Crankshaft shock absorber and automobile

Abstract

The utility model discloses a crankshaft shock absorber and an automobile, the crankshaft shock absorber is connected to one end of a crankshaft through a mounting hole in a hub, and a first inertia ring and a second inertia ring form a secondary inertia ring, so that the rotational inertia of the end part of the crankshaft is increased, and the vibration frequency of the shock absorber is effectively reduced. Moreover, the first elastic vibration reduction part located on the outer side of the hub reduces radial vibration and torsional vibration generated when the crankshaft works through elastic deformation in the radial direction, and the second elastic vibration reduction part located on the side away from the mounting hole reduces vibration generated when the crankshaft works through elastic deformation in the axial direction. The problems that the crankshaft is bent after working for a long time and interferes with other parts to generate abnormal sound, or the crankshaft is subjected to fatigue damage after rotating at a high speed are solved, and the service life of the crankshaft is further prolonged. The transmission process of the automobile with the crankshaft shock absorber is smoother, and therefore the riding comfort of the automobile is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile parts, in particular to a crankshaft damper and an automobile. Background Art

[0002] The crankshaft is one of the most important parts in the engine. It is used to output the force and torque generated by the reciprocating motion of the piston and connecting rod through the crankshaft to drive other accessories on the engine through the crankshaft pulley at the front end of the crankshaft. Therefore, the crankshaft in the engine will be subject to the combined effects of the centrifugal force of the rotating mass, the periodically changing gas inertia force and the reciprocating inertia force, causing the crankshaft to be subjected to bending and torsional loads. Under multiple forces, the crankshaft will vibrate severely. Therefore, a vibration reduction component is generally provided at the output end of the crankshaft.

[0003] A Chinese patent document (publication number CN213628776U) discloses a crankshaft pulley with a double rubber ring, which includes a two-stage vibration reduction system. The first vibration reduction system and the second vibration reduction system are spaced apart along the axial direction of the hub, and are used to suppress the torsional vibration of the crankshaft in the high-speed rotation and low-speed rotation ranges, respectively. However, when the crankshaft rotates, it will produce two forms of radial vibration along the vertical direction of the shaft axis and axial vibration along the axial direction. In addition, sometimes torsional vibration around the axis is also encountered. The first vibration reduction system and the second vibration reduction system, which are spaced apart, both suppress the vibration in the radial direction of the crankshaft, and there is no special vibration reduction in the axial direction. With the improvement of automobile performance, the engine speed is getting higher and higher, resulting in the intensification of the bending vibration and torsional vibration of the crankshaft.

[0004] In the prior art, the vibration-damping components of the crankshaft are mainly used to suppress the vibration of the crankshaft in the radial direction. The vibration-damping effect is poor, which may cause the crankshaft to bend and reduce the service life of the crankshaft. Utility Model Content

[0005] The purpose of the utility model is to solve the technical problem that the vibration-damping components of the crankshaft in the prior art are mainly used to suppress the vibration of the crankshaft in the radial direction, resulting in poor vibration-damping effect, which may cause the crankshaft to bend under the action of bending moment and reduce the service life of the crankshaft.

[0006] In order to solve the above technical problems, an embodiment of the utility model discloses a crankshaft vibration damper, which includes a wheel hub, a first vibration damping component and a second vibration damping component. One end of the wheel hub has a mounting hole, and the mounting hole is used to assemble the crankshaft. The first vibration damping component is located on the circumferential outer side of the wheel hub, and the second vibration damping component is located on the side of the wheel hub away from the mounting hole.

[0007] Among them, the first vibration damping component includes a first elastic vibration damping member and a first inertia ring which are arranged in sequence along the radial direction of the wheel hub. The inner wall surface of the first inertia ring and the portion corresponding to the outer wall surface of the wheel hub are connected through the first elastic vibration damping member, and the other end of the first inertia ring relative to the wheel hub extends in a direction away from the mounting hole to form an accommodating space, and the first elastic vibration damping member has the ability to deform at least in the radial direction.

[0008] The second vibration damping component includes a second elastic vibration damper and a second inertia ring which are arranged in sequence along the axial direction of the wheel hub, the second elastic vibration damper is at least partially located in the accommodating space, the second elastic vibration damper is connected to a side of the wheel hub away from the mounting hole, the end face of the second inertia ring close to the mounting hole is connected to the second elastic vibration damper, and the second elastic vibration damper has the ability to deform at least along the axial direction.

