Vibration reduction and isolation belt pulley of engine crankshaft, engine and automobile

Abstract

The utility model discloses an engine crankshaft vibration reduction and isolation belt pulley, an engine and an automobile, the engine crankshaft vibration reduction and isolation belt pulley comprises a hub, an inertia ring and a belt pulley, one side of the hub is provided with an annular end wall, the inertia ring is arranged on the inner circumference of the end wall through a first elastic piece, and the inertia ring is arranged on the inner circumference of the end wall through a second elastic piece. According to the engine crankshaft vibration reduction and isolation belt pulley, the hub is connected with the inertia ring on the inner side through the first elastic piece, the rotating speed is ensured to be stable through the inertia ring, the second elastic piece is connected with the belt pulley on the outer side, vibration of the belt pulley is reduced, the two elastic pieces are matched with each other, and the vibration reduction capacity is enhanced. Meanwhile, the second elastic piece close to the belt pulley can isolate torsional vibration, and it is guaranteed that belt driving is not affected by torsional vibration of the crankshaft.

Description

Technical Field

[0001] The utility model belongs to the technical field of automobile engine crankshaft vibration reduction and isolation pulleys, and more specifically relates to an engine crankshaft vibration reduction and isolation pulley, an engine and an automobile. Background Art

[0002] The vibration-damping pulleys currently used in passenger car engines have the function of reducing torsional vibration, but cannot play a role in vibration isolation, let alone limit the speed fluctuation. When the engine power and torque increase, the vibration-damping pulley with a single rubber ring cannot meet the requirements of torsional vibration limit and dissipated power limit. The current common solution is to increase the rigidity of the crankshaft main journal and connecting rod journal by increasing their size. The disadvantage of this measure is that it will increase the size and weight of the entire engine, which is obviously contrary to the trend of lightweight engine development. Utility Model Content

[0003] The purpose of the utility model is to provide an engine crankshaft vibration reduction and isolation pulley to address the deficiencies in the prior art, thereby solving the problem that the vibration reduction pulley used in the current engine has the function of reducing torsional vibration but cannot play a role in vibration isolation, and cannot limit its own speed fluctuation.

[0004] In order to achieve the above object, the utility model provides an engine crankshaft vibration reduction and isolation pulley, comprising:

[0005] An engine crankshaft vibration reduction and isolation pulley, characterized by comprising:

[0006] A wheel hub, one side of which is provided with an annular end wall;

[0007] An inertia ring, the inertia ring being arranged on the inner periphery of the end wall through a first elastic member;

[0008] A pulley is arranged on the outer periphery of the end wall through a second elastic member.

[0009] Optionally, the first elastic member is compressed between the inertia ring and the end wall.

[0010] Optionally, the first elastic member is a rubber ring.

[0011] Optionally, the first elastic member and the second elastic member are arranged in conformity with the end wall, an inwardly curved ring portion is arranged on the end wall, and a groove portion and a protrusion portion cooperating with the curved ring portion are respectively arranged on the inertia ring and the pulley.

[0012] Optionally, the pulley is also provided with a flywheel.

[0013] Optionally, an axial hole is provided on the wheel hub, and weight-reducing holes are distributed on the periphery of the axial hole.

[0014] Optionally, the shaft hole is in a flat square shape, and the outer end portion is provided with a chamfer of R1.5 to R3.

[0015] Optionally, an end surface of the inertia ring is connected to an end surface of the hub.

[0016] An engine, comprising:

[0017] The above-mentioned engine crankshaft vibration reduction and isolation pulley.

[0018] A car, comprising:

[0019] The above engine.

[0020] The utility model provides an engine crankshaft vibration reduction and isolation pulley, which has the following beneficial effects:

[0021] The hub of the engine crankshaft vibration-damping and vibration-isolating pulley is connected to the inertia ring on the inner side through the first elastic member, and the rotational speed is ensured to be stable through the inertia ring. The hub is connected to the pulley on the outer side through the second elastic member to reduce the vibration of the pulley. The two elastic members cooperate with each other to enhance the vibration-damping capability. At the same time, the second elastic member close to the pulley will be able to isolate the torsional vibration, and ensure that the belt drive is not affected by the torsional vibration of the crankshaft.

[0022] Other features and advantages of the present invention will be described in detail in the subsequent specific implementation section. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The above and other objects, features and advantages of the present invention will become more apparent through a more detailed description of exemplary embodiments of the present invention in conjunction with the accompanying drawings, wherein the same reference numerals generally represent the same components in the exemplary embodiments of the present invention.

[0024] Figure 1 A schematic structural diagram of an engine crankshaft vibration-damping and vibration-isolating pulley according to an embodiment of the utility model is shown.

[0025] Description of reference numerals:

[0026] 1. Wheel hub; 2. Inertia ring; 3. Pulley; 4. First elastic member; 5. Second elastic member. DETAILED DESCRIPTION

[0027] The preferred embodiments of the present invention will be described in more detail below. Although the preferred embodiments of the present invention are described below, it should be understood that the present invention can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided to make the present invention more thorough and complete, and to fully convey the scope of the present invention to those skilled in the art.

[0028] like Figure 1 As shown, an engine crankshaft vibration reduction and isolation pulley comprises:

[0029] An engine crankshaft vibration reduction and isolation pulley 3, characterized by comprising:

[0030] A wheel hub 1, one side of which is provided with an annular end wall;

[0031] An inertia ring 2, the inertia ring 2 is arranged on the inner periphery of the end wall through a first elastic member 4;

[0032] The pulley 3 is arranged on the outer periphery of the end wall through the second elastic member 5.

