Crankshaft shock absorber assembly and vehicle

Abstract

The utility model discloses a crankshaft shock absorber assembly and a vehicle, and relates to the field of vehicles, the crankshaft shock absorber assembly comprises a shock absorber shell, a first mounting hole, a second mounting hole, a first connecting piece and a second connecting piece, and the connecting sleeve is fixedly arranged on the shock absorber shell, the connecting sleeve is provided with a second mounting hole coaxial with the connecting sleeve, the second mounting hole communicates with the first mounting hole and is coaxial with the first mounting hole, and the second mounting hole and the first mounting hole are suitable for being assembled with a crankshaft of the vehicle in a matched mode. Therefore, the shock absorber shell is provided with the first mounting hole coaxial with the shock absorber shell, and the connecting sleeve is fixedly arranged on the shock absorber shell and is provided with the second mounting hole communicated with the first mounting hole, so that the crankshaft of the vehicle can be directly connected with the shock absorber shell, the assembly process can be simplified, the assembly difficulty can be reduced, and the assembly efficiency can be improved. According to the crankshaft shock absorber assembly, the coaxiality of the shock absorber shell, the connecting sleeve and the crankshaft can be improved, the shock absorption performance of the crankshaft shock absorber assembly can be improved, in addition, the sealing performance of the crankshaft and the connecting sleeve can be good, and the sealing performance of the front oil seal can be improved.

Description

Technical Field

[0001] The utility model relates to the field of vehicles, and in particular to a crankshaft damper assembly and a vehicle. Background Art

[0002] In the related art, the crankshaft damper is connected to the crankshaft through an over sleeve, and the over sleeve is sleeved and matched with the crankshaft damper. This assembly form requires connecting the crankshaft damper to the over sleeve first, and then connecting the over sleeve to the crankshaft. The assembly process is cumbersome. Moreover, since the housing of the crankshaft damper is generally made by spinning thin steel plates, the connecting end of the housing is extremely short, and it is extremely difficult to sleeve the over sleeve with the housing of the crankshaft damper, resulting in difficult assembly. In addition, this structural form is difficult to ensure the coaxiality of the crankshaft damper and the over sleeve, affecting the damping performance of the crankshaft damper. Furthermore, this structural form is difficult to ensure the sealing performance of the front oil seal. Summary of the Utility Model

[0003] The utility model aims to at least solve one of the technical problems existing in the prior art. For this purpose, an object of the utility model is to provide a crankshaft damper assembly, which is simple to assemble with the crankshaft and is beneficial to improving the sealing performance of the front oil seal.

[0004] The utility model further provides a vehicle.

[0005] The crankshaft damper assembly according to the utility model includes: a damper housing having a first mounting hole coaxial with it; a connecting sleeve fixedly provided on the damper housing, the connecting sleeve having a second mounting hole coaxial with it, the second mounting hole communicating with and being coaxial with the first mounting hole, and the second mounting hole and the first mounting hole being adapted to be assembled with the crankshaft of the vehicle.

[0006] According to the crankshaft damper assembly of the utility model, by making the damper housing have a first mounting hole coaxial with it, and making the connecting sleeve fixedly provided on the damper housing and have a second mounting hole communicating with the first mounting hole, the crankshaft of the vehicle can be directly connected to the damper housing, which can simplify the assembly process, reduce the assembly difficulty, and can improve the coaxiality of the damper housing, the connecting sleeve and the crankshaft, which is beneficial to improving the damping performance of the crankshaft damper assembly. In addition, this structural form can make the sealing between the crankshaft and the connecting sleeve good, which is beneficial to improving the sealing performance of the front oil seal.

[0007] In some examples of the utility model, the connecting sleeve is welded to the damper housing.

[0008] In some examples of the utility model, the crankshaft damper assembly further includes: a connecting member adapted to pass through the first mounting hole and the second mounting hole and be screwed to the crankshaft.

