Generator one-way coupling shock absorber for buffering hub jumping

Abstract

The utility model provides a generator one-way coupling shock absorber for buffering hub runout, which comprises a belt wheel, a hub, an elastic element, a self-aligning bearing and a clutch assembly, the hub is coaxially arranged in a center hole of the belt wheel, and the clutch assembly is arranged between the belt wheel and the hub and used for transmitting torsion; the belt wheel is connected with one end of the hub through an automatic aligning bearing, and the other end is connected with the hub through an elastic element. According to the one-way coupling shock absorber of the generator, the automatic self-aligning bearing is adopted for buffering jumping, a shock absorption structure is designed in combination with the elastic element to achieve jumping buffering, the structure is simple and compact, and impact of hub jumping on other elements of the OAD can be buffered or restrained.

Description

Technical Field

[0001] The utility model relates to the technical field of one-way coupling vibration dampers for generators, in particular to a one-way coupling vibration damper for generators for buffering shaft hub vibration. Background Art

[0002] The main function of the engine front end accessory drive system (FEAD, which is the abbreviation of Front End Accessory Drive in English) is to transmit part of the output power of the engine crankshaft to the accessories of the engine, such as fans, water pumps, generators and air conditioning compressors, through a belt to ensure the normal operation of the vehicle. The output shaft of the generator is coaxially connected to the generator pulley.

[0003] The generator speed is usually 2 to 3 times that of the engine speed. It has a large moment of inertia and works continuously for a long time with the engine. It is extremely sensitive to the engine speed fluctuation. Under the conditions of rapid acceleration and deceleration, the fluctuation of the generator rotor is very obvious due to the fluctuation of the speed, and the impact on the entire gear train is also the greatest. In most cases, it is the root cause of belt shaking, noise, slipping and large swing of the tensioner arm. In order to solve the impact of the generator on the entire gear train when the engine speed changes suddenly, the application of the generator one-way coupling damper (Overrunning Alternator Decoupler, hereinafter referred to as OAD) has gradually attracted attention. Its principle is to isolate the rotational inertia of the generator from the entire gear train to improve the stability of the belt drive system.

[0004] OAD adds a one-way clutch and a torsion spring between the generator pulley and the motor rotor, which are originally rigidly connected, to make the two become elastically connected. When the engine is in acceleration or steady-state uniform speed, the speed of the outer pulley is greater than the speed of the motor rotor, the OAD clutch is in the engaged state, and the torque is transmitted to the motor rotor through the motor axle and the torsion spring, driving the motor rotor to work. The function of the torsion spring is to change the rigid connection between the pulley and the rotor into a flexible connection; when the engine is in deceleration, the speed of the outer pulley is less than the speed of the motor rotor, and the one-way clutch of the OAD works to separate the outer pulley from the motor rotor. The high-speed impact of the motor rotor cannot be transmitted to the outer pulley, improving the NVH performance of the system.

[0005] The main structure of traditional OAD is shown in Figure 1As shown, it includes the main components such as pulley 1', hub 2', ball bearing 3', vibration isolation spring 4', torsion spring 5', friction ring 6', etc. Among them, the ball bearing is used to bear all radial loads of the generator pulley; the pulley is used to transmit the torque of the drive belt to the generator; the clutch assembly is the core component of the OAD, and its function is to realize power transmission. When overrunning, the pulley 1' is separated from the generator shaft; the vibration isolation spring is used to transmit power from the clutch assembly to the generator shaft. When running forward, the diameter of the vibration isolation spring will increase, increasing the friction between the outer wall of the clutch assembly and the inner wall of the pulley. The clutch assembly and the hub have a slot to limit the position of the vibration isolation spring; the hub is used to fix the OAD on the generator shaft. The clutch assembly contains a clutch spring, which transmits the torque on the pulley to the vibration isolation spring during the engine acceleration stage, thereby driving the hub; the pulley, the vibration isolation spring and the hub are separated during the engine deceleration stage, so that the hub can rotate freely.