[0009] By adopting the above technical solution, the crankshaft damper is connected to one end of the crankshaft through the mounting hole on the wheel hub, and the first inertia ring and the second inertia ring form a secondary inertia ring, which increases the rotational inertia of the crankshaft end, and effectively reduces the vibration frequency of the damper. In addition, the first elastic damper located on the outer side of the wheel hub elastically deforms in the radial direction, thereby reducing the radial vibration and torsional vibration generated by the crankshaft during operation, and the second elastic damper located on the side away from the mounting hole elastically deforms in the axial direction to reduce the axial vibration generated by the crankshaft during operation, thereby reducing the bending of the crankshaft after long-term operation and the interference with other components to produce abnormal noise, or the fatigue damage of the crankshaft after high-speed rotation, thereby extending the service life of the crankshaft.

[0010] In addition, the first elastic vibration damper is located between the outer wall surface of the wheel hub and the inner wall surface of the first inertia ring and is protected by the first inertia ring. The second elastic vibration damper will vibrate radially during the vibration damping process, and the accommodation space formed by the first inertia ring is cleverly used to protect the second elastic vibration damper to have sufficient circumferential space to swing without being damaged by other hard parts of the car.

[0011] The embodiment of the utility model further discloses a crankshaft damper, wherein the outer periphery of the end surface of the second inertia ring close to the mounting hole has a side wall extending toward the hub along the axial direction, and the side wall of the second inertia ring extends into the accommodating space.

[0012] By adopting the above technical solution, the accommodating space formed by the first inertia ring can not only protect the second elastic vibration damper, but also limit the excessive radial displacement of the side wall of the second inertia ring, thereby preventing the second inertia ring from swinging greatly in the radial direction during rotation, thereby generating excessive centrifugal force to damage the second elastic vibration damper, thereby reducing the deformation of the second elastic vibration damper and extending the service life of the second elastic vibration damper.

[0013] The embodiment of the utility model also discloses a crankshaft vibration damper, which also includes a cylindrical limiter, which is located in the accommodating space, and the outer wall surface of the limiter abuts against the inner wall surface of the first inertia ring, and the inner wall surface of the limiter abuts against the side wall of the second inertia ring.

[0014] With the above technical solution, the limiting member abuts against the inner wall surface of the first inertia ring and the side wall of the second inertia ring respectively, thereby limiting the radial swing of the second inertia ring relative to the first inertia ring. At the same time, the limiting member seals the inner wall surface of the second inertia ring and the first inertia ring, thereby ensuring the working environment of the second elastic vibration damping member in the accommodation space.

[0015] The embodiment of the utility model also discloses a crankshaft vibration damper, wherein the end surface of the limit member away from the wheel hub has a flange, one side of the flange abuts against the end surface of the first inertia ring away from the wheel hub, and the other side abuts against the end surface of the second inertia ring close to the wheel hub.

[0016] By adopting the above technical solution, the flange of the limiter can ensure the assembly position with the first inertia ring, so that one end of the limiter is aligned with the end of the first inertia ring away from the hub, thereby ensuring that the outer wall surface and the inner wall surface of the limiter can just abut against the inner wall surface of the first inertia ring and the side wall of the second inertia ring respectively, thereby playing a role in limiting the displacement of the second inertia ring.

[0017] The embodiment of the utility model further discloses a crankshaft vibration damper, wherein the first elastic vibration damping member is a first vibration damping rubber, and the torsional stiffness of the first vibration damping rubber ranges from 11000 Nm / rad to 17000 Nm / rad.

[0018] The second elastic vibration-damping member is a second vibration-damping rubber, and the torsional stiffness of the second vibration-damping rubber ranges from 200 Nm / rad to 1000 Nm / rad.

[0019] By adopting the above technical solution, the first vibration-damping rubber of the crankshaft vibration damper has a large rigidity, and is mainly used to reduce the vibration and torsion of the crankshaft in the radial direction. At the same time, since the first inertia ring is arranged on the circumferential outer side of the wheel hub, the centrifugal force generated is larger, and the first vibration-damping rubber has a sufficiently large rigidity to support the first inertia ring.

[0020] In addition, the second vibration-damping rubber of this crankshaft vibration absorber has a smaller stiffness and is mainly used to reduce the bending vibration of one end of the crankshaft along the axial direction. At the same time, since the second inertia ring is restricted in the accommodating space formed by the first inertia ring by the limiter, no large shaking will occur. The smaller stiffness of the second vibration-damping rubber can effectively reduce the bending vibration of the crankshaft.

[0021] The embodiment of the utility model further discloses a crankshaft vibration damper, which further comprises a supporting component, one end of which is connected to a side of the wheel hub away from the mounting hole, and the other end of which is connected to a second vibration-damping rubber.

[0022] By adopting the above technical solution, the supporting component is arranged between the wheel hub and the second vibration-damping rubber, which can play a role in supporting the second vibration-damping rubber and improve the structural strength of the entire crankshaft vibration damper.

