Engine front end wheel train and engine

Abstract

The utility model relates to an engine front end wheel train and an engine, the engine front end wheel train comprises a fan belt pulley, an air conditioner belt pulley, a generator belt pulley, a water pump belt pulley and a crankshaft belt pulley, the fan belt pulley is a crankshaft decoupling belt pulley, and the crankshaft decoupling belt pulley comprises a first wheel body and a second wheel body which are coaxially arranged; the first wheel body is in transmission connection with the air conditioner belt pulley and the generator belt pulley through a first belt to form a first wheel train. The second wheel body is in transmission connection with the water pump belt pulley and the crankshaft belt pulley through a second belt to form a second wheel train. During application, the crankshaft decoupling belt pulley is adopted as a fan belt pulley to replace an original crankshaft shock absorber belt pulley to serve as a driving wheel of a first wheel train in an engine front end wheel train, the rotating speed fluctuation of a crankshaft can be effectively reduced, and the problem that the failure rate of an air conditioner-generator wheel train is high due to the fact that the rotating speed of the crankshaft is not uniform is solved; the reliability of the system and parts is improved, and the influence of the dynamic cylinder breaking technology on the engine is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of engines, in particular to an engine front end gear train and an engine. Background Art

[0002] With the increasingly stringent emission regulations in recent years, in order to meet relevant regulations, reducing exhaust emissions and fuel consumption has always been the focus of diesel engine development. Cylinder deactivation technology is a key technology to solve the poor fuel economy and high emissions of the engine under low-load conditions. Dynamic cylinder deactivation technology is an advanced cylinder deactivation technology that can selectively deactivate cylinders so that the number of cylinders put into operation is consistent with the actual number of cylinders required to meet the preset requirements. This technology has been proven to effectively reduce fuel consumption, but cylinder deactivation technology will reduce the vibration frequency of the diesel engine crankshaft and increase its amplitude, causing uneven crankshaft speed, which not only makes the vehicle's noise, vibration and harshness (NVH) problem become an important issue that needs to be faced in the application and promotion of cylinder deactivation technology.

[0003] See also Figure 1 In the prior art, the front end gear train of the engine includes a crankshaft pulley 01, a crankshaft damper pulley 02, a water pump pulley 03, a fan pulley 04, a generator pulley 05 and an air conditioning pulley 06, wherein the crankshaft pulley 01 is coaxially arranged with the crankshaft damper pulley 02, the crankshaft pulley 01 and the water pump pulley 03 and the fan pulley 04 constitute a water pump-fan gear train, the crankshaft damper pulley 02 and the generator pulley 05 and the air conditioning pulley 06 constitute a generator-air conditioning gear train, in this front end gear train of the engine, the failure rate of the generator-air conditioning gear train is higher than that of the water pump-fan gear train, and analysis shows that the layout of the generator-air conditioning gear train and the uneven crankshaft speed caused by the dynamic cylinder disconnection technology are the main reasons for the failure difference. Utility Model Content

[0004] The first purpose of the utility model is to provide a front-end gear train of an engine to reduce the influence of uneven crankshaft speed caused by dynamic cylinder cut-off technology, improve the reliability of the system and components, and thereby reduce the influence of dynamic cylinder cut-off technology on the engine.

[0005] The second object of the utility model is to provide an engine including the above-mentioned engine front end gear train.

[0006] In order to achieve the above purpose, the utility model provides the following technical solutions:

[0007] A front-end gear train of an engine comprises a fan pulley, an air-conditioning pulley, a generator pulley, a water pump pulley and a crankshaft pulley, wherein the fan pulley is a crankshaft decoupling pulley, and the crankshaft decoupling pulley comprises a first wheel body and a second wheel body which are coaxially arranged, the first wheel body is connected with the air-conditioning pulley and the generator pulley through a first belt transmission to form a first gear train, and the second wheel body is connected with the water pump pulley and the crankshaft pulley through a second belt transmission to form a second gear train.