[0006] The above-mentioned traditional OAD has the problem of hub runout during operation:

[0007] In the traditional OAD structure, one end of the hub 2' is interference-connected with the inner ring of the ball bearing 3', and the other end is connected to the pulley 1' through a friction ring 6' made of plastic. When the OAD realizes the one-way overrunning function, the pulley rotates freely with the hub as the center. The torques that the two need to overcome are the internal friction torque of the bearing and the friction torque between the pulley, friction ring and hub. In order to avoid excessive friction torque between the pulley, friction ring and hub that hinders the free rotation of the pulley and hub, the pulley, friction ring and hub are often connected with a gap. Therefore, the relative position of the pulley and the hub almost completely depends on the fixation of the bearing. It is known that during the operation of the OAD, the pulley is constantly subjected to the hub load F from the transmission belt. The size and direction of the hub load F are constantly changing due to the torsional vibration of the engine and the changes in the accessory load. The pulley will vibrate under the influence of the dynamically changing hub load and continuously impact the hub, causing the hub to jump. Figure 1 The solid line in the middle represents the center axis of the shaft hub under normal conditions, and the dotted lines on both sides represent the center axis offset due to runout. In addition, in addition to the shaft hub runout caused by the dynamic hub load of the shaft, if the OAD assembly error is large (such as misaligned assembly of the shaft hub), or the manufacturing accuracy of the internal parts is insufficient, additional bending moment will be generated on the shaft hub during the rotation of the pulley, thereby causing the shaft hub to run out. The runout of the shaft hub will affect the normal operation of the OAD, such as causing wear and vibration of the internal parts of the OAD, generating noise, and ultimately reducing the structural strength and service life of the OAD. Utility Model Content

[0008] The technical problem to be solved by the utility model is: in order to overcome the deficiencies in the prior art, the utility model provides a generator one-way coupling vibration absorber for buffering shaft hub vibration.

[0009] The technical solution to be adopted by the utility model to solve its technical problems is: a one-way coupled vibration absorber for a generator for buffering shaft hub vibration, comprising a pulley, a shaft hub, an elastic element, an automatic self-aligning bearing and a clutch assembly, wherein the shaft hub is coaxially arranged in the center hole of the pulley, and the clutch assembly is arranged between the pulley and the shaft hub for transmitting torque; one end of the pulley and the shaft hub are connected by an automatic self-aligning bearing, and the other end is connected by an elastic element.

[0010] During operation, the elastic element and the shaft hub are in contact and friction, which may easily cause the elastic element to wear. Therefore, further, a protective ring is included, which is arranged between the elastic element and the shaft hub to isolate the shaft hub and the elastic element.

[0011] Furthermore, the protective ring is in the shape of a ring with an opening on the side, so that a large deformation can be absorbed through the opening.

[0012] Furthermore, in order to facilitate the installation and positioning of the protective ring, a first concave ring is provided on the outer wall of the hub along the circumference, and the protective ring is embedded in the first concave ring.

[0013] Furthermore, the elastic element is a circular ring-shaped thin sheet with an opening on the side.

[0014] Preferably, the axial cross-section of the side wall of the elastic element is lateral "W"-shaped.

[0015] Furthermore, in order to facilitate the installation and positioning of the elastic element, a second concave ring is provided on the inner wall of the pulley, and the outer side of the elastic element is embedded in the second concave ring.

[0016] Furthermore, the clutch assembly includes a clutch spring, a torsion spring, a bushing and a thrust plate, the clutch spring and the torsion spring are coaxially arranged between the pulley and the hub, the clutch spring is located on the outside, and the torsion spring is located on the inside, the bushing is arranged between the clutch spring and the torsion spring, and the thrust plate is arranged at one end of the clutch spring and the torsion spring.

[0017] Furthermore, the clutch assembly also includes a gasket, which is arranged between the automatic self-aligning bearing and the thrust plate, and the protrusion on the thrust plate abuts against the first snap-on of the gasket, for connecting the hub and the thrust plate. The gasket is provided with an annular boss on the side facing the automatic self-aligning bearing, and the inner ring end face of the automatic self-aligning bearing abuts against the annular boss to limit the automatic self-aligning bearing.

