Modularized integrated rubber shock absorber

Abstract

The invention relates to the technical field of diesel engine crankshafts, in particular to a modular integrated rubber shock absorber which comprises an outer hub, a rubber layer and an inertia ring, the outer hub is of a circular ring body structure as a whole, and the circular ring body is provided with an annular containing cavity with an opening in the rear end; the rear end of the outer hub is connected with the crankshaft hub 1, and the front end is connected with the front output power wheel; a transmission structure is arranged on the outer circular surface of the outer hub; the inertia ring is bonded to the outer side wall of the interior of the annular containing cavity through a rubber layer, and gaps are formed between the inertia ring and the inner side wall and the bottom wall of the interior of the annular containing cavity. The outer hub is of a double-transmission output structure integrated design, the embedded rubber layer only transmits the torsional vibration force of the crankshaft, the inertia ring is bonded in the annular containing cavity of the outer hub through the rubber layer, the rubber layer and the middle of the annular containing cavity form an annular cavity structure, and when torsional vibration is resisted, the annular cavity structure can buffer axial pressure, so that the torsional vibration resistance of the crankshaft is improved. And meanwhile, the axial tear resistance of the rubber layer is also improved.

Description

Technical Field

[0001] The invention relates to the technical field of diesel engine crankshafts, in particular to a modular integrated rubber vibration damper. Background Art

[0002] The rubber damper is a critical component of a diesel engine's crankshaft system, typically installed at the front end of the crankshaft. Its function is to convert the vast majority of the torsional vibration energy experienced by the crankshaft into internal energy during the rubber's stretching and compression processes, releasing this internal energy as heat. This essentially eliminates or significantly reduces the crankshaft torsional vibration caused by the explosive pressure of combustion within the diesel engine cylinder, thus preventing damage to the crankshaft from torsional vibration. For non-road diesel engines used on platforms such as harvesters and loaders, the role of the rubber damper at the front end of the crankshaft becomes increasingly important, as the output power at the front end of the crankshaft accounts for over 50% of the rated net power, and in some special operating environments, even as much as 70%.

[0003] The rubber vibration dampers currently used in diesel engines consist of an inner hub, a rubber layer, and an inertia ring, arranged from the inside out. The inner hub's end face features a mounting structure for the front output power pulley, used to attach to the front output power pulley of platforms such as harvesters and loaders. The inertia ring is equipped with multi-ribbed or V-belt grooves for driving the diesel engine's fan and water pump pulley system. The inner hub and inertia ring are bonded together via a middle rubber layer. The inner and outer rings of this rubber vibration damper are subject to different belt friction forces during operation. The rubber layer, which mitigates torsional vibration, must also withstand the outer belt force. When the crankshaft's front-end output power exceeds 30% of the rated net power, the rubber may age and lose its elasticity due to high temperatures. Ultimately, the combined effects of the belt force and torsional vibration force cause the rubber to tear, causing the inner and outer parts of the rubber vibration damper to separate and completely fail. Summary of the Invention

[0004] In response to the issues raised in the background art, the present invention proposes a modular, integrated rubber vibration damper with a dual-drive output structure, capable of simultaneously driving the fan, water pump pulley system, and the front output power pulley. A rubber layer and inertia ring are embedded within the damper to mitigate crankshaft torsional vibration. This invention addresses existing rubber vibration dampers, including problems such as poor heat dissipation, aging and loss of elasticity, tearing, poor reliability, and high maintenance costs. The present invention reduces the load on the rubber layer, enhances heat dissipation, improves the reliability of the damper, and reduces maintenance costs.

[0005] To achieve the above object, the present invention adopts the following technical solutions: A modular integrated rubber shock absorber includes an outer hub, a rubber layer, and an inertia ring. The outer hub is a circular ring structure as a whole, and the circular ring has an annular accommodating cavity with an open rear end. The rear end of the outer hub is connected to the crankshaft hub 1, and the front end is connected to the front output power wheel. A transmission structure is provided on the outer circumferential surface of the outer hub. The inertia ring is bonded to the outer side wall of the annular accommodating cavity through the rubber layer, and there is a gap between the inertia ring and the inner side wall and bottom wall of the annular accommodating cavity.