[0023] An embodiment of the utility model also discloses a crankshaft vibration damper, wherein a connecting portion is provided on a side of the wheel hub away from the mounting hole, the connecting portion is matched with one end of a supporting component, and one end of the supporting component is interference fitted with the connecting portion, and the other end of the supporting component has an end face extending in a circumferential direction and matched with a second vibration damping rubber, and the end face of the other end of the supporting component is vulcanized and connected to the second vibration damping rubber.

[0024] By adopting the above technical solution, when assembling the crankshaft vibration damper, the second vibration damping rubber and the other end of the support component are first connected together by vulcanization, and then the support component and the connecting part of the wheel hub are assembled together. Compared with the prior art of directly vulcanizing the rubber on the end of the wheel hub, this structure has the advantage of being easy to assemble.

[0025] The embodiment of the utility model further discloses a crankshaft damper, wherein the outer wall of the first inertia ring has a transmission tooth portion arranged along its circumference, and the transmission tooth portion is used to connect a transmission belt.

[0026] By adopting the above technical solution, the first inertia ring plays a role in vibration reduction while taking into account the role of output power, and no additional transmission components are required, thus reducing the parts of the crankshaft vibration damper. At the same time, the first inertia ring is connected to the circumferential outer side of the hub through the first vibration damping rubber, which can reduce the torsional vibration generated by the crankshaft during rotation and transmitted to the first inertia ring, so that the first inertia ring can output smoother power through the transmission teeth.

[0027] The embodiment of the utility model further discloses a crankshaft vibration damper, wherein the wheel hub has a plurality of weight-reducing holes arranged at intervals along the circumference of the wheel hub.

[0028] By adopting the above technical solution, the vibration-damping holes arranged on the outer periphery of the wheel hub can reduce the weight of the crankshaft vibration damper, thus having the advantage of being lightweight.

[0029] The embodiment of the utility model further discloses an automobile, comprising any one of the above-mentioned crankshaft dampers.

[0030] By adopting the above technical solution, the crankshaft damper is arranged at the end of the crankshaft of the engine of the automobile, and the power is transmitted to the transmission through the crankshaft damper. Since the crankshaft damper has a first damping component arranged along the outer side of the wheel hub circumference and a second damping component arranged on the side of the wheel hub away from the mounting hole, they are respectively used to reduce the radial vibration and the axial vibration of the crankshaft generated during operation, that is, the vibration of the crankshaft during power output can be better reduced, thereby improving the transmission smoothness and riding comfort of the automobile.

[0031] The beneficial effects of the utility model are:

[0032] The utility model discloses a crankshaft vibration damper, which is connected to one end of the crankshaft through a mounting hole on a wheel hub, and a secondary inertia ring is formed by a first inertia ring and a second inertia ring, so as to increase the rotational inertia of the end of the crankshaft and effectively reduce the vibration frequency of the vibration damper. In addition, the first vibration damping component located on the outer side of the wheel hub reduces the radial vibration and torsional vibration generated by the crankshaft during operation through elastic deformation in the radial direction, and the second vibration damping component located on the side away from the mounting hole reduces the axial vibration generated by the crankshaft during operation through elastic deformation in the axial direction, thereby reducing the problem of bending of the crankshaft after long-term operation and interference with other components to produce abnormal noise, or fatigue damage of the crankshaft after high-speed rotation, thereby extending the service life of the crankshaft. The crankshaft vibration damper cleverly uses the accommodation space formed by the first inertia ring to protect the second elastic vibration damping component from having enough circumferential space to swing without being damaged by other hard components of the car.

[0033] In addition, the side wall of the second inertia ring extends into the accommodation space formed by the first inertia ring, and a limiter is arranged between the first inertia ring and the second inertia ring. The limiter abuts against the inner wall surface of the first inertia ring and the side wall of the second inertia ring respectively, limiting the radial swing of the second inertia ring relative to the first inertia ring. At the same time, the limiter seals the inner wall surface of the second inertia ring and the first inertia ring, ensuring the working environment of the second elastic vibration damping member in the accommodation space. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1 A sectional view of the crankshaft damper provided by the embodiment of the utility model;

[0035] Figure 2 A schematic diagram of the crankshaft vibration damper provided in an embodiment of the utility model being assembled on a crankshaft.

