Axial anti-thrust force buffer assembly for engine crankshaft

Abstract

The utility model provides an axial anti-thrust force buffer assembly for an engine crankshaft, which belongs to the technical field of mechanical transmission and comprises a transmission shaft, one end of the transmission shaft is connected with a clutch, the other end of the transmission shaft is connected with an engine, and an axial thrust bearing for limiting axial movement of the transmission shaft is sleeved on the transmission shaft. The radial limiting bearing is used for limiting the change of the radial position of the transmission shaft; and the axial thrust bearing is fixedly mounted relative to the engine. The assembly is arranged between a clutch and an engine, the acting force generated when the clutch is separated can be effectively prevented from being transmitted to a crankshaft of the engine through the assembly, the situations of air leakage, cylinder score and the like caused by the fact that the crankshaft bears the axial acting force of the engine are effectively avoided, the engine is protected, and the service life of the engine is prolonged; damage caused by excessive instant stress on transmission parts in an engine or a gearbox is avoided, and the overall service life of mechanical equipment is prolonged.

Description

Technical Field

[0001] The utility model relates to the technical field of mechanical transmission, in particular to a power transmission device used between an engine and a clutch, specifically to an engine crankshaft axial anti-thrust force buffer assembly. Background Art

[0002] As we all know, as the horsepower of the vehicle increases, the clutch force between the engine and the gearbox also increases. When the clutch is disengaged, a large axial force is generated, which can be directly transmitted to the crankshaft in the engine through the flywheel. During the assembly of the engine, the crankshaft is provided with a certain design gap. When the clutch is disengaged, the crankshaft will be subjected to axial force, resulting in a certain offset. The crankshaft is connected to a piston connecting rod, which will cause the internal piston to offset. Over time, the gap between the piston and the cylinder body changes, resulting in engine failures such as piston leakage and cylinder damage.

[0003] In addition, during the operation of the vehicle, it is inevitable that the vehicle will encounter situations where the throttle is increased or stopped suddenly. Such situations will cause the internal shafts and gear transmissions to be subjected to greater force instantly, which may easily cause the transmission components inside the engine or gearbox to be subjected to excessive force instantly, and may also easily cause damage to the engine or gearbox. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to address the deficiencies in the existing technology and to provide an engine crankshaft axial anti-thrust force buffer assembly, which is arranged between the clutch and the engine. The assembly can effectively prevent the force generated when the clutch is disengaged from being transmitted to the engine crankshaft, effectively avoiding air leakage, cylinder pulling, etc. caused by the axial force on the crankshaft of the engine, protecting the engine, and improving the service life of the engine. Through the connection with the buffer device, damage caused by instantaneous excessive force on the transmission components inside the engine or the gearbox is avoided, thereby improving the overall service life of the mechanical equipment.

[0005] The technical solution of the present utility model is to provide the following engine crankshaft axial anti-thrust force buffer assembly, including a transmission shaft, one end of the transmission shaft is connected to a clutch, and the other end is connected to the engine, the transmission shaft is equipped with an axial thrust bearing for limiting the axial movement of the transmission shaft, and a radial limit bearing for limiting the change in the radial position of the transmission shaft, and the axial thrust bearing is fixedly installed relative to the engine.

[0006] Preferably, the axial thrust bearing is fixedly installed by one or more of a box, a bracket, and a fixing block.

[0007] Preferably, the axial thrust bearings include two, each used to limit the transmission shaft from moving in two directions along the central axis.

[0008] Preferably, the means for limiting the fixing of the thrust bearing is a box body, the axial thrust bearing and the radial limit bearing are located in the box body, and the box body is filled with a lubricating medium.

[0009] Preferably, the axial thrust bearing is a guide thrust bearing, the load-bearing inner ring of the axial thrust bearing that limits the transmission shaft from moving toward the engine is adjacent to the clutch side, and the limiting outer ring of the axial thrust bearing is fixed on the shell of the box body.

[0010] Preferably, the transmission shaft is further provided with a clamping nut for fixing the axial positional relationship between the box body and the transmission shaft, and the transmission shaft is provided with an external thread that cooperates with the clamping nut.