[0006] The outer wall of the annular accommodating cavity is divided into three sections from front to back along the axial direction, namely a first annular cavity surface, an intermediate annular cavity surface, and a second annular cavity surface. The first annular cavity surface, the intermediate annular cavity surface, and the second annular cavity surface are connected in sequence; The rubber layer 7 is divided into three sections from front to back along the axis of the annular accommodating cavity, namely a first rubber layer corresponding to the first annular cavity surface, an intermediate rubber layer corresponding to the intermediate annular cavity surface, and a second rubber layer corresponding to the second annular cavity surface. The first rubber layer, the intermediate layer, and the second rubber layer are connected in sequence. An annular groove is provided in the middle of the inertia ring, which divides the outer circumferential surface of the inertia ring into three sections, namely a first outer circumferential surface corresponding to the first annular cavity surface, an annular groove surface corresponding to the middle annular cavity surface, and a second outer circumferential surface corresponding to the second annular cavity surface. The first outer circumferential surface, the annular groove surface and the second outer circumferential surface are connected in sequence; The first outer cylindrical surface is bonded to the first annular cavity surface via a first rubber layer, and the second outer cylindrical surface is bonded to the second annular cavity surface via a second rubber layer; One side of the middle rubber layer is bonded to the annular groove surface, and a gap is left between the other side of the middle rubber layer and the middle ring cavity surface.

[0007] The thicknesses of the first rubber layer, the second rubber layer and the middle rubber layer are all N, 3mm≤N≤6mm; the gaps between the inertia ring and the inner side wall and the bottom wall of the annular accommodating cavity are all P, 1mm≤P≤3mm.

[0008] The bottom wall inside the annular accommodating cavity is uniformly distributed with ventilation grooves penetrating the front end surface of the outer hub, and the center line of the contour of the ventilation groove on the front end surface of the outer hub is an arc.

[0009] The bottom wall inside the annular accommodating chamber is divided into a first bottom wall and a second bottom wall along the radial direction of the annular accommodating chamber. The first bottom wall is located outside the second bottom wall, and the depth of the first bottom wall is greater than the depth of the second bottom wall. The ventilation grooves are all opened on the first bottom wall.

[0010] The inner hole rear end portion of the outer hub has an annular baffle with multiple through holes distributed on the annular baffle, and the annular baffle is connected to the crankshaft hub through the multiple through holes; the rear end face of the outer hub also has a first positioning groove, and the front end of the crankshaft hub is inserted into the first positioning groove.

[0011] A second positioning groove is provided at the front end portion of the inner hole of the outer hub, and the positioning shaft of the front output power wheel is inserted into the second positioning groove; a plurality of threaded holes with front end openings are distributed on the bottom surface of the second positioning groove, and each threaded hole is equipped with a second bolt, and the positioning shaft of the front output power wheel is connected to the plurality of threaded holes through the plurality of second bolts.

[0012] The inner hole wall of the outer hub is distributed with multiple strip-shaped protrusions, and the bottom surface of the second positioning groove includes the rear end faces of the multiple strip-shaped protrusions. The rear end faces of the multiple strip-shaped protrusions correspond one-to-one to the multiple threaded holes, and the opening of each threaded hole is opened on the rear end face of the corresponding strip-shaped protrusion.

[0013] The transmission structure is a multi-V belt groove; the multi-V belt groove is connected to the engine fan water pump pulley system through the multi-V belt.

[0014] The present invention has the following beneficial effects: 1) The rubber shock absorber of the present invention is simple to install on the crankshaft and the front output power wheel, is reliably fixed, convenient to disassemble, and easy to maintain, which can shorten the time required for disassembly and assembly and improve labor efficiency; 2) The outer hub adopts an integrated design with dual-drive output structure. The mold is simple, easy to part, and convenient to cast and process, which can reduce production costs. 3) The embedded rubber layer only transmits the crankshaft torsional vibration force, the rubber is subjected to small loads, and the heat generation is controllable. The ventilation slots designed at the front end of the annular cavity ensure reliable heat dissipation from the rubber layer, reducing the risk of rubber aging, and improving the reliability of the shock absorber, which can reduce subsequent maintenance costs. 4) The inertia ring is bonded to the annular housing cavity of the outer hub through a rubber layer. The rubber layer and the middle part of the annular housing cavity form an annular cavity structure. When resisting torsional vibration, the annular cavity structure can buffer the axial pressure and improve output stability. At the same time, it also improves the axial tear resistance of the rubber layer. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a schematic diagram of the assembly relationship of the present invention; Figure 2 This is a front view of the overall structure of the present invention; Figure 3 It is an enlarged view of the local structure of the present invention; Figure 4 It is a left side view of the present invention; In the figure: 1-crankshaft hub, 2-first bolt, 3-through hole, 4-second bolt, 5-front output power wheel, 6-outer hub, 7-rubber layer, 8-inertia ring, 9-first positioning groove, 10-annular baffle, 11-center hole, 12-transmission structure, 13-second positioning groove, 14-ventilation groove, 15-annular accommodating chamber. DETAILED DESCRIPTION