[0009] In some examples of the present utility model, the second mounting hole includes a first sub-mounting hole and a second sub-mounting hole. The first sub-mounting hole communicates between the first mounting hole and the second sub-mounting hole. The diameter of the second sub-mounting hole is larger than that of the first sub-mounting hole, and the second sub-mounting hole is adapted to accommodate a partial structure of the crankshaft.

[0010] In some examples of the present utility model, the first sub-mounting hole has the same diameter as the first mounting hole.

[0011] In some examples of the present utility model, at least a part of the first sub-mounting hole and / or at least a part of the first mounting hole has internal threads.

[0012] In some examples of the present utility model, the crankshaft damper assembly further includes: a mass member. The damper housing and the connecting sleeve jointly define a first mounting groove. The mass member is connected to the damper housing and at least a part of the structure of the mass member is received in the first mounting groove.

[0013] In some examples of the present utility model, the crankshaft damper assembly further includes: a buffer member. At least a part of the structure of the buffer member is received in the first mounting groove and is connected between the mass member and the damper housing.

[0014] In some examples of the present utility model, the buffer member is configured as a rubber member, and the rubber member is vulcanized between the mass member and the damper housing.

[0015] The vehicle according to the present utility model includes the above-mentioned crankshaft damper assembly.

[0016] Additional aspects and advantages of the present utility model will be given in part in the following description, will become apparent in part from the following description, or will be understood through the practice of the present utility model. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The above and / or additional aspects and advantages of the present utility model will become apparent and be readily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0018] Figure 1 is a cross-sectional view of the crankshaft damper assembly according to an embodiment of the present utility model (connecting members, mass members, and buffer members are omitted).

[0019] Reference numerals:

[0020] Crankshaft damper assembly 100;

[0021] Vibration damper housing 10; first mounting hole 11; connecting sleeve 20; second mounting hole 21; first sub-mounting hole 211; second sub-mounting hole 212; first mounting groove 30. Detailed implementation manners

[0022] The embodiments of the present utility model will be described in detail below. The examples of the embodiments are shown in the drawings, where the same or similar reference numerals represent the same or similar elements or elements with the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary and are only used to explain the present utility model and should not be construed as a limitation to the present utility model.

[0023] Reference will be made below Figure 1 to describe the crankshaft vibration damper assembly 100 according to an embodiment of the present utility model.

[0024] As Figure 1 shown, the crankshaft vibration damper assembly 100 according to an embodiment of the present utility model includes: a vibration damper housing 10 and a connecting sleeve 20.

[0025] The vibration damper housing 10 has a first mounting hole 11 coaxial therewith; the connecting sleeve 20 is fixedly provided on the vibration damper housing 10, and the connecting sleeve 20 has a second mounting hole 21 coaxial therewith. The second mounting hole 21 is communicated with and coaxial with the first mounting hole 11, and the second mounting hole 21 and the first mounting hole 11 are adapted to be assembled with the crankshaft of a vehicle.

[0026] Among them, the vibration damper housing 10 has a first mounting hole 11, and the vibration damper housing 10 is coaxial with the first mounting hole 11. That is to say, the axis of the vibration damper housing 10 coincides with the axis of the first mounting hole 11. The connecting sleeve 20 is fixedly provided on the vibration damper housing 10. That is to say, the connecting sleeve 20 is fixedly connected to the vibration damper housing 10. The connection manner between the connecting sleeve 20 and the vibration damper housing 10 can be, but is not limited to, welding, bolt connection, etc. As some embodiments of the present application, the connecting sleeve 20 and the vibration damper housing 10 are connected by welding.

[0027] The connecting sleeve 20 has a second mounting hole 21, and the connecting sleeve 20 is coaxial with the second mounting hole 21. That is to say, the axis of the connecting sleeve 20 coincides with the axis of the second mounting hole 21. The second mounting hole 21 is communicated with the first mounting hole 11, and moreover, the second mounting hole 21 is coaxial with the first mounting hole 11. That is to say, the axis of the second mounting hole 21 coincides with the axis of the first mounting hole 11. The crankshaft of a vehicle can be assembled with the second mounting hole 21 and the first mounting hole 11.