[0008] In a preferred embodiment of the present invention, the diameter of the first wheel body is greater than the diameter of the second wheel body.

[0009] In a preferred embodiment of the utility model, it also includes:

[0010] A first tensioning mechanism for tensioning the first belt, and / or a second tensioning mechanism for tensioning the second belt.

[0011] In a preferred embodiment of the utility model, the first tensioning mechanism includes a first tensioning wheel, which is arranged between the first wheel body and the air-conditioning pulley, and the first tensioning wheel presses the first belt toward the first wheel body and the air-conditioning pulley from the outside of the first belt.

[0012] In a preferred embodiment of the utility model, the second tensioning mechanism includes a second tensioning wheel, and the second tensioning wheel is arranged between the crankshaft pulley and the water pump pulley, and the second tensioning wheel presses the second belt toward the crankshaft pulley and the water pump pulley from the outside of the second belt.

[0013] In a preferred embodiment of the utility model, the second tensioning mechanism also includes a tensioning idler wheel, which is arranged between the water pump pulley and the second wheel body, and the tensioning idler wheel presses the second belt toward the water pump pulley and the second wheel body from the outside of the second belt.

[0014] In a preferred embodiment of the utility model, the crankshaft decoupling pulley comprises:

[0015] An outer ring member, the first wheel body and the second wheel body are arranged on the outer peripheral surface of the outer ring member;

[0016] An inner ring member, the outer ring member can rotate relative to the inner ring member, the outer ring member is coaxially sleeved outside the inner ring member, and the inner ring member includes a hub and a mounting bracket coaxially connected to the hub;

[0017] A retainer, the retainer is fixedly arranged on the inner circumferential surface of the outer ring member, the retainer and the mounting bracket are rotatably matched, and the retainer and the mounting bracket enclose a containing space;

[0018] An elastic member is arranged in the accommodating space, and one end of the elastic member is connected to the retaining frame, and the other end is connected to the mounting bracket.

[0019] In a preferred embodiment of the utility model, the retaining frame includes a first frame body and a second frame body, the first frame body and the second frame body are respectively arranged on both sides of the mounting bracket along the axial direction of the crankshaft decoupling pulley, the first frame body is located on the side of the mounting bracket away from the hub, and the first frame body is rotatably matched with the mounting bracket through a bearing, the second frame body is arranged on the side of the mounting bracket close to the hub, and a sealing ring is arranged between the second frame body and the mounting bracket.

[0020] In a preferred embodiment of the utility model, the elastic member is a coil spring.

[0021] An engine comprises the engine front end gear train as described in any one of the above items.

[0022] It can be seen from the above technical scheme that the utility model discloses an engine front end gear train, which includes a fan pulley, an air-conditioning pulley, a generator pulley, a water pump pulley and a crankshaft pulley. The fan pulley is a crankshaft decoupling pulley. The crankshaft decoupling pulley includes a first wheel body and a second wheel body which are coaxially arranged. The first wheel body is connected to the air-conditioning pulley and the generator pulley through a first belt transmission to form a first gear train. The second wheel body is connected to the water pump pulley and the crankshaft pulley through a second belt transmission to form a second gear train.

[0023] When applied, a crankshaft decoupling pulley is used as a fan pulley to replace the original crankshaft damper pulley as the driving wheel of the first gear train in the front end gear train of the engine. This can effectively reduce the crankshaft speed fluctuation and avoid the high failure rate of the air-conditioning-generator gear train caused by the uneven crankshaft speed due to the use of dynamic cylinder deactivation technology, thereby improving the reliability of the system and components, and reducing the impact of the dynamic cylinder deactivation technology on the engine.

[0024] The utility model also discloses an engine, which includes the engine front end gear train as described above. Since the engine adopts the engine front end gear train as described above, the engine should have the same beneficial effects as the engine front end gear train, which will not be described in detail here. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0026] Figure 1 It is a structural schematic diagram of the front end gear train of an engine in the prior art;

[0027] Figure 2 A schematic diagram of the structure of the front end gear train of the engine provided by the embodiment of the utility model;

[0028] Figure 3 A cross-sectional view of a crankshaft decoupling pulley in a front end gear train of an engine provided by an embodiment of the utility model;

[0029] Figure 4 A partial cross-sectional view of a crankshaft decoupling pulley in a front end gear train of an engine provided by an embodiment of the utility model.