[0018] The structure of the clutch assembly is basically the same as the components in the traditional OAD. The torsion spring transmits torque and reduces vibration between the pulley and the hub. The clutch spring connects the thrust plate and the inner wall of the pulley to transmit torque during the engine acceleration phase, and disconnects the thrust plate and the inner wall of the pulley to isolate the generator load and rotational inertia during the engine deceleration phase. The gasket is located between the bearing and the thrust plate, and is used to connect the hub and the thrust plate and limit the bearing. The bushing is a plastic component, which is installed between the clutch spring and the torsion spring to isolate the two and ensure that their movements do not interfere with each other, while constraining the rotation angle of the torsion spring.

[0019] The beneficial effect of the utility model is that the utility model provides a one-way coupled vibration absorber for a generator for buffering shaft hub runout, adopts an automatic self-aligning bearing to buffer the runout, and combines an elastic element to design a vibration reduction structure to achieve buffering the runout, has a simple and compact structure, and can buffer or suppress the impact of shaft hub runout on other OAD components. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The utility model is further described below in conjunction with the accompanying drawings and embodiments.

[0021] Figure 1 This is a schematic diagram of the structure of the traditional OAD.

[0022] Figure 2 It is a structural schematic diagram of a one-way coupled vibration absorber for a generator of the utility model.

[0023] Figure 3 yes Figure 2 Schematic diagram of the three-dimensional structure.

[0024] Figure 4 It is a schematic diagram of the structure of the pulley.

[0025] Figure 5 It is a schematic diagram of the structure of the shaft hub.

[0026] Figure 6 It is a schematic diagram of the structure of the shaft hub.

[0027] Figure 7 It is a schematic diagram of the structure of the elastic element.

[0028] Figure 8 It is a schematic diagram of the structure of the protection ring.

[0029] Fig. 9 It is a schematic diagram of the structure of the gasket.

[0030] Fig.10 It is a schematic diagram of the structure of the thrust plate.

[0031] Fig.11 It is a schematic diagram of the structure of the thrust plate.

[0032] Fig.12The utility model is a schematic diagram of the working principle of the one-way coupled vibration absorber for the generator.

[0033] In the figure: 1', pulley, 2', hub, 3', ball bearing, 4', vibration isolation spring, 5', torsion spring, 6', friction ring; 1, thrust plate, 1.1, protrusion, 1.2, recess, 1.3, first slot, 1.4, second slot, 2, clutch spring, 3, pulley, 3.1, second concave ring, 4, gasket, 4.1, first bayonet, 4.2, second bayonet, 4.3, annular boss, 5, hub, 5.1, boss, 5.2, first concave ring, 5.3, groove, 5.4, stop, 6, torsion spring, 7, bushing, 8, protective ring, 8.1, opening, 9, self-aligning bearing, 10, elastic element, 10.1, opening. DETAILED DESCRIPTION

[0034] The present invention is now described in further detail in conjunction with the accompanying drawings. These drawings are simplified schematic diagrams that only illustrate the basic structure of the present invention in a schematic manner, so they only show the components related to the present invention, and directions and references (e.g., up, down, left, right, etc.) may only be used to help describe the features in the drawings. Therefore, the following specific embodiments are not adopted in a restrictive sense, and the scope of the subject matter for which protection is sought is limited only by the attached claims and their equivalents.

[0035] like Figure 2-Figure 3 As shown, a one-way coupled vibration absorber for a generator with a buffered hub jump of the utility model comprises a pulley 3, a hub 5, an elastic element 10, a protective ring 8, an automatic self-aligning bearing 9 and a clutch assembly, wherein the hub 5 is coaxially arranged in the center hole of the pulley 3, and the clutch assembly is arranged between the pulley 3 and the hub 5 for transmitting torque; the pulley 3 and the hub 5 are connected at one end by the automatic self-aligning bearing 9, and at the other end by the elastic element 10, and the protective ring 8 is arranged between the elastic element 10 and the hub 5. In this embodiment, the automatic self-aligning bearing 9 is installed between the hub 5 and the inner wall of the pulley 3, the inner ring is connected to the hub 5 by interference, and the outer ring is connected to the inside of the pulley 3 by interference.