[0016] In order to make the purpose, technical solutions and advantages of the present invention more clear, the invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that in the description of the invention, unless otherwise specified, the meaning of "multiple" is two or more; the terms "upper", "lower", "left", "right", "inner", "outer", "front end", "rear end", "head", "tail" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, which is only for the convenience of describing the invention and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the invention. In addition, the terms "first", "second", "third" and the like are used for descriptive purposes only and cannot be understood as indicating or implying relative importance.

[0017] like Figure 1-4 As shown, the present invention provides a modular integrated rubber shock absorber, comprising an outer hub 6, a rubber layer 7, and an inertia ring 8. The outer hub 6 is a circular ring structure as a whole, and the circular ring body has an annular accommodating cavity 15 with an open rear end. The rear end of the outer hub 6 is connected to the crankshaft hub 1, and the front end is connected to the front output power wheel 5. A transmission structure 12 is provided on the outer circumferential surface of the outer hub 6. The inertia ring 8 is bonded to the outer side wall of the annular accommodating cavity 15 through the rubber layer 7, and there is a gap between the inertia ring 8 and the inner side wall and bottom wall of the annular accommodating cavity 15. Specifically, the transmission structure 12 is a poly-V-belt groove; the poly-V-belt groove is connected to the engine fan water pump pulley system through the poly-V-belt; in one embodiment of the present invention, the poly-V-belt groove is provided at the front section of the outer circumference of the outer hub 6, and the rear section of the outer circumference of the outer hub 6 is provided with a weight-reducing step groove, thereby reducing the overall moment of inertia of the rubber shock absorber and reducing manufacturing costs; the outer diameter dimension of the poly-V-belt groove is F, and the height dimension of the belt edge is G; dimension F = 150-190 mm, and dimension G = 2-3 mm; The outer wall of the annular accommodating cavity 15 is divided into three sections from front to back along the axial direction, namely a first annular cavity surface, an intermediate annular cavity surface, and a second annular cavity surface. The first annular cavity surface, the intermediate annular cavity surface, and the second annular cavity surface are connected in sequence. The wall thickness of the annular accommodating cavity 15 is M; the dimension M is 7 to 10 mm. The rubber layer 7 is divided into three sections from front to back along the axis of the annular accommodating cavity 15, namely, a first rubber layer corresponding to the first annular cavity surface, an intermediate rubber layer corresponding to the intermediate annular cavity surface, and a second rubber layer corresponding to the second annular cavity surface. The first rubber layer, the intermediate layer, and the second rubber layer are connected in sequence. An annular groove is provided in the middle of the inertia ring 8, which divides the outer cylindrical surface of the inertia ring 8 into three sections, namely, a first outer cylindrical surface corresponding to the first annular cavity surface, an annular groove surface corresponding to the intermediate annular cavity surface, and a second outer cylindrical surface corresponding to the second annular cavity surface. The first outer cylindrical surface, the annular groove surface, and the second outer cylindrical surface are connected in sequence. The first outer cylindrical surface is bonded to the first annular cavity surface through the first rubber layer, and the second outer cylindrical surface is bonded to the second annular cavity surface through the second rubber layer. One side of the intermediate rubber layer is bonded to the annular groove surface, and a gap is left between the other side of the intermediate rubber layer and the intermediate annular cavity surface.

[0018] The thickness of the first rubber layer, the second rubber layer and the middle rubber layer are all N, 3mm≤N≤6mm; the gaps between the inertia ring 8 and the inner side wall and the bottom wall of the annular accommodating cavity 15 are all P, 1mm≤P≤3mm.

[0019] The bottom wall of the annular accommodating cavity 15 is uniformly distributed with ventilation grooves 14 that pass through the front end surface of the outer hub 6 . The center line of the contour of the ventilation grooves 14 on the front end surface of the outer hub 6 is an arc.