[0030] Figure 1 middle:

[0031] 01 is the crankshaft pulley; 02 is the crankshaft damper pulley; 03 is the water pump pulley; 04 is the fan pulley; 05 is the generator pulley; 06 is the air conditioning pulley;

[0032] Figures 2 to 4 middle:

[0033] 1 is a crankshaft pulley; 2 is a water pump pulley; 3 is a fan pulley; 310 is an outer ring member; 311 is a first wheel body; 312 is a second wheel body; 320 is an inner ring member; 321 is a hub; 322 is a mounting bracket; 323 is a gland; 324 is a fastening bolt; 330 is a retaining frame; 331 is a first frame body; 332 is a second frame body; 340 is an elastic member; 350 is a bearing; 360 is an axial damping block; 370 is a sealing ring; 4 is an air conditioning pulley; 5 is a generator pulley; 6 is a first tensioning pulley; 7 is a second tensioning pulley; 8 is a tensioning idler pulley. DETAILED DESCRIPTION

[0034] One of the cores of the utility model is to provide an engine front end gear train, the structural design of which can reduce the impact of uneven crankshaft speed caused by dynamic cylinder cut-off technology, improve the reliability of the system and components, and thereby reduce the impact of dynamic cylinder cut-off technology on the engine.

[0035] Another core of the utility model is to provide an engine including the above-mentioned engine front end gear train.

[0036] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0037] See also Figures 2 to 4 , Figure 2 This is a schematic diagram of the structure of the engine front end gear train provided by the embodiment of the utility model. Figure 3 A cross-sectional view of a crankshaft decoupling pulley in a front end gear train of an engine provided by an embodiment of the utility model, Figure 4 A partial cross-sectional view of a crankshaft decoupling pulley in a front end gear train of an engine provided by an embodiment of the utility model.

[0038] The utility model discloses an engine front end gear train in an embodiment, which includes a fan pulley 3, an air conditioner pulley 4, a generator pulley 5, a water pump pulley 2 and a crankshaft pulley 1.

[0039] Among them, the fan pulley 3 is a crankshaft decoupling pulley. During the operation of the engine, the energy generated by the uneven crankshaft speed is absorbed by the elastic member 340 and the internal damping element, thereby reducing the crankshaft speed fluctuation. The crankshaft decoupling pulley includes a first wheel body 311 and a second wheel body 312 arranged coaxially. The diameter of the first wheel body 311 is different from the diameter of the second wheel body 312. The first wheel body 311 is connected to the air-conditioning pulley 4 and the generator pulley 5 through a first belt drive to form a first gear train. The second wheel body 312 is connected to the water pump pulley 2 and the crankshaft pulley 1 through a second belt drive to form a second gear train.

[0040] It can be seen that compared with the prior art, the engine front end gear train provided by the embodiment of the utility model adopts a crankshaft decoupling pulley as the fan pulley 3 to replace the original crankshaft damper pulley as the driving wheel of the first gear train in the engine front end gear train, which can effectively reduce the crankshaft speed fluctuation and avoid the high failure rate of the air-conditioning-generator gear train caused by the uneven crankshaft speed caused by the use of dynamic cylinder disconnection technology, thereby improving the reliability of the system and components, and further reducing the impact of the dynamic cylinder disconnection technology on the engine.

[0041] In the embodiment of the utility model, the first belt and the second belt are both poly-V belts. Accordingly, each of the above pulleys is provided with a wedge groove adapted to the poly-V belt to increase the contact area between the belt and the pulley to avoid slipping.

[0042] like Figure 2As shown, in a specific embodiment, the diameter of the first wheel body 311 is greater than the diameter of the second wheel body 312. The diameters of the first wheel body 311 and the second wheel body 312 can be adjusted as needed and are not limited here.

