pulley structure 100. The specific structure of the crankshaft pulley structure 100 refers to the above-mentioned embodiment. Since the present engine adopts all the technical solutions of all the above-mentioned embodiments, it at least has all the beneficial effects brought by the technical solutions of the above-mentioned embodiments, which will not be described one by one here. Among them, the engine also includes a crankshaft structure. When it is actually installed, the engine crankshaft passes through the center hole of the second buffer 4 and connects with the center hole of the second wheel body 2. The center hole on the first buffer 3 can avoid the end of the crankshaft. When the engine is working, the crankshaft drives the second wheel body 2 to rotate, and the second wheel body 2 drives the outer gear 23 to rotate, and then drives the inner gear 31 through the outer gear 23, and then drives the first buffer 3 to rotate. The first buffer 3 rotates and drives the bearing plug 11 to rotate through the bearing through hole 32, and then drives the first wheel body 1 to rotate through the bearing plug 11.

[0053] When the first buffer 3 or the second buffer 4 is damaged, for example, the first buffer 3 and the second buffer 4 are worn and the outer gear 23 has a tooth falling off problem, the rotation of the first wheel body 1 will become unstable, and the belt on the first wheel body 1 will fall off, so that the user can find the damage of the pulley in time. When replacement is needed, the first wheel body 1, the first buffer 3 and the second buffer 4 can be taken out by removing the retaining ring 52. After the replacement is completed, it only needs to be inserted and the retaining ring 52 is snapped on to complete the installation. The replacement process is relatively convenient.

[0054] The present invention also proposes a car, which includes an engine. The specific structure of the engine refers to the above-mentioned embodiments. Since the car adopts all the technical solutions of all the above-mentioned embodiments, it has at least all the beneficial effects brought by the technical solutions of the above-mentioned embodiments, which will not be described one by one here.

[0055] The above description is only an exemplary embodiment of the present invention, and does not limit the patent scope of the present invention. All equivalent structural changes made by using the contents of the present invention specification and drawings under the technical concept of the present invention, or directly / indirectly applied in other related technical fields are included in the patent protection scope of the present invention.

Claims

1. A crankshaft pulley structure, characterized in that: include: First round body; A second wheel body is disposed on the same axis as the first wheel body, and a first connecting portion is disposed on an end surface of the second wheel body relative to the first wheel body; and The first buffer is arranged on an end surface of the first wheel body corresponding to the second wheel body, and a second connecting portion for connecting with the first connecting portion is arranged on one side of the first buffer.

2. The crankshaft pulley structure according to claim 1, characterized in that: A plurality of load-bearing rods are provided on an end face of the first wheel body corresponding to the second wheel body, and a plurality of load-bearing through holes are provided on the first buffer member corresponding to the plurality of load-bearing rods. The plurality of load-bearing rods sequentially penetrate the plurality of load-bearing through holes and the second wheel body, and ends thereof are fixed to an end face of the second wheel body away from the first wheel body.

3. The crankshaft pulley structure according to claim 2, characterized in that: An end surface of the second wheel body away from the first wheel body is sunken to form a first mounting groove; A second buffer is provided in the first installation groove, and a plurality of external through holes are provided on the second buffer corresponding to the plurality of the load-bearing plug rods, and one end of the plurality of the load-bearing plug rods is provided on a side of the second buffer away from the first buffer through a fixing structure; and / or, The plurality of bearing insertion rods are evenly spaced on the end surface of the first wheel around the axis direction.

4. The crankshaft pulley structure according to claim 3, characterized in that: The fixed structure comprises: a slot, provided at an end of the load-bearing rod away from the first wheel body; and The clamping ring is a non-closed ring structure, installed in the clamping groove, and its arc-shaped end surface is higher than the arc-shaped notch of the clamping groove; A metal plate is disposed on an end surface of the second buffer member away from the first buffer member, and one side of each of the plurality of clamping rings is in contact with the metal plate.

5. The crankshaft pulley structure according to claim 3, characterized in that: The second wheel body is provided with a plurality of accommodating holes corresponding to the plurality of bearing insertion rods; The diameters of the load-bearing through hole and the outer through hole correspond to the circumference of the load-bearing insertion rod, and the diameter of the accommodating hole is larger than the circumference of the load-bearing insertion rod.

6. The crankshaft pulley structure according to claim 3, characterized in that: An end surface of the second wheel body corresponding to the first wheel body is concave to form a second installation groove, and an end portion of the first buffer member is at least partially disposed in the second installation groove.

7. The crankshaft pulley structure according to claim 6, characterized in that: The first connecting portion is configured as an external gear, and the external gear is disposed at the bottom of the second mounting groove corresponding to the axis of the second wheel body; The second connecting portion is configured as an internal gear, one end surface of the internal gear is higher than the end surface of the first buffer component and is connected to the external gear.

8. The crankshaft pulley structure according to claim 7, characterized in that: A central hole is provided at the middle position of the second wheel body, the second buffer member and the first buffer member; and / or, The first buffer member and the second buffer member are both configured as rubber members, and one end of the internal gear is at least partially disposed inside the first buffer member; and / or, The external gear and the second wheel body are integrally formed.

9. An engine, characterized in that: include: A crankshaft pulley structure, as claimed in any one of claims 1 to 8, wherein: The crankshaft structure is connected to the center hole of the second wheel body.

10. An automobile, characterized in that: Comprising the engine as claimed in claim 9.

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