[0036] The clutch assembly includes a clutch spring 2, a torsion spring 6, a bushing 7, a thrust plate 1 and a gasket 4. The clutch spring 2 and the torsion spring 6 are coaxially arranged between the pulley 3 and the hub, and the clutch spring 2 is located on the outside and the torsion spring 6 is located on the inside. The bushing 7 is arranged between the clutch spring 2 and the torsion spring 6, and the thrust plate 1 is arranged at one end of the clutch spring 2 and the torsion spring 6, and the gasket 4 is arranged between the automatic self-aligning bearing 9 and the thrust plate 1.

[0037] The structure of the clutch assembly is basically the same as the components in the traditional OAD. The torsion spring 6 transmits torque and reduces vibration between the pulley 3 and the hub 5; the clutch spring 2 connects the thrust plate 1 and the inner wall of the pulley 3 to transmit torque during the engine acceleration phase, and disconnects the connection between the thrust plate 1 and the inner wall of the pulley 3 to isolate the generator load and rotational inertia during the engine deceleration phase; the gasket 4 is located between the bearing and the thrust plate 1, used to connect the hub 5 and the thrust plate 1 and limit the bearing; the bushing 7 is a plastic component, installed between the clutch spring 2 and the torsion spring 6, used to isolate the two, ensure that the movement of the two does not interfere, and at the same time constrain the rotation angle of the torsion spring 6.

[0038] like Figure 4 As shown, in order to facilitate the installation and positioning of the elastic element 10 , a second annular concave ring 3 . 1 is machined on the inner wall of the pulley 3 at one end away from the self-aligning bearing 9 as a mounting groove for the elastic element 10 for embedded installation of the elastic element 10 .

[0039] like Figure 5 and Figure 6 As shown, the center of the hub 5 is penetrated, and the inner wall ends can be processed with internal threads, internal hexagonal structures, etc., for connection and removal with the generator output shaft. A circular boss 5.1 is processed at one end of the hub 5, and an annular groove 5.3 and a stop 5.4 for installing the torsion spring 6 are processed on one side of the circular boss 5.1. A circle of annular grooves are processed on the outer wall of the circular boss 5.1 as the first concave ring 5.2 for embedding and installing the protective ring 8.

[0040] like Figure 7 As shown, the elastic element 10 is located between the protective ring 8 and the pulley 3, and is made of a metal with high strength, such as 316 steel, 65Mn steel, and should have good elasticity, and can output a large elastic force outward when under pressure. The elastic element 10 can be any common spring, spring sheet, etc. that can provide high elasticity. In this embodiment, the elastic element 10 is designed to be a circular thin sheet with an opening 10.1 on the side, and the axial section of its side wall is 'W'-shaped, and the whole is embedded in the inner wall of the pulley 3.

[0041] like Figure 8 As shown, the protection ring 8 is a ring-shaped ring with an opening 8.1 on the side, installed between the shaft hub 5 and the elastic element 10, and made of engineering plastic with relatively high plasticity and relatively low hardness, and is used to isolate the shaft hub 5 and the elastic element 10. When the shaft hub 5 bounces and squeezes the elastic element 10, the metal elastic element 10 is prevented from scratching the surface of the shaft hub 5; at the same time, the friction between the shaft hub 5 and the elastic element 10 can be reduced, and the large friction torque can be prevented from hindering the normal operation of the OAD.

[0042] like Fig. 9As shown, the gasket 4 is located between the bearing and the thrust plate 1, and is provided with a first snap-in 4.1 and a second snap-in 4.2 on the gasket 4, and the protrusion 1.1 on the thrust plate 1 abuts against the first snap-in of the gasket 4, for connecting the hub 5 and the thrust plate 1; the gasket 4 is provided with an annular boss 4.3 on the side facing the automatic self-aligning bearing 9, and the inner ring end face of the automatic self-aligning bearing 9 abuts against the annular boss 4.3, so as to limit the automatic self-aligning bearing 9.

[0043] like Fig.10 and Fig.11 As shown, the thrust plate 1 is annular in shape as a whole, with a protrusion 1.1 provided on one side of the thrust plate 1, a notch 1.2 provided on the inner ring of the thrust plate 1 at a position opposite to the protrusion 1.1, and a first clamping groove 1.3 and a second clamping groove 1.4 provided on the other side of the thrust plate 1. The first clamping groove 1.3 is used to install the torsion spring 6, and one end of the first clamping groove 1.3 has a spring stopper for limiting the torsion spring 6. The second clamping groove 1.4 is used to install one end of the clutch spring 2, and is used to limit and fix the clutch spring 2.