[0028] In some embodiments of the present application, the connecting sleeve 20 is integrally formed with the shock absorber housing 10. That is to say, the connecting sleeve 20 and the shock absorber housing 10 are an integrally formed part. The integrally formed part has good structural strength. By integrally forming the connecting sleeve 20 with the shock absorber housing 10, the connection reliability between the connecting sleeve 20 and the shock absorber housing 10 can be improved, and the probability of fracture at the connection between the connecting sleeve 20 and the shock absorber housing 10 can be reduced.

[0029] In some embodiments of the present application, the end of the crankshaft has a threaded hole, and the bolt can pass through the second mounting hole 21 and the first mounting hole 11 and be screwed into the threaded hole at the end of the crankshaft to connect the crankshaft to the shock absorber housing 10.

[0030] In some embodiments of the present application, to ensure the coaxiality of the second mounting hole 21 and the first mounting hole 11, the connecting sleeve 20 can be fixed to the shock absorber housing 10 first, and then drilled from the direction of the connecting sleeve 20 towards the shock absorber housing 10 to machine the second mounting hole 21 and the first mounting hole 11.

[0031] In some embodiments of the present application, the shock absorber housing 10 can be processed by a spinning process, and then the connecting sleeve 20 is fixed to the shock absorber housing 10

[0032] It should be noted that the connecting sleeve 20 is fixed to the shock absorber housing 10, and by making the second mounting hole 21 and the first mounting hole 11 suitable for mating and assembling with the crankshaft of the vehicle, it is convenient for positioning and assembling the crankshaft and the connecting sleeve 20, the assembly process can be simplified and the assembly difficulty can be reduced. Moreover, the connecting sleeve 20 is fixed to the shock absorber housing 10, which can stably connect the connecting sleeve 20 and the shock absorber housing 10, and can make the sealing between the crankshaft and the connecting sleeve 20 good, which is beneficial to improving the sealing performance of the front oil seal. In addition, such a setting can improve the coaxiality of the shock absorber housing 10, the connecting sleeve 20, and the crankshaft, can reduce the circular runout between the connecting sleeve 20 and the shock absorber housing 10, can improve the assembly accuracy of the crankshaft, and is beneficial to improving the shock absorption performance of the crankshaft shock absorber assembly 100.

[0033] Thus, by making the shock absorber housing 10 have the first mounting hole 11 coaxial with it, and making the connecting sleeve 20 fixed to the shock absorber housing 10 and having the second mounting hole 21 communicating with the first mounting hole 11, the crankshaft of the vehicle can be directly connected to the shock absorber housing 10, the assembly process can be simplified and the assembly difficulty can be reduced. Moreover, the coaxiality of the shock absorber housing 10, the connecting sleeve 20, and the crankshaft can be improved, which is beneficial to improving the shock absorption performance of the crankshaft shock absorber assembly 100. In addition, this structural form can make the sealing between the crankshaft and the connecting sleeve 20 good, which is beneficial to improving the sealing performance of the front oil seal.

[0034] In some embodiments of the present invention, such as Figure 1As shown, the connecting sleeve 20 is welded to the shock absorber housing 10. By welding the connecting sleeve 20 to the shock absorber housing 10, the connection strength between the connecting sleeve 20 and the shock absorber housing 10 can be improved, making the connecting sleeve 20 and the shock absorber housing 10 an integral whole, and enhancing the sealing performance of the front oil seal. Moreover, such a setting can improve the coaxiality of the first mounting hole 11 and the second mounting hole 21, improve the assembly accuracy of the crankshaft, and is beneficial to improving the shock absorption performance of the crankshaft shock absorber assembly 100.

[0035] In some embodiments of the present invention, the crankshaft shock absorber assembly 100 further includes: a connecting member, and the connecting member is adapted to pass through the first mounting hole 11 and the second mounting hole 21 and be screwed to the crankshaft.