[0020] The bottom wall inside the annular accommodating chamber 15 is divided into a first bottom wall and a second bottom wall along the radial direction of the annular accommodating chamber. The first bottom wall is located outside the second bottom wall, and the depth of the first bottom wall is greater than the depth of the second bottom wall. The ventilation grooves 14 are all opened on the first bottom wall.

[0021] The rear end of the inner bore of the outer hub 6 is provided with an annular baffle 10, which is provided with multiple through-holes 3. The annular baffle 10 connects to the crankshaft hub 1 via these through-holes 3. The rear end of the outer hub 6 also has a first positioning groove 9, into which the front end of the crankshaft hub 1 is inserted. The first positioning groove 9 and annular baffle 10 are designed at the rear end of the rubber vibration damper to facilitate installation. The center hole 11 of the annular baffle 10 facilitates quick centering during manufacturing. In one embodiment of the present invention, the first positioning groove 9 has a diameter A, a depth B, and a flange thickness C, and the center hole 11 has a diameter D. These dimensions are designed to conform to the end face shape of the crankshaft hub 1 to ensure optimal contact area. The annular baffle 10 has a thickness E to ensure the strength of the mounting flange. The dimensions are as follows: A = 70-100 mm, B = 5-10 mm, C = 4-6 mm, D = 40-60 mm, and E = 7-12 mm.

[0022] The front end of the inner bore of the outer hub 6 is provided with a second locating slot 13, into which the locating shaft of the front output power wheel 5 is inserted. The bottom surface of the second locating slot 13 is distributed with multiple threaded holes with open front ends, each of which is equipped with a second bolt 4. The locating shaft of the front output power wheel 5 is connected to the multiple threaded holes via multiple second bolts 4. The second locating slot 13 and ventilation slot 14 are designed at the front end of the rubber shock absorber to facilitate the installation of the front output power wheel 5 and to dissipate heat from the rubber shock absorber. The second locating slot 13 has a diameter of H and a depth of J. The distance between the ventilation slot 14 and the stopper is K, and the slot width is L. The dimensions H are 105-125 mm, J is 5-10 mm, K is 7-10 mm, and L is 8-12 mm.

[0023] The inner hole wall of the outer hub 6 is distributed with multiple strip-shaped protrusions, and the bottom surface of the second positioning groove 13 includes the rear end faces of the multiple strip-shaped protrusions. The rear end faces of the multiple strip-shaped protrusions correspond one-to-one to the multiple threaded holes, and the opening of each threaded hole is opened on the rear end face of the corresponding strip-shaped protrusion.

[0024] In one embodiment of the present invention, the number of ventilation grooves 14 is 3 to enhance the internal heat dissipation of the rubber shock absorber, and the central angle size of the three ventilation grooves 14 is Q; the first bolt 2 is arranged in the through hole 3 designed on the annular baffle 10, and the position of the through hole 3 is designed according to the crankshaft hub 1 to facilitate the fixing of the rubber shock absorber. The diameter size of the through hole 3 corresponding to the six first bolts 2 is R, and the flattening diameter size is S; the threaded hole for the second bolt 4 is designed on the bottom surface of the second positioning groove 13, and the position of the threaded hole should avoid the opening of the six first bolts 2, which is convenient for fixing the front output power wheel 5 without affecting the installation and disassembly of the rubber shock absorber. The nominal diameter size of the threaded hole corresponding to the four second bolts 4 is T; size Q = 30°~45°, size R = 10~15mm, size S = 20~30mm, and size T = 8~12mm.

[0025] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

[0026] The parts not described in detail in this invention are prior art.

Claims

1. A modular integrated rubber vibration damper comprising an outer hub (6), a rubber layer (7) and an inertia ring (8), characterized in that: The outer hub (6) is a circular ring structure as a whole, and the circular ring has an annular accommodating cavity (15) with an opening at the rear end; the rear end of the outer hub (6) is connected to the crankshaft hub (1), and the front end is connected to the front output power wheel (5); a transmission structure (12) is provided on the outer circumferential surface of the outer hub (6); the inertia ring (8) is bonded to the outer side wall of the annular accommodating cavity (15) through the rubber layer (7), and there is a gap between the inertia ring (8) and the inner side wall and bottom wall of the annular accommodating cavity (15).