[0044] Working principle:

[0045] like Fig.12 As shown, when the hub 5 bounces under the action of wheel loads of different directions and sizes, the self-aligning bearing 9 uses the spherical raceway and rollers between the inner and outer rings to automatically fine-tune the relative angles of the inner and outer rings to adapt to the slight offset and vibration caused by the hub 5 bounce, thereby buffering the impact of the hub 5 bounce on the other parts of the OAD. At the same time, when the hub 5 bounces and applies pressure to the elastic element 10, the elastic element 10 is elastically deformed due to the pressure, converting the pressure transmitted by the hub 5 bounce into the elastic potential energy of the elastic element 10, and applying elastic reaction force to the hub 5, which can absorb and reduce the vibration transmitted by the hub 5 to other components, and further buffer the impact of the hub 5 bounce on the other parts of the OAD. In the figure, the solid line represents the central axis of the hub 5 in the normal state, and the dotted lines on both sides represent the central axis offset due to the bounce; the arrow F represents the direction of the wheel load, the arrow F1 represents the elastic reaction force generated by the deformation of the elastic element 10, and the arrow F2 represents the pressure of the hub 5 on the elastic element 10.

[0046] Based on the above ideal embodiments of the utility model, the relevant staff can make various changes and modifications without departing from the scope of the utility model through the above description. The technical scope of this utility model is not limited to the contents of the specification, and its technical scope must be determined according to the scope of the claims.

Claims

1. A one-way coupled vibration absorber for a generator for buffering hub vibration, characterized in that: It includes a pulley, a hub, an elastic element, an automatic self-aligning bearing and a clutch assembly. The hub is coaxially arranged in the center hole of the pulley, and the clutch assembly is arranged between the pulley and the hub for transmitting torque. The pulley and the hub are connected at one end by an automatic self-aligning bearing and at the other end by an elastic element.

2. The generator one-way coupling damper for buffering hub vibration according to claim 1, characterized in that: The utility model also comprises a protection ring, wherein the protection ring is arranged between the elastic element and the shaft hub.

3. The generator one-way coupling damper for buffering hub vibration according to claim 2, characterized in that: The protection ring is in the shape of a ring with an opening on the side.

4. The generator one-way coupling vibration absorber for buffering hub vibration according to claim 2, characterized in that: A first concave ring is provided on the outer wall of the shaft hub along the circumference, and the protective ring is embedded in the first concave ring.

5. The generator one-way coupling vibration absorber for buffering hub vibration according to claim 1, characterized in that: The elastic element is a circular ring-shaped thin sheet with an opening on the side.

6. The generator one-way coupling vibration absorber for buffering hub vibration according to claim 5, characterized in that: The axial cross-section of the side wall of the elastic element is in a lateral "W" shape.

7. The generator one-way coupling damper for buffering hub vibration according to claim 1, characterized in that: A second concave ring is arranged on the inner wall of the pulley, and the outer side of the elastic element is embedded in the second concave ring.

8. The generator one-way coupling damper for buffering hub vibration according to any one of claims 1 to 7, characterized in that: The clutch assembly includes a clutch spring, a torsion spring, a bushing and a thrust plate. The clutch spring and the torsion spring are coaxially arranged between the pulley and the hub, with the clutch spring located on the outside and the torsion spring located on the inside. The bushing is arranged between the clutch spring and the torsion spring, and the thrust plate is arranged at one end of the clutch spring and the torsion spring.

9. The generator one-way coupling vibration absorber for buffering hub vibration according to claim 8, characterized in that: The clutch assembly also includes a gasket, which is arranged between the automatic self-aligning bearing and the thrust plate, and the protrusion on the thrust plate abuts against the first snap-on of the gasket. An annular boss is provided on the side of the gasket facing the automatic self-aligning bearing, and the inner ring end face of the automatic self-aligning bearing abuts against the annular boss.

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