[0043] like Figure 2 As shown, in an embodiment of the utility model, the above-mentioned engine front end gear train also includes a first tensioning mechanism and / or a second tensioning mechanism, wherein the first tensioning mechanism is used to tension the first belt, and the second tensioning mechanism is used to tension the second belt. The engine front end gear train can tension the belt through the above-mentioned first tensioning mechanism or the second tensioning mechanism, and at the same time adjust the wrap angle of the belt on the pulley, so that the transmission between the pulley and the belt is more stable and reliable, and slipping is avoided.

[0044] Specifically, Figure 2 As shown, in an embodiment of the utility model, the front end wheel system of the engine includes a first tensioning mechanism and a second tensioning mechanism, wherein the first tensioning mechanism includes a first tensioning wheel 6, and the first tensioning wheel 6 is arranged between the first wheel body 311 and the air-conditioning pulley 4. The first tensioning wheel 6 presses the first belt toward the first wheel body 311 and the air-conditioning pulley 4 from the outside of the first belt. Of course, according to needs, the first tensioning mechanism may include not only one first tensioning wheel 6, but also multiple first tensioning wheels 6 or multiple idle wheels. The first tensioning wheel 6 may be an automatic tensioning wheel, which automatically tensions the first belt during actual use. Of course, the first tensioning wheel 6 may also be a manual tensioning wheel.

[0045] like Figure 2 As shown, in a specific embodiment of the utility model, the above-mentioned second tensioning mechanism includes a second tensioning wheel 7, and the second tensioning wheel 7 is arranged between the crankshaft pulley 1 and the water pump pulley 2. The second tensioning wheel 7 presses the second belt toward the crankshaft pulley 1 and the water pump pulley 2 from the outside of the second belt. Similar to the first tensioning mechanism, the second tensioning mechanism may include one or more second tensioning wheels 7. The number of second tensioning wheels 7 included in the second tensioning mechanism depends on the length and direction of the belt, which is not limited here.

[0046] Furthermore, if Figure 2 As shown, the second tensioning mechanism also includes a tensioning idler wheel 8, which is arranged between the water pump pulley 2 and the second wheel body 312, and the tensioning idler wheel 8 presses the second belt toward the water pump pulley 2 and the second wheel body 312 from the outside of the second belt.

[0047] See also Figure 3 and Figure 4The crankshaft decoupling pulley includes an outer ring member 310, an inner ring member 320, a retaining frame 330 and an elastic member 340, wherein the first wheel body 311 and the second wheel body 312 are arranged on the outer circumferential surface of the outer ring member 310, the outer ring member 310 can rotate relative to the inner ring member 320, the outer ring member 310 is coaxially sleeved outside the inner ring member 320, the inner ring member 320 includes a hub 321 and a mounting bracket 322 coaxially connected to the hub 321, the retaining frame 330 is fixedly arranged on the inner circumferential surface of the outer ring member 310, the retaining frame 330 and the outer ring member 310 are relatively fixed, the retaining frame 330 and the mounting bracket 322 are rotatably matched, and the retaining frame 330 and the mounting bracket 322 surround an accommodating space, the elastic member 340 is arranged in the accommodating space, and one end of the elastic member 340 is matched and connected with the retaining frame 330, and the other end is matched and connected with the mounting bracket 322.

[0048] from Figure 3 and Figure 4 It can be seen that the inner ring member 320 includes, in addition to the mounting bracket 322 and the wheel hub 321, a fastening bolt 324 and a pressure cover 323. The fastening bolt 324 passes through the pressure cover 323, the mounting bracket 322 and the wheel hub 321, and is threadedly matched, thereby connecting the various parts of the inner ring member 320 into a whole. At the same time, the pressure cover 323 also serves to limit the retaining frame 330.