[0036] Among them, the crankshaft shock absorber assembly 100 further includes a connecting member. The connecting member can pass through the first mounting hole 11 and the second mounting hole 21 in the direction from the shock absorber housing 10 to the connecting sleeve 20. Moreover, the connecting member can be screwed to the end of the crankshaft. That is to say, the connecting member can have an external thread, the end of the crankshaft has a threaded hole with an internal thread, and the external thread of the connecting member is in threaded engagement with the internal thread in the threaded hole so that the connecting member is screwed to the crankshaft. As some embodiments of the present application, the connecting member can be configured as a bolt, and the bolt can pass through the first mounting hole 11 and the second mounting hole 21 and be screwed to the crankshaft.

[0037] By making the crankshaft shock absorber assembly 100 further include a connecting member and enabling the connecting member to pass through the first mounting hole 11 and the second mounting hole 21 and be screwed to the crankshaft, the shock absorber housing 10 can be connected and fixed to the crankshaft. Moreover, this installation method is simple and convenient, which is beneficial to reducing the assembly difficulty and improving the assembly efficiency. In addition, by making the connecting member pass through the first mounting hole 11 and the second mounting hole 21 and be screwed to the crankshaft, it is more beneficial to improve the coaxiality of the shock absorber housing 10, the connecting sleeve 20, and the crankshaft.

[0038] In some embodiments of the present invention, as Figure 1 shown, the second mounting hole 21 includes a first sub-mounting hole 211 and a second sub-mounting hole 212. The first sub-mounting hole 211 communicates between the first mounting hole 11 and the second sub-mounting hole 212. The diameter of the second sub-mounting hole 212 is larger than that of the first sub-mounting hole 211, and the second sub-mounting hole 212 is adapted to accommodate a part of the structure of the crankshaft.

[0039] Among them, the second mounting hole 21 includes a first sub-mounting hole 211 and a second sub-mounting hole 212. The first sub-mounting hole 211 is connected between the first mounting hole 11 and the second sub-mounting hole 212. That is to say, in the direction from the shock absorber housing 10 to the connecting sleeve 20, the first mounting hole 11, the first sub-mounting hole 211, and the second sub-mounting hole 212 are arranged in sequence. The diameter of the second sub-mounting hole 212 is larger than the diameter of the first sub-mounting hole 211. That is to say, the diameter of the second sub-mounting hole 212 is different from the diameter of the first sub-mounting hole 211. Compared with the diameter of the first sub-mounting hole 211, the diameter of the second sub-mounting hole 212 is larger than the diameter of the first sub-mounting hole 211. The second sub-mounting hole 212 can accommodate a part of the structure of the crankshaft. That is to say, a part of the structure of the crankshaft can extend into the second sub-mounting hole 212.

[0040] By making the diameter of the second sub-mounting hole 212 larger than the diameter of the first sub-mounting hole 211, a part of the structure of the crankshaft can be placed in the second sub-mounting hole 212 during the assembly process, so that the crankshaft can be initially positioned, which is convenient for the crankshaft to be assembled with the crankshaft damper assembly 100 and can reduce the assembly difficulty. Moreover, the crankshaft damper assembly 100 can be adapted to crankshafts of different sizes, which is beneficial to improving the application range of the crankshaft damper assembly 100.

[0041] In some embodiments of the present utility model, as Figure 1 shown, the diameter of the first sub-mounting hole 211 is the same as that of the first mounting hole 11. That is to say, compared with the diameter of the first mounting hole 11, the diameter of the first sub-mounting hole 211 is equal to the diameter of the first mounting hole 11. By making the diameter of the first sub-mounting hole 211 the same as that of the first mounting hole 11, the structure of the crankshaft damper assembly 100 can be made reasonable, which is convenient for the connecting piece to pass through the first sub-mounting hole 211 and the first mounting hole 11, and is beneficial to reducing the assembly difficulty of the crankshaft damper assembly 100.

[0042] In some embodiments of the present utility model, at least a part of the first sub-mounting hole 211 and / or at least a part of the first mounting hole 11 has an internal thread.

[0043] As some embodiments of the present application, at least a part of the first sub-mounting hole 211 has an internal thread. That is to say, a part of the first sub-mounting hole 211 has an internal thread, or all of the first sub-mounting hole 211 has an internal thread.