[0011] Preferably, a flywheel is provided at one end of the transmission shaft connected to the clutch, and the flywheel rotates synchronously with the transmission shaft. The other end of the transmission shaft is directly connected to the engine, or the other end of the transmission shaft is connected to the engine through a buffer device.

[0012] Preferably, the buffer device includes a first combination and a second combination, the first combination is connected to the transmission shaft through a scoring tooth, the first combination rotates synchronously with the transmission shaft, and a limiting device is provided between the first combination and the transmission shaft, and the limiting device is one of a screw and a pin.

[0013] Preferably, the second combination is connected to the power output end of the engine, and a buffer component is provided between the first combination and the second combination. The buffer component is one or more of a deformable spring body, a rubber part, and an elastic sheet.

[0014] Preferably, a protrusion and / or groove for power transmission is provided between the first combination and the second combination, and the buffer component is arranged in the protrusion or groove between the first combination and the second combination. After the protrusion and / or groove of the first combination and the second combination are matched, a rotation gap is provided between the first combination and the second combination along the central axis of the transmission shaft, and the buffer component is located in the rotation gap.

[0015] The beneficial effects of adopting this technical solution are: the assembly is arranged between the clutch and the engine, and the assembly can effectively prevent the force generated when the clutch is disengaged from being transmitted to the engine crankshaft, effectively avoiding the engine from leaking, cylinder pulling, etc. due to the axial force on the crankshaft, protecting the engine, and improving the service life of the engine. Through the connection with a buffer device, damage caused by instantaneous excessive force on the transmission components inside the engine or the gearbox is avoided, thereby improving the overall service life of the mechanical equipment. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 This is a schematic diagram of the structure of the engine crankshaft axial anti-thrust force buffer assembly.

[0017] Figure 2 for Figure 1 Cross-sectional view at AA in the middle.

[0018] Figure 3 for Figure 2 Schematic diagram of the structure after adding the box.

[0019] Figure 4 for Figure 1 Schematic diagram of the three-dimensional structure.

[0020] Figure 5 for Figure 1 Schematic diagram of the structure without the first combination.

[0021] Figure 6 for Figure 1 The structural diagram without the second structure.

[0022] Shown in the figure: 1. Drive shaft, 2. Axial thrust bearing, 3. Radial limit bearing, 4. Housing, 5. Pressing nut, 6. Flywheel, 7. First combination, 8. Second combination, 9. Scribing teeth, 10. Rubber part, 11. Protrusion, 12. Groove, 13. Transmission gap, 14. Oil seal, 15. Anti-slip gasket. DETAILED DESCRIPTION

[0023] For ease of explanation, the engine crankshaft axial anti-thrust force buffer assembly of the utility model is described in detail below with reference to the accompanying drawings.

[0024] like Figures 1 to 6 As shown in, an engine crankshaft axial anti-thrust buffer assembly includes a transmission shaft 1, one end of the transmission shaft 1 is connected to a clutch, and the other end is connected to the engine. The transmission shaft 1 is provided with an axial thrust bearing 2 for limiting the axial movement of the transmission shaft 1, and a radial limit bearing 3 for limiting the change in the radial position of the transmission shaft 1. The axial thrust bearing 2 is fixedly installed relative to the engine, and the axial thrust bearing 2 is fixedly installed by one or more of a box body 4, a bracket, and a fixed block. This embodiment adopts a box body 4 for fixed connection, and a partition is provided inside the box body 4, which is respectively used to support the radial limit bearing 3 and the axial thrust bearing 2. The axial thrust bearing 2 includes two, which are respectively used to limit the movement of the transmission shaft 1 in two directions along the central axis; the axial thrust bearing 2 is one or both of a tapered roller bearing and a tapered roller bearing, which can be configured according to actual conditions.

[0025] The method for limiting the fixation of the thrust bearing is a box body 4. The structure of the box body 4 can be designed into different structures according to different engines or installation position restrictions, but its function is to permanently fix the axial thrust bearing 2, especially to limit the position of the axial thrust bearing 2 that can prevent the transmission shaft from moving toward the engine side. The axial thrust bearing 2 and the radial limit bearing 3 are located in the box body 4. The box body 4 is filled with a lubricating medium, usually a lubricating medium. The lubricating oil is used for lubricating the axial thrust bearing 2 and the radial limit bearing 3. An oil seal 14 is also provided on the box body 4 to effectively prevent oil leakage; the axial thrust bearing 2 that limits the transmission shaft 1 from moving toward the engine side is a cylindrical roller bearing, the load-bearing inner ring of the cylindrical roller bearing is adjacent to the clutch side, and the limiting outer ring of the cylindrical roller bearing is fixed on the shell of the box body 4.