[0036] Description of reference numerals:

[0037] 10. Crankshaft vibration damper;

[0038] 100. Wheel hub;

[0039] 110, mounting hole; 120, mounting wall; 130, connecting portion; 140, weight reduction hole;

[0040] 200, a first vibration-damping component;

[0041] 210, first inertia ring; 211, accommodating space; 212, transmission gear portion;

[0042] 220, first elastic vibration damping member; 221, first vibration damping rubber;

[0043] 300, a second vibration-damping component;

[0044] 310. second inertia ring; 311. side wall;

[0045] 320, second elastic vibration damping member; 321, second vibration damping rubber;

[0046] 400, limiter; 410, flange;

[0047] 500, supporting components;

[0048] 20. Crankshaft;

[0049] 20A, crank;

[0050] 30. Crankshaft sprocket;

[0051] 40. Bolts;

[0052] A. Axis direction. DETAILED DESCRIPTION

[0053] The following is an explanation of the implementation of the present invention by specific specific embodiments. Those skilled in the art can easily understand other advantages and functions of the present invention from the contents disclosed in this specification. Although the description of the present invention will be introduced in conjunction with the preferred embodiment, this does not mean that the features of this utility model are limited to this implementation. On the contrary, the purpose of introducing the utility model in conjunction with the implementation is to cover other options or modifications that may be extended based on the claims of the present invention. In order to provide a deep understanding of the present invention, the following description will include many specific details. The present invention can also be implemented without using these details. In addition, in order to avoid confusion or blurring the focus of the present invention, some specific details will be omitted in the description. It should be noted that, in the absence of conflict, the embodiments in the present invention and the features in the embodiments can be combined with each other.

[0054] It should be noted that in this specification, similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further defined and explained in the subsequent drawings.

[0055] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, or are the orientations or positional relationships in which the utility model product is usually placed when in use. They are only for the convenience of describing the utility model and simplifying the description, and do 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 a limitation on the utility model.

[0056] The terms “first”, “second”, etc. are only used for distinguishing descriptions and should not be understood as indicating or implying relative importance.

[0057] In the description of this embodiment, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "set", "connected", and "connected" 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 a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this embodiment can be understood according to specific circumstances.

[0058] In order to make the purpose, technical solution and advantages of the present invention more clear, the implementation mode of the present invention will be further described in detail below with reference to the accompanying drawings.

[0059] The embodiment of the utility model discloses a crankshaft damper, such as Figure 1 As shown, the crankshaft damper 10 includes a wheel hub 100, a first damping component 200 and a second damping component 300. One end of the wheel hub 100 has a mounting hole 110, and the mounting hole 110 is used to assemble the crankshaft. The first damping component 200 is located on the circumferential outer side of the wheel hub 100, and the second damping component 300 is located on the side of the wheel hub 100 away from the mounting hole 110.

[0060] Specifically, the first vibration damping component 200 includes a first inertia ring 210 and a first elastic vibration damper 220 which are sequentially arranged along the radial direction of the wheel hub 100. The inner wall surface of the first inertia ring 210 and the portion corresponding to the outer wall surface of the wheel hub 100 are connected through the first elastic vibration damper 220. The other end of the first inertia ring 210 relative to the wheel hub 100 extends in a direction away from the mounting hole 110 to form an accommodating space 211. The first elastic vibration damper has the ability to deform at least in the radial direction.

[0061] More specifically, the second vibration damping component 300 includes a second inertia ring 310 and a second elastic vibration damper 320 which are arranged in sequence along the axial direction of the wheel hub 100. The second elastic vibration damper 320 is at least partially located in the accommodating space 211. The second elastic vibration damper 320 is connected to a side of the wheel hub 100 away from the mounting hole 110. The end face of the second inertia ring 310 close to the mounting hole 110 is connected to the second elastic vibration damper 320. The second elastic vibration damper 320 has the ability to deform at least along the axial direction A.

[0062] More specifically, both the first elastic vibration damper 220 and the second elastic vibration damper 320 can be set to rubber, and the stiffness of the first elastic vibration damper 220 and the second elastic vibration damper 320 can be designed according to actual conditions and specific needs. Preferably, in this embodiment, the first inertia ring 210 is arranged on the circumferential outer side of the hub 100, and the centrifugal force generated during rotation is greater than that of the second inertia ring 310 arranged at the end of the hub 100 away from the mounting hole 110. Therefore, the stiffness of the first elastic vibration damper 220 is greater than that of the second elastic vibration damper 320, so as to meet the support function for the first inertia ring 210.

[0063] More specifically, four-fifths, three-quarters, one-half, or the entire second elastic vibration damper 320 along the axial direction A is located in the accommodation space 211 formed by the first inertia ring 210, or any portion along the axial direction A is located in the accommodation space 211, and those skilled in the art can design it according to actual conditions and specific requirements. Preferably, in this embodiment, four-fifths of the second elastic vibration damper 320 along the axial direction A is located in the accommodation space 211, which can well protect the second elastic vibration damper 320 while reducing the vibration of the crankshaft damper 10.

[0064] More specifically, one end of the wheel hub 100 close to the second vibration damping component 300 extends in the circumferential direction and forms a mounting wall 120 extending in the axial direction A. The mounting wall 120 of the wheel hub 100 is used to connect the first elastic vibration damping component 220 .