[0049] Furthermore, in the embodiment of the utility model, the retaining frame 330 adopts a split structure, which includes a first frame body 331 and a second frame body 332. The first frame body 331 and the second frame body 332 are respectively arranged on both sides of the mounting bracket 322 along the axial direction of the crankshaft decoupling pulley. The first frame body 331 is located on the side of the mounting bracket 322 away from the hub 321, and the first frame body 331 is rotatably matched with the mounting bracket 322 through a bearing 350. The second frame body 332 is arranged on the side of the mounting bracket 322 close to the hub 321. An axial damping block 360 is arranged between the first frame body 331 and the mounting bracket 322. The pressure cover 323 cooperates with the mounting bracket 322 to clamp and fix the bearing 350, the first frame body 331 and the axial damping block 360. A sealing ring 370 is arranged between the second frame body 332 and the mounting bracket 322, and the sealing ring 370 is a lip-type sealing ring.

[0050] like Figure 4 As shown, in the embodiment of the present invention, the elastic member 340 is a coil spring coiled in the accommodating space.

[0051] When the engine is at low speed, the crankshaft drives the spiral spring to rotate relative to the outer ring member 310 through the inner ring member 320. At this time, due to the low engine speed, the rotation angle of the outer ring member 310 relative to the crankshaft is small. The spiral spring and the axial damping block 360 absorb the energy generated by the uneven crankshaft speed, thereby reducing the speed fluctuation of the outer ring member 310. When the engine is at high speed, the outer ring member 310 and the inner ring member 320 further rotate relative to each other, and the rotation angle of the outer ring member 310 relative to the inner ring member 320 increases. At this time, the spiral spring is further compressed, thereby providing greater stiffness to transmit the increased output torque. In the overload area, as the output torque continues to increase, the rotation angle of the outer ring member 310 relative to the inner ring member 320 further increases. At this time, the stiffness of the spiral spring will increase sharply, which is similar to a rigid pulley. Therefore, in this case, the crankshaft decoupling pulley mainly reduces the speed fluctuation in the low speed range of the engine, thereby improving the reliability of the front-end gear system of the engine.

[0052] In summary, in the embodiment of the utility model, a new layout of the engine front end gear train is provided to cope with a series of problems caused by the uneven crankshaft speed of the engine using the dynamic cylinder deactivation technology. For example, the dynamic cylinder deactivation technology will reduce the vibration frequency of the diesel engine crankshaft and increase its amplitude, which will deteriorate the engine NVH, thereby causing the engine reliability, especially the reliability of the engine front end gear train and related components to deteriorate, and the system failure rate to increase.

[0053] In the embodiment of the utility model, the layout of the front-end gear train of the engine is readjusted. By using the crankshaft decoupling pulley as the fan pulley 3 instead of the original crankshaft damper pulley as the driving wheel of the first gear train in the front-end gear train of the engine, the crankshaft damper pulley or the crankshaft pulley is no longer used as the driving wheel of the generator-air conditioner gear train. This can effectively reduce the influence of the crankshaft speed fluctuation on the generator-air conditioner gear train in the front-end gear train of the engine. The crankshaft pulley drives the crankshaft decoupling pulley to rotate through the second wheel body of the crankshaft decoupling pulley. After the crankshaft decoupling pulley is decoupled, the first wheel body of the crankshaft decoupling pulley drives the generator-air conditioner The rotation of the gear train is adjusted, thereby avoiding the high failure rate of the generator-air conditioner gear train caused by the uneven crankshaft speed caused by the dynamic cylinder deactivation technology, improving the reliability of the system and components, and further reducing the impact of the dynamic cylinder deactivation technology on the engine, so that the engine front end gear train provided by the embodiment of the utility model is suitable for engines that adopt dynamic cylinder deactivation technology. Of course, it should be noted that although the engine front end gear train provided by the embodiment of the utility model is mainly aimed at engines that adopt dynamic cylinder deactivation technology, the engine front end gear train provided by the embodiment of the utility model can also be applied to engines that do not adopt dynamic cylinder deactivation technology, which is not limited here.