[0026] The transmission shaft 1 is also provided with a clamping nut 5 for fixing the axial position relationship between the box body 4 and the transmission shaft 1. The transmission shaft 1 is provided with an external thread that cooperates with the clamping nut 5. There are two clamping nuts 5, and an anti-slip gasket 15 can be provided in the middle. The box body 4 is only fixed by the clamping nut 5 to ensure that there is no axial movement between the box body 4 and the transmission shaft 1 along the transmission shaft.

[0027] The end of the transmission shaft 1 connected to the clutch is also provided with a flywheel 6, and the flywheel 6 rotates synchronously with the transmission shaft 1. The other end of the transmission shaft 1 can be directly connected to the engine, or the other end of the transmission shaft 1 is connected to the engine through a buffer device. The following is a description of the technical solution of connecting to the engine through a buffer device.

[0028] The end of the transmission shaft 1 connected to the engine is provided with a buffer device to reduce sudden force and compression. The buffer device includes a first coupling body 7 and a second coupling body 8. The first coupling body 7 is connected to the transmission shaft 1 via a scoring tooth 9. The first coupling body 7 rotates synchronously with the transmission shaft 1. A limit device is provided between the first coupling body 7 and the transmission shaft 1. The limit device is a screw or a pin.

[0029] The second combination 8 is connected to the power output end of the engine, and a buffer component is provided between the first combination 7 and the second combination 8. The buffer component is one or more of a deformable spring body, a rubber part 10, and an elastic sheet; a protrusion 11 and / or a groove 12 for power transmission is provided between the first combination 7 and the second combination 8, and the buffer component is arranged in the protrusion 11 or groove 12 between the first combination 7 and the second combination 8. After the protrusion 11 and / or the groove 12 of the first combination 7 and the second combination 8 are matched, a rotation gap 13 is provided between the first combination 7 and the second combination 8 along the central axis of the transmission shaft 1, and the buffer component is located in the rotation gap 13.

[0030] Working principle:

[0031] (1) Install the assembly between the engine and the clutch. Install the flywheel on the engine to the end of the transmission shaft 1 connected to the clutch. The housing is fixed to the vehicle or other mechanical equipment body, and the position between the housing and the engine is kept relatively fixed. When the clutch is working, the force of the clutch spring first acts on the flywheel, and then exerts pressure toward the engine side through the transmission shaft. At this time, the axial thrust bearing ( Figure 2 The limit stop prevents the transmission shaft from moving toward the engine side, so the transmission shaft does not move and does not squeeze the engine crankshaft.

[0032] (2) A buffer device is provided. The first combination and the second combination are provided with a protrusion and a groove for transmission respectively. The protrusion of the first combination is installed in the groove of the second combination. When the engine rotates, the mutual interference of the protrusion and the groove is used to realize power transmission. A rotation gap 13 is provided between the first combination 7 and the second combination 8 along the central axis of the transmission shaft 1. The buffer component is located in the rotation gap 13. The buffer component is a rubber body. When the engine speed suddenly increases, the speed of the second combination increases under the drive of the engine crankshaft, and then the rubber body is squeezed first, and then the force is transmitted to the first combination, and then the power is transmitted to the gearbox along the transmission shaft and the clutch. Similarly, when encountering a sudden deceleration, the resistance passes through the power input shaft, clutch, transmission shaft, and first combination of the gearbox in sequence, first squeezing the rubber body, and then transmitting it to the second combination and crankshaft. The process of rubber body extrusion and deformation is used to realize force buffering, effectively preventing the instantaneous excessive force and damage to the transmission components.