2. The modular integrated rubber vibration damper according to claim 1, characterized in that: The outer side wall of the annular accommodating cavity (15) is divided into three sections from front to back along the axial direction, namely a first annular cavity surface, an intermediate annular cavity surface, and a second annular cavity surface, wherein the first annular cavity surface, the intermediate annular cavity surface, and the second annular cavity surface are connected in sequence; The rubber layer (7) is divided into three sections from front to back along the axis direction of the annular accommodating cavity (15), namely a first rubber layer corresponding to the first annular cavity surface, an intermediate rubber layer corresponding to the intermediate annular cavity surface, and a second rubber layer corresponding to the second annular cavity surface, wherein the first rubber layer, the intermediate layer, and the second rubber layer are connected in sequence; An annular groove is provided in the middle of the inertia ring (8), and the annular groove divides the outer circumferential surface of the inertia ring (8) into three sections, namely a first outer circumferential surface corresponding to the first annular cavity surface, an annular groove surface corresponding to the middle annular cavity surface, and a second outer circumferential surface corresponding to the second annular cavity surface, wherein the first outer circumferential surface, the annular groove surface, and the second outer circumferential surface are connected in sequence; The first outer cylindrical surface is bonded to the first annular cavity surface via a first rubber layer, and the second outer cylindrical surface is bonded to the second annular cavity surface via a second rubber layer; One side of the middle rubber layer is bonded to the annular groove surface, and a gap is left between the other side of the middle rubber layer and the middle ring cavity surface.

3. The modular integrated rubber vibration damper according to claim 1, characterized in that: The thicknesses of the first rubber layer, the second rubber layer and the middle rubber layer are all N, 3 mm ≤ N ≤ 6 mm; the gaps between the inertia ring (8) and the inner side wall and the bottom wall of the annular accommodating cavity (15) are all P, 1 mm ≤ P ≤ 3 mm.

4. The modular integrated rubber vibration damper according to claim 1, characterized in that: The bottom wall inside the annular accommodating cavity (15) is uniformly distributed with ventilation grooves (14) penetrating the front end surface of the outer hub (6), and the center line of the contour of the ventilation grooves (14) on the front end surface of the outer hub (6) is an arc.

5. The modular integrated rubber vibration damper according to claim 4, characterized in that: The bottom wall inside the annular accommodating cavity (15) is divided into a first bottom wall and a second bottom wall along the radial direction of the annular accommodating cavity. The first bottom wall is located outside the second bottom wall, and the depth of the first bottom wall is greater than the depth of the second bottom wall. The ventilation grooves (14) are all opened on the first bottom wall.

6. The modular integrated rubber vibration damper according to claim 1, characterized in that: The inner hole rear end portion of the outer hub (6) has an annular baffle (10), a plurality of through holes (3) are distributed on the annular baffle (10), and the annular baffle (10) is connected to the crankshaft hub (1) through the plurality of through holes (3); the rear end surface of the outer hub (6) also has a first positioning groove (9), and the front end of the crankshaft hub (1) is inserted into the first positioning groove (9).

7. The modular integrated rubber vibration damper according to claim 1, characterized in that: A second positioning groove (13) is provided at the front end portion of the inner hole of the outer wheel hub (6), and the positioning shaft of the front output power wheel (5) is inserted into the second positioning groove (13); a plurality of threaded holes with front end openings are distributed on the bottom surface of the second positioning groove (13), each threaded hole is equipped with a second bolt (4), and the positioning shaft of the front output power wheel (5) is connected to the plurality of threaded holes via the plurality of second bolts (4).

8. The modular integrated rubber vibration damper according to claim 7, characterized in that: The inner hole wall of the outer hub (6) is distributed with a plurality of strip-shaped protrusions, and the bottom surface of the second positioning groove (13) includes the rear end surfaces of the plurality of strip-shaped protrusions, and the rear end surfaces of the plurality of strip-shaped protrusions correspond one-to-one to the plurality of threaded holes, and the opening of each threaded hole is opened on the rear end surface of the corresponding strip-shaped protrusion.

9. The modular integrated rubber vibration damper according to claim 1, characterized in that: The transmission structure (12) is a multi-V belt groove; the multi-V belt groove is connected to the engine fan water pump pulley system through the multi-V belt.

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