[0044] As some embodiments of the present application, at least a part of the first mounting hole 11 has an internal thread. That is to say, a part of the first mounting hole 11 has an internal thread, or all of the first mounting hole 11 has an internal thread.

[0045] In some embodiments of the present application, at least a portion of the first sub - mounting hole 211 has an internal thread, and at least a portion of the first mounting hole 11 has an internal thread. That is to say, a portion of the first sub - mounting hole 211 has an internal thread, or all of the first sub - mounting hole 211 has an internal thread, and a portion of the first mounting hole 11 has an internal thread, or all of the first mounting hole 11 has an internal thread.

[0046] Such a setting enables the connecting member to be in threaded engagement with the first sub - mounting hole and / or the first mounting hole 11, which is beneficial to improving the mounting firmness of the crankshaft damper assembly 100.

[0047] In some embodiments of the present utility model, as Figure 1 shown, the crankshaft damper assembly 100 further includes: a mass member. The damper housing 10 and the connecting sleeve 20 jointly define a first mounting groove 30, and the mass member is connected to the damper housing 10 and at least a portion of the structure of the mass member is received in the first mounting groove 30.

[0048] Among them, the crankshaft damper assembly 100 further includes a mass member. The damper housing 10 and the connecting sleeve 20 jointly define a first mounting groove 30. The first mounting groove 30 is an annular groove and surrounds the connecting sleeve 20. The mass member is connected to the damper housing 10. The mass member and the damper housing 10 can be directly connected. For example, the connection manner between the mass member and the damper housing 10 can be, but is not limited to, welding, bolt connection, etc. In some embodiments of the present application, the mass member and the damper housing 10 are connected by welding, or the mass member and the damper housing 10 can also be indirectly connected. And at least a portion of the structure of the mass member is received in the first mounting groove 30. That is to say, a portion of the structure of the mass member is received in the first mounting groove 30, or all of the structure of the mass member is received in the first mounting groove 30.

[0049] By making the crankshaft damper assembly 100 further include a mass member, the crankshaft damper assembly 100 can have a larger moment of inertia, and the instantaneous angular velocity of the mass member during rotation is more uniform than that of the damper housing 10, which is beneficial to improving the damping performance of the crankshaft damper assembly 100.

[0050] In some embodiments of the present utility model, the crankshaft damper assembly 100 further includes: a buffer member. At least a portion of the structure of the buffer member is received in the first mounting groove 30 and is connected between the mass member and the damper housing 10.

[0051] Among them, the crankshaft damper assembly 100 further includes a buffer member, and at least a part of the structure of the buffer member is received in the first installation groove 30. That is to say, a part of the structure of the buffer member is received in the first installation groove 30, or all of the structure of the buffer member is received in the first installation groove 30. Moreover, the buffer member is connected between the mass member and the damper housing 10. Specifically, the buffer member can be respectively connected to the mass member and the damper housing 10 so that the mass member and the damper housing 10 are indirectly connected.

[0052] By making the crankshaft damper assembly 100 further include a buffer member, the torsional and vibration energy of the crankshaft can be consumed, the resonance frequency of the crankshaft within the common rotational speeds can be reduced, which is beneficial to improving the damping performance of the crankshaft damper assembly 100.

[0053] In some embodiments of the present utility model, the buffer member is configured as a rubber member, and the rubber member is vulcanized between the mass member and the damper housing 10.

[0054] Among them, the buffer member is configured as a rubber member, and the rubber member can be, but is not limited to, synthetic rubber, natural rubber, etc. As some embodiments of the present application, the rubber member is synthetic rubber, and the rubber member can be vulcanized between the mass member and the damper housing 10 so that the mass member and the damper housing 10 are indirectly connected.