[0065] More specifically, the wheel hub 100, the first inertia ring 210 and the second inertia ring 310 can be made of aluminum, iron, steel or materials commonly used in the technical field. Preferably, in this embodiment, the wheel hub 100 is made of iron, and the first inertia ring 210 and the second inertia ring 310 are made of aluminum alloy.

[0066] More specifically, the inner wall surface of the mounting hole 110 of the hub 100 may be electroplated, provided with a sliding bearing or other anti-wear measures commonly used in the technical field. Those skilled in the art may design it according to actual conditions and specific needs, and this embodiment does not make any specific limitations on this.

[0067] More specifically, Figure 2 As shown, the crankshaft damper 10 is connected to one end of the crankshaft 20 through the mounting hole 110 on the wheel hub 100, and the first inertia ring 210 and the second inertia ring 310 form a secondary inertia ring, which increases the rotational inertia of the end of the crankshaft 20 and effectively reduces the vibration frequency of the crankshaft damper 10. In addition, the first elastic damper 220 located on the outer side of the wheel hub 100 reduces the radial vibration and torsional vibration generated by the crankshaft 20 during operation through elastic deformation in the radial direction, and the second elastic damper 320 located on the side away from the mounting hole 110 reduces the axial vibration generated by the crankshaft during operation through elastic deformation in the axial direction A, reduces the bending of the crankshaft 20 after long-term operation and the interference with other components to produce abnormal noise, or the fatigue damage of the crankshaft 20 after high-speed rotation, thereby extending the service life of the crankshaft 20.

[0068] More specifically, the first elastic vibration damper 220 is located between the outer wall surface of the wheel hub 100 and the inner wall surface of the first inertia ring 210 and is protected by the first inertia ring 210, while the second elastic vibration damper 320 will vibrate in the radial direction during the vibration reduction process, and the accommodating space 211 formed by the first inertia ring 210 is cleverly used to protect the second elastic vibration damper 320 from having enough circumferential space to swing without being damaged by other hard parts of the car.

[0069] More specifically, Figure 2 As shown, in this embodiment, the crankshaft damper 10 is connected to the front end of the crankshaft 20 through the mounting hole 110 of the wheel hub 100, and the axial direction of the crankshaft 20 is parallel to the axial direction A of the crankshaft damper 10. Two crankshaft sprockets 30 are also arranged between the crankshaft 20 and the crankshaft damper 10 along the axial direction of the crankshaft 20. The two crankshaft sprockets 30 are respectively connected to the intake and exhaust camshafts (not shown in the figure) through belt transmission, and are used to drive the intake and exhaust valves. The crankshaft damper 10 is matched with the mounting hole 110 on the wheel hub 100 through a fastener (for example, a bolt 40), fixedly connected to the crankshaft 20, and the first inertia ring 210 of the crankshaft damper 10 is connected to the transmission through transmission to output power. The crankshaft damper 10 can also be provided with a power output member on the circumferential outer side of the wheel hub 100, and the power output member and the first inertia ring 210 are arranged at intervals along the axial direction A, and the power output member outputs power.

[0070] More specifically, Figure 2As shown, during the operation of the engine, the magnitude and direction of the force transmitted to the crank pin through the connecting rod are periodically changed, causing the instantaneous angular velocity of the crank 20A of the crankshaft 20 to rotate to also change periodically. Since the flywheel (not shown in the figure) fixed on the crankshaft 20 has a large moment of inertia, its instantaneous angular velocity can be basically regarded as uniform. In this way, the crank 20A will rotate faster than the flywheel and slower than the flywheel, forming a torsional swing relative to the flywheel, that is, the torsional vibration of the crankshaft 20. The crankshaft damper 10 provided in this embodiment is arranged at the front end of the crankshaft, and through two damping components, the torsional vibration energy of the crankshaft 20 is gradually consumed by the crankshaft damper 10, thereby gradually reducing the amplitude and outputting a smoother rotation.

[0071] Furthermore, the embodiment of the utility model also discloses a crankshaft damper, such as Figure 1 As shown, the outer periphery of the end surface of the second inertia ring 310 close to the mounting hole 110 has a side wall 311 extending along the axial direction A toward the wheel hub 100 , and the side wall 311 of the second inertia ring 310 extends into the accommodating space 211 .

[0072] Specifically, in this embodiment, a gap is formed between the side wall 311 of the second inertia ring 310 and the inner wall surface of the first inertia ring 210, and the distance of the gap ranges from 1 mm to 5 mm. The gap distance between the side wall 311 of the second inertia ring 310 and the inner wall surface of the first inertia ring 210 can be 1 mm, 2 mm, 3 mm or 5 mm, or any size within the above gap range. Preferably, in this embodiment, the gap distance between the side wall 311 of the second inertia ring 310 and the inner wall surface of the first inertia ring 210 is 3 mm.