[0054] An embodiment of the utility model further provides an engine, which includes the engine front end gear train as described in the above embodiment. Since the engine adopts the engine front end gear train in the above embodiment, the technical effect of the engine please refer to the above embodiment.

[0055] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0056] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An engine front end gear train, characterized in that: The invention comprises a fan pulley (3), an air conditioner pulley (4), a generator pulley (5), a water pump pulley (2) and a crankshaft pulley (1); the fan pulley (3) is a crankshaft decoupling pulley; the crankshaft decoupling pulley comprises a first wheel body (311) and a second wheel body (312) which are coaxially arranged; the first wheel body (311) is connected to the air conditioner pulley (4) and the generator pulley (5) via a first belt transmission to form a first wheel train; the second wheel body (312) is connected to the water pump pulley (2) and the crankshaft pulley (1) via a second belt transmission to form a second wheel train.

2. The engine front end gear train according to claim 1, characterized in that: The diameter of the first wheel body (311) is greater than the diameter of the second wheel body (312).

3. The engine front end gear train according to claim 1, characterized in that: Also includes: A first tensioning mechanism for tensioning the first belt, and / or a second tensioning mechanism for tensioning the second belt.

4. The engine front end gear train according to claim 3, characterized in that: The first tensioning mechanism comprises a first tensioning wheel (6), which is arranged between the first wheel body (311) and the air-conditioning pulley (4), and the first tensioning wheel (6) presses the first belt toward the first wheel body (311) and the air-conditioning pulley (4) from the outside of the first belt.

5. The engine front end gear train according to claim 3, characterized in that: The second tensioning mechanism comprises a second tensioning wheel (7), which is arranged between the crankshaft pulley (1) and the water pump pulley (2), and the second tensioning wheel (7) presses the second belt toward the crankshaft pulley (1) and the water pump pulley (2) from the outside of the second belt.

6. The engine front end gear train according to claim 5, characterized in that: The second tensioning mechanism also includes a tensioning idler wheel (8), which is arranged between the water pump pulley (2) and the second wheel body (312), and the tensioning idler wheel (8) presses the second belt toward the water pump pulley (2) and the second wheel body (312) from the outside of the second belt.

7. The engine front end gear train according to any one of claims 1 to 6, characterized in that: The crankshaft decoupling pulley comprises: An outer ring member (310), wherein the first wheel body (311) and the second wheel body (312) are arranged on the outer peripheral surface of the outer ring member (310); an inner ring member (320), the outer ring member (310) being rotatable relative to the inner ring member (320), the outer ring member (310) being coaxially sleeved outside the inner ring member (320), the inner ring member (320) comprising a wheel hub (321) and a mounting bracket (322) coaxially connected to the wheel hub (321); A retaining frame (330), the retaining frame (330) is fixedly arranged on the inner peripheral surface of the outer ring member (310), the retaining frame (330) and the mounting bracket (322) are rotatably matched, and the retaining frame (330) and the mounting bracket (322) enclose a receiving space; An elastic member (340), wherein the elastic member (340) is disposed in the accommodating space, and one end of the elastic member (340) is cooperatively connected to the retaining frame (330), and the other end of the elastic member (340) is cooperatively connected to the mounting bracket (322).

8. The engine front end gear train according to claim 7, characterized in that: The retaining frame (330) includes a first frame body (331) and a second frame body (332), wherein the first frame body (331) and the second frame body (332) are respectively arranged on both sides of the mounting bracket (322) along the axial direction of the crankshaft decoupling pulley, wherein the first frame body (331) is located on a side of the mounting bracket (322) away from the wheel hub (321), and the first frame body (331) is rotatably matched with the mounting bracket (322) via a bearing (350), and the second frame body (332) is arranged on a side of the mounting bracket (322) close to the wheel hub (321), and a sealing ring (370) is arranged between the second frame body (332) and the mounting bracket (322).

9. The engine front end gear train according to claim 7, characterized in that: The elastic member (340) is a coil spring.

10. An engine, characterized in that: The engine comprises an engine front end gear train as described in any one of claims 1-9.

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