[0055] By making the buffer member configured as a rubber member, the buffer member can have a good buffer and damping effect, which is beneficial to improving the damping performance of the crankshaft damper assembly 100. Moreover, by vulcanizing the rubber member between the mass member and the damper housing 10, the connection strength between the mass member and the damper housing 10 can be improved, which is beneficial to improving the use reliability of the crankshaft damper assembly 100. In addition, by vulcanizing the rubber member between the mass member and the damper housing 10, the production difficulty of the crankshaft damper assembly 100 can be reduced.

[0056] According to the vehicle of the embodiment of the present utility model, including the crankshaft damper assembly 100 of the above embodiment, by making the damper housing 10 have a first installation hole 11 coaxial with it, and making the connecting sleeve 20 fixed on the damper housing 10 and having a second installation hole 21 communicating with the first installation hole 11, the crankshaft of the vehicle can be directly connected to the damper housing 10, which can simplify the assembly process, reduce the assembly difficulty, and improve the coaxiality of the damper housing 10, the connecting sleeve 20, and the crankshaft, which is beneficial to improving the damping performance of the crankshaft damper assembly 100. In addition, this structural form can make the sealing between the crankshaft and the connecting sleeve 20 good, which is beneficial to improving the sealing performance of the front oil seal.

[0057] In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present utility model.

[0058] In the description of the present utility model, the "first feature" and "second feature" may include one or more of such features.

[0059] In the description of the present utility model, the meaning of "a plurality of" is two or more.

[0060] In the description of the present utility model, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or may include the first and second features not being in direct contact but being in contact through additional features therebetween.

[0061] In the description of the present utility model, the first feature being "above", "over" and "on" the second feature includes the first feature being directly above and obliquely above the second feature, or merely indicating that the first feature has a higher horizontal height than the second feature.

[0062] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "schematic embodiments", "examples", "specific examples", or "some examples", etc. means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present utility model. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples.

[0063] Although the embodiments of the present utility model have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the present utility model. The scope of the present utility model is defined by the claims and their equivalents.

Claims

1. A crankshaft damper assembly, characterized in that: include: A shock absorber housing, wherein the shock absorber housing has a first mounting hole coaxial therewith; A connecting sleeve, wherein the connecting sleeve is fixedly arranged on the shock absorber housing, the connecting sleeve has a second mounting hole coaxial therewith, the second mounting hole is communicated with and coaxial with the first mounting hole, and the second mounting hole and the first mounting hole are suitable for being assembled with a crankshaft of a vehicle.

2. The crankshaft damper assembly according to claim 1, characterized in that: The connecting sleeve is welded to the shock absorber housing.

3. The crankshaft damper assembly according to claim 1, characterized in that: Also includes: A connecting piece, wherein the connecting piece is suitable for passing through the first mounting hole and the second mounting hole and being threadedly connected with the crankshaft.

4. The crankshaft damper assembly according to claim 1, characterized in that: The second mounting hole includes a first sub-mounting hole and a second sub-mounting hole, the first sub-mounting hole is connected between the first mounting hole and the second sub-mounting hole, the diameter of the second sub-mounting hole is larger than the diameter of the first sub-mounting hole, and the second sub-mounting hole is suitable for accommodating a partial structure of the crankshaft.

5. The crankshaft damper assembly according to claim 4, characterized in that: The first sub-mounting hole has the same diameter as the first mounting hole.

6. The crankshaft damper assembly according to claim 4, characterized in that: At least a portion of the first sub-mounting hole and / or at least a portion of the first mounting hole has an internal thread.

7. The crankshaft damper assembly according to claim 1, characterized in that: Also includes: The mass member, the shock absorber housing and the connecting sleeve jointly define a first installation groove, the mass member is connected to the shock absorber housing and at least a part of the structure of the mass member is accommodated in the first installation groove.

8. The crankshaft damper assembly according to claim 7, characterized in that: Also includes: A buffer component, at least a portion of which is received in the first mounting groove and connected between the mass component and the shock absorber housing.

9. The crankshaft damper assembly according to claim 8, characterized in that: The buffer member is configured as a rubber member, and the rubber member is vulcanized between the mass member and the shock absorber housing.

10. A vehicle, characterized in that: Comprising a crankshaft damper assembly according to any one of claims 1-9.

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