[0033] Specifically, the hub 1 is connected to the inertia ring 2 on the inner side through the first elastic member 4, the rotational speed is ensured to be stable through the inertia ring 2, and the hub 1 is connected to the pulley 3 on the outer side through the second elastic member 5. The vibration reduction capability is enhanced by the two elastic members. At the same time, the second elastic member 5 close to the pulley 3 will be able to isolate the torsional vibration, thereby ensuring that the belt drive is not affected by the torsional vibration of the crankshaft.

[0034] Furthermore, the two elastic members cooperate with each other to reduce parallel vibration (i.e., the vibrating mass moves back and forth only in a straight line, including radial vibration in a direction perpendicular to the axis of the rotating shaft and axial vibration along the axis) and torsional vibration (torsional vibration around the axis).

[0035] In this embodiment, the first elastic member 4 is compressed between the inertia ring 2 and the end wall.

[0036] Specifically, the inertia ring 2 and the end wall are interference-fitted via the first elastic member 4 .

[0037] In this embodiment, the first elastic member 4 is a rubber ring.

[0038] In this embodiment, the first elastic member 4 and the second elastic member 5 are arranged in accordance with the end wall, an inwardly curved ring portion is arranged on the end wall, and a groove portion and a protrusion portion matching with the curved ring portion are respectively arranged on the inertia ring 2 and the pulley 3.

[0039] Specifically, the axial movement of the first elastic member 4 and the second elastic member 5 is reduced by cooperating the curved ring portion with the groove portion and the protruding portion.

[0040] In this embodiment, the pulley 3 is also provided with a flywheel.

[0041] Specifically, the rotational inertia of the flywheel can be obtained by analytical calculation, and the flywheel is provided to cooperate with the inertia ring 2 to provide double stability, thereby ensuring the rotation stability of the pulley 3. The flywheel is provided on the pulley 3, which can effectively reduce the fluctuation of the output speed of the pulley, improve the stability of the belt transmission, and extend the life of the belt and the accessories driven by it.

[0042] In this embodiment, the wheel hub 1 is provided with an axial hole, and weight-reducing holes are distributed on the periphery of the axial hole.

[0043] In this embodiment, the shaft hole is in a flat square shape, and the outer end portion is provided with a chamfer of R1.5 to R3.

[0044] In this embodiment, the end surface of the inertia ring 2 is connected to the end surface of the hub 1 .

[0045] An engine, comprising:

[0046] The above-mentioned engine crankshaft vibration reduction and isolation pulley 3.

[0047] A car, comprising:

[0048] The above engine.

[0049] When the engine crankshaft vibration reduction and isolation pulley 3 of this embodiment is used, taking shock reduction as an example, the first elastic member will attenuate the vibration during rotation, and the second elastic member 5 will attenuate the vibration again. The double attenuation makes the rotation of the pulley 3 more stable.

[0050] It is suitable for passenger car engines in the automotive industry. It can achieve a significant attenuation of the vibration energy of the crankshaft system of a large power and torque engine, and enhance the vibration reduction capacity of the single-layer rubber elastic element crankshaft vibration-damping pulley. Conventional single-layer rubber vibration-damping pulleys can also meet the crankshaft torsional vibration and dissipated work requirements by increasing the crankshaft torsional stiffness. There are two ways to strengthen the crankshaft torsional stiffness. One is to use steel with greater torsional stiffness, and the other is to increase the crankshaft main journal and connecting rod journal. Obviously, the cost of steel crankshafts is higher than that of iron crankshafts. The most direct impact of increasing the size of the crankshaft is the increase in the size and weight of the crankshaft, which will also lead to subversive designs of related moving parts. In addition to enhancing the vibration reduction capacity by installing two rubber ring elastic elements, this solution also has the function of isolating torsional vibrations by the second vibration-damping rubber element close to the pulley, ensuring that the belt drive is not affected by the crankshaft torsional vibrations.

[0051] The above description of various embodiments of the utility model is exemplary, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and changes will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments.

Claims

1. An engine crankshaft vibration reduction and isolation pulley, characterized in that: include: A wheel hub, one side of which is provided with an annular end wall; An inertia ring, the inertia ring being arranged on the inner periphery of the end wall through a first elastic member; a pulley, the pulley being arranged on the outer periphery of the end wall through a second elastic member; The first elastic member and the second elastic member are arranged in accordance with the end wall, an inwardly curved ring portion is arranged on the end wall, and a groove portion and a protrusion portion matching with the curved ring portion are respectively arranged on the inertia ring and the pulley.

2. The engine crankshaft vibration-damping and vibration-isolating pulley according to claim 1, characterized in that: The first elastic member is compressed between the inertia ring and the end wall.

3. The engine crankshaft vibration-damping and vibration-isolating pulley according to claim 1, characterized in that: The first elastic member is a rubber ring.

4. The engine crankshaft vibration-damping and vibration-isolating pulley according to claim 1, characterized in that: The pulley is also provided with a flywheel.

5. The engine crankshaft vibration reduction and isolation pulley according to claim 1, characterized in that: The wheel hub is provided with an axial hole, and weight-reducing holes are distributed on the periphery of the axial hole.

6. The engine crankshaft vibration-damping and vibration-isolating pulley according to claim 5, characterized in that: The shaft hole is in a flat square shape, and the outer end is provided with a chamfer of R1.5-R3.

7. The engine crankshaft vibration-damping and vibration-isolating pulley according to claim 1, characterized in that: The end surface of the inertia ring is connected to the end surface of the hub.

8. An engine, characterized in that: include: An engine crankshaft vibration damping and isolation pulley according to any one of claims 1 to 7.

9. A car, characterized in that: include: An engine as claimed in claim 8.

Images