[0073] In another embodiment, the side wall 311 of the second inertia ring 310 is matched with the inner wall surface of the first inertia ring 210, so that the side wall 311 of the second inertia ring 310 is matched with the inner wall surface of the first inertia ring 210. The inner wall surface of the first inertia ring 210 can directly limit the swing of the second inertia ring 310 in the radial direction.

[0074] More specifically, the accommodating space 211 formed by the first inertia ring 210 can not only protect the second elastic vibration damper 320, but also limit the radial displacement of the side wall 311 of the second inertia ring 310, thereby preventing the second inertia ring 310 from swinging greatly in the radial direction during rotation, thereby causing the centrifugal force to damage the second elastic vibration damper 320, thereby reducing the deformation of the second elastic vibration damper 320 and extending the service life of the second elastic vibration damper 320.

[0075] Furthermore, the embodiment of the utility model also discloses a crankshaft damper, such as Figure 1As shown, the crankshaft damper 10 also includes a cylindrical limit member 400, which is located in the accommodating space 211, and the outer wall surface of the limit member 400 abuts against the inner wall surface of the first inertia ring 210, and the inner wall surface of the limit member 400 abuts against the side wall 311 of the second inertia ring 310.

[0076] Specifically, since the limiting member 400 abuts against the inner wall surface of the first inertia ring 210 and the side wall 311 of the second inertia ring 310 respectively, the radial swing of the second inertia ring 310 relative to the first inertia ring 210 is limited. At the same time, the limiting member 400 seals the inner wall surface between the second inertia ring 310 and the first inertia ring 210, ensuring the working environment of the second elastic vibration damping member 320 in the accommodating space 211.

[0077] Furthermore, the embodiment of the utility model also discloses a crankshaft damper, such as Figure 1 As shown, the end surface of the limiting member 400 away from the hub 100 has a flange 410 , one side of the flange 410 abuts against the end surface of the first inertia ring 210 away from the hub 100 , and the other side abuts against the end surface of the second inertia ring 310 close to the hub 100 .

[0078] Specifically, the flange 410 of the limit member 400 can ensure the assembly position with the first inertia ring 210, so that one end of the limit member 400 is aligned with the end of the first inertia ring 210 away from the hub 100, thereby ensuring that the outer wall surface and the inner wall surface of the limit member 400 can just abut against the inner wall surface of the first inertia ring 210 and the side wall 311 of the second inertia ring 310 respectively, thereby playing a role in limiting the displacement of the second inertia ring 310.

[0079] More specifically, the thickness of the limiting member 400 is adapted to the gap between the side wall 311 of the second inertia ring 310 and the inner wall surface of the first inertia ring 210 , which will not be described in detail herein.

[0080] More specifically, the length of the limiting member 400 matches the length of the side wall 311 of the second inertia ring 310 .

[0081] Furthermore, the embodiment of the utility model also discloses a crankshaft vibration damper, wherein the first elastic vibration damping member 220 is a first vibration damping rubber 221, and the torsional stiffness of the first vibration damping rubber 221 ranges from 11000 Nm / rad to 17000 Nm / rad.

[0082] Specifically, the torsional stiffness of the first vibration damping rubber 221 can be 11000Nm / rad, 12000Nm / rad, 13500Nm / rad, 1450Nm / rad, 17000Nm / rad or any torsional stiffness within the above torsional stiffness range. Preferably, in this embodiment, the torsional stiffness of the first vibration damping rubber 221 is 15000Nm / rad. The first vibration damping rubber 221 of the crankshaft damper 10 has a large stiffness, which is mainly used to reduce the vibration and torsion of the crankshaft in the radial direction. At the same time, since the first inertia ring 210 is arranged on the circumferential outer side of the wheel hub 100, the centrifugal force generated is larger, and the first vibration damping rubber 221 has a sufficient stiffness to support the first inertia ring 210.

[0083] More specifically, the second elastic vibration damping member 320 is a second vibration damping rubber 321 , and the torsional stiffness of the second vibration damping rubber 321 is in the range of 200 Nm / rad to 1000 Nm / rad.

[0084] More specifically, the torsional stiffness of the second vibration damping rubber 321 can be 200Nm / rad, 250Nm / rad, 300Nm / rad, 500Nm / rad, 700Nm / rad, 1000Nm / rad or any torsional stiffness within the above torsional stiffness range. Preferably, in this embodiment, the torsional stiffness of the second vibration damping rubber 321 is 500Nm / rad. The second vibration damping rubber 321 of the crankshaft damper 10 has a relatively small stiffness and is mainly used to reduce the bending vibration of one end of the crankshaft along the axial direction A. At the same time, since the second inertia ring 310 is limited in the accommodation space 211 formed by the first inertia ring 210 by the stopper 400, it will not shake much. The smaller stiffness of the second vibration damping rubber 321 can effectively reduce the bending vibration of the crankshaft.