[0033] This technical solution connects the clutch disc and the engine power output shaft in sections. This assembly can effectively prevent the force generated when the clutch is disengaged from being transmitted to the engine crankshaft, effectively avoiding air leakage, cylinder scuffing, etc. caused by the axial force on the crankshaft, protecting the engine and increasing the service life of the engine. Through the connection with a buffer device, damage caused by instantaneous excessive force on the transmission components inside the engine or gearbox is avoided, thereby increasing the overall service life of the mechanical equipment.

[0034] In the above embodiments, the best implementation method of the present invention is described. Obviously, many changes can still be made under the inventive concept of the present invention. Here, it should be noted that any changes made under the inventive concept of the present invention will fall within the scope of protection of the present invention.

Claims

1. An engine crankshaft axial anti-thrust force buffer assembly, characterized by: The invention comprises a transmission shaft (1), wherein one end of the transmission shaft (1) is connected to a clutch and the other end is connected to an engine. An axial thrust bearing (2) for limiting the axial movement of the transmission shaft (1) and a radial limit bearing (3) for limiting the change in the radial position of the transmission shaft (1) are mounted on the transmission shaft (1). The axial thrust bearing (2) is fixedly mounted relative to the engine.

2. The engine crankshaft axial anti-thrust force buffer assembly according to claim 1, characterized in that: The axial thrust bearing (2) is fixedly installed through a box body (4), a bracket, and a fixing block. A partition is provided inside the box body (4) for supporting the radial limit bearing (3) and the axial thrust bearing (2), respectively.

3. The engine crankshaft axial anti-thrust force buffer assembly according to claim 1 or 2, characterized in that: The axial thrust bearings (2) include two, each used to limit the transmission shaft (1) from moving in two directions along the central axis.

4. The engine crankshaft axial anti-thrust force buffer assembly according to claim 2, characterized in that: The method for limiting the fixing of the thrust bearing is a box body (4), the axial thrust bearing (2) and the radial limit bearing (3) are located in the box body (4), and the box body (4) is filled with a lubricating medium.

5. The engine crankshaft axial anti-thrust force buffer assembly according to claim 4, characterized in that: The axial thrust bearing (2) is a guide thrust bearing, and the load-bearing inner ring of the axial thrust bearing (2) that limits the transmission shaft (1) from moving toward the engine side is adjacent to the clutch side, and the limiting outer ring of the axial thrust bearing (2) is fixed on the shell of the box body (4).

6. The engine crankshaft axial anti-thrust force buffer assembly according to claim 5, characterized in that: The transmission shaft (1) is further provided with a clamping nut (5) for fixing the axial positional relationship between the box body (4) and the transmission shaft (1), and the transmission shaft (1) is provided with an external thread that cooperates with the clamping nut (5).

7. The engine crankshaft axial anti-thrust force buffer assembly according to claim 6, characterized in that: One end of the transmission shaft (1) connected to the clutch is further provided with a flywheel (6), and the flywheel (6) rotates synchronously with the transmission shaft (1). The other end of the transmission shaft (1) is directly connected to the engine, or the other end of the transmission shaft (1) is connected to the engine through a buffer device.

8. The engine crankshaft axial anti-thrust force buffer assembly according to claim 7, characterized in that: The buffer device comprises a first combination (7) and a second combination (8), wherein the first combination (7) is connected to the transmission shaft (1) via a scoring tooth (9), the first combination (7) and the transmission shaft (1) rotate synchronously, and a limiting device is provided between the first combination (7) and the transmission shaft (1), wherein the limiting device is a screw or a pin.

9. The engine crankshaft axial anti-thrust force buffer assembly according to claim 8, characterized in that: The second combined body (8) is connected to the power output end of the engine. A buffer component is provided between the first combined body (7) and the second combined body (8). The buffer component is one of a deformable spring body, a rubber part (10), and an elastic sheet.

10. The engine crankshaft axial anti-thrust force buffer assembly according to claim 9, characterized in that: A protrusion (11) or / and a groove (12) for power transmission is provided between the first combination (7) and the second combination (8), and the buffer component is arranged in the protrusion (11) or the groove (12) between the first combination (7) and the second combination (8). After the protrusion (11) or / and the groove (12) of the first combination (7) and the second combination (8) are matched, a rotation gap (13) is provided between the first combination (7) and the second combination (8) along the central axis of the transmission shaft (1), and the buffer component is located in the rotation gap (13).

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