[0085] More specifically, the first vibration-damping rubber 221 and the second vibration-damping rubber 321 can be connected to the connected components by vulcanization, thereby ensuring the connection strength between the vibration-damping rubber and the connected components.

[0086] Furthermore, the embodiment of the utility model also discloses a crankshaft damper, such as Figure 1 As shown, the crankshaft damper 10 further includes a supporting component 500 , one end of the supporting component 500 is connected to a side of the wheel hub 100 away from the mounting hole 110 , and the other end of the supporting component 500 is connected to the second vibration-damping rubber 321 .

[0087] Specifically, the support component 500 is disposed between the wheel hub 100 and the second vibration-damping rubber 321 , and can support the second vibration-damping rubber 321 , while improving the structural strength of the entire crankshaft damper 10 .

[0088] Furthermore, an embodiment of the utility model also discloses a crankshaft vibration damper, wherein a connecting portion 130 is provided on the side of the wheel hub 100 away from the mounting hole 110, the connecting portion 130 is adapted to one end of the support component 500, and one end of the support component 500 is interference fitted with the connecting portion 130, and the other end of the support component 500 has an end face extending in the circumferential direction and adapted to the second vibration-damping rubber 321, and the end face of the other end of the support component 500 is vulcanized and connected to the second vibration-damping rubber 321.

[0089] Specifically, when assembling the crankshaft damper 10, the second damping rubber 321 and the other end of the support component 500 are first connected together by vulcanization, and then the support component 500 and the connecting portion 130 of the wheel hub 100 are assembled together. Compared with the prior art in which the rubber is directly vulcanized on the end of the wheel hub 100, this structure has the advantage of being easy to assemble.

[0090] More specifically, Figure 2 As shown, a through hole is provided at the center of the support component 500, a blind hole is provided at one end of the crankshaft 20, an inner thread is provided on the inner side wall of the blind hole, and the bolt 40 passes through the through hole of the support component 500 and the mounting hole 110 on the wheel hub 100 in sequence, and cooperates with the inner thread on the blind hole to fix the crankshaft damper 10 on the crankshaft 20. It should be noted that a gasket is also provided between the contact surface of the bolt 40 and the support component 500 to prevent loosening and reduce wear. The specific model and specification of the bolt 40 can be designed according to actual conditions and specific needs, and this embodiment does not specifically limit this.

[0091] Furthermore, the embodiment of the utility model also discloses a crankshaft damper, such as Figure 1 As shown, the outer wall of the first inertia ring 210 has a transmission tooth portion 212 arranged along its circumference, and the transmission tooth portion 212 is used to connect a transmission belt.

[0092] Specifically, the first inertia ring 210 not only plays a role in damping vibration, but also plays a role in outputting power, and no additional transmission components are required, thereby reducing the number of parts of the crankshaft damper 10. At the same time, the first inertia ring 210 is connected to the circumferential outer side of the wheel hub 100 through the first damping rubber 221, which can reduce the torsional vibration generated by the crankshaft during rotation and transmit it to the first inertia ring 210, so that the first inertia ring 210 can output smoother power through the transmission gear portion 212.

[0093] More specifically, the tooth shape of the transmission tooth portion 212 can be set to triangular teeth, wedge-shaped teeth or rectangular teeth commonly used in transmission belts. Those skilled in the art can design it according to actual conditions and specific needs, and this embodiment does not specifically limit this. Preferably, the tooth shape of the transmission tooth portion 212 in this embodiment is triangular teeth.

[0094] Furthermore, the embodiment of the utility model also discloses a crankshaft damper, such as Figure 1 As shown, the wheel hub 100 has a plurality of lightening holes 140 arranged at intervals along the circumference of the wheel hub 100 .

[0095] Specifically, the vibration-damping holes provided on the outer periphery of the wheel hub 100 can reduce the weight of the crankshaft vibration damper 10 , thus having the advantage of being lightweight.

[0096] More specifically, the wheel hub 100 may be provided with 2, 3, 4 or 5 weight-reducing holes 140 at intervals along its circumference, and those skilled in the art may design it according to actual conditions and specific requirements. Preferably, in this embodiment, the wheel hub 100 is provided with 4 weight-reducing holes 140 at intervals along its circumference, and the diameter of the weight-reducing holes 140 may be designed according to the size of the wheel hub 100, so as to reduce the mass of the wheel hub 100 as much as possible while ensuring the strength of the wheel hub 100.

[0097] The embodiment of the utility model further discloses an automobile, comprising any one of the crankshaft dampers 10 described above.

[0098] Specifically, the crankshaft damper 10 is disposed at the end of the crankshaft of the engine of the automobile, and the power is transmitted to the transmission through the crankshaft damper 10. Since the crankshaft damper 10 has a first damping component 200 disposed along the outer side of the wheel hub 100 in the circumferential direction and a second damping component 300 disposed on the side of the wheel hub 100 away from the mounting hole 110, they are respectively used to reduce the radial vibration and the axial direction A vibration generated by the crankshaft during operation, that is, the vibration of the crankshaft during power output can be better reduced, thereby improving the transmission smoothness and riding comfort of the automobile.

[0099] Although the present invention has been illustrated and described with reference to certain preferred embodiments of the present invention, it should be understood by those skilled in the art that the above contents are further detailed descriptions of the present invention in combination with specific embodiments, and it cannot be determined that the specific implementation of the present invention is limited to these descriptions. Those skilled in the art may make various changes in form and details, including making several simple deductions or substitutions, without departing from the spirit and scope of the present invention.

Claims

1. A crankshaft damper, characterized in that: The invention comprises a wheel hub, a first vibration-damping component and a second vibration-damping component, wherein one end of the wheel hub has a mounting hole, the mounting hole is used to mount a crankshaft, the first vibration-damping component is located on the circumferential outer side of the wheel hub, and the second vibration-damping component is located on a side of the wheel hub away from the mounting hole; wherein, The first vibration-damping component comprises a first elastic vibration-damping member and a first inertia ring which are sequentially arranged along the radial direction of the wheel hub, the inner wall surface of the first inertia ring corresponding to the outer wall surface of the wheel hub is connected through the first elastic vibration-damping member, and the other end of the first inertia ring relative to the wheel hub extends in a direction away from the mounting hole to form an accommodation space, and the first elastic vibration-damping member has the ability to be elastically deformed at least along the radial direction; The second vibration damping component includes a second elastic vibration damper and a second inertia ring arranged in sequence along the axial direction of the wheel hub, the second elastic vibration damper is at least partially located in the accommodating space, the second elastic vibration damper is connected to a side of the wheel hub away from the mounting hole, the end face of the second inertia ring close to the mounting hole is connected to the second elastic vibration damper, and the second elastic vibration damper has the ability to elastically deform at least along the axial direction.

2. The crankshaft damper according to claim 1, characterized in that: The outer periphery of the end surface of the second inertia ring close to the mounting hole has a side wall extending toward the hub along the axial direction, and the side wall of the second inertia ring extends into the accommodating space.

3. The crankshaft damper according to claim 2, characterized in that: The crankshaft damper further includes a cylindrical limiting member, which is located in the accommodating space, an outer wall surface of the limiting member abuts against an inner wall of the first inertia ring, and an inner wall surface of the limiting member abuts against the side wall of the second inertia ring.

4. The crankshaft damper according to claim 3, characterized in that: The end surface of the limiting member away from the hub has a flange, one side of the flange abuts against the end surface of the first inertia ring away from the hub, and the other side abuts against the end surface of the second inertia ring close to the hub.

5. The crankshaft damper according to claim 1, characterized in that: The first elastic vibration damping member is a first vibration damping rubber, and the torsional stiffness of the first vibration damping rubber ranges from 11000Nm / rad to 17000Nm / rad; The second elastic vibration damping member is a second vibration damping rubber, and the torsional stiffness of the second vibration damping rubber is in the range of 200 Nm / rad to 1000 Nm / rad.

6. The crankshaft damper according to claim 5, characterized in that: The crankshaft vibration damper further comprises a supporting component, one end of which is connected to a side of the wheel hub away from the mounting hole, and the other end of which is connected to the second vibration damping rubber.

7. The crankshaft damper according to claim 6, characterized in that: A connecting portion is provided on the side of the wheel hub facing away from the mounting hole, the connecting portion is matched with one end of the supporting component, and the one end of the supporting component is interference fitted with the connecting portion, the other end of the supporting component has an end face extending in the circumferential direction and matched with the second vibration-damping rubber, and the end face of the other end of the supporting component is vulcanized and connected to the second vibration-damping rubber.

8. The crankshaft damper according to any one of claims 1 to 7, characterized in that: The outer wall of the first inertia ring has a transmission tooth portion arranged along its circumference, and the transmission tooth portion is used to connect a transmission belt.

9. The crankshaft damper according to any one of claims 1 to 7, characterized in that: The wheel hub has a plurality of lightening holes arranged at intervals along the circumference of the wheel hub.

10. An automobile, characterized in that: Comprising a crankshaft damper as described in any one of claims 1-9.

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