Engine front end wheel train and engine

Abstract

The utility model relates to the technical field of engines, and discloses an engine front end wheel train and an engine. The engine front end wheel train comprises a crankshaft belt pulley, a water pump, a fan belt pulley, a generator, a belt, an automatic tensioning wheel and a damping sleeve assembly. The crankshaft pulley is connected with the water pump, the fan pulley and the generator through a belt and can rotate around the axis of the crankshaft pulley so as to drive the water pump, the fan pulley and the generator to rotate synchronously. The automatic tensioning wheel comprises a wheel body, and the wheel body can swing in the first direction so as to be used for tensioning the synchronous belt. The damping sleeve assembly is arranged on the side, away from the belt, of the automatic tensioning wheel and used for limiting the wheel body to swing in the second direction, and the second direction is the direction opposite to the first direction. The engine front end gear train can be used for solving the safety and stability problems during operation of the engine front end gear train.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of engine, especially relates to an engine front end wheel system and engine. BACKGROUND

[0002] The engine front end wheel system generally adopts two kinds of tensioning modes, one is manual tensioning, and the other is automatic tensioning. The manual tensioning mode is stable in stress, the wheel system is stable in operation, and the risk can be evaluated, but as the belt wear prolongs, the belt aging elasticity deteriorates and the like, the originally set tensioning force cannot meet the requirement, manual tensioning needs to be carried out again, which leads to inconvenient use. The automatic tensioning mode can solve the problem of periodical maintenance tensioning, but as the automatic tensioning wheel is a dynamic tensioning mechanism, the automatic tensioning wheel working dynamically can also bring many uncontrollables under dynamic work, for example, the automatic tensioning wheel swing angle is big, the belt slips, the belt is abnormally loud, and the like, which leads to the safety stability of the front end wheel system being influenced. Therefore, when the automatic tensioning wheel is used, how to improve the safety stability of the engine front end wheel system is a problem to be solved at present. SUMMARY

[0003] The utility model provides a kind of engine front end wheel system and engine, for solving the safety stability problem when engine front end wheel system operates.

[0004] Firstly, the utility model provides a kind of engine front end wheel system, including crankshaft pulley, water pump, fan pulley, generator, belt, automatic tensioning wheel and damping sleeve assembly;

[0005] The crankshaft pulley is connected with the water pump, the fan pulley and the generator by the belt, and the crankshaft pulley can rotate around its own axis to drive the water pump, the fan pulley and the generator to rotate synchronously.

[0006] The automatic tensioning wheel includes a wheel body, which can swing around a first direction to tension the synchronous belt.

[0007] The damping sleeve assembly is arranged on the side of the automatic tensioning wheel away from the belt, and the damping sleeve assembly is used to limit the wheel body from swinging around a second direction, which is the opposite direction of the first direction.

[0008] The engine front end wheel system provided by the utility model is provided with a damping sleeve assembly, the damping sleeve assembly is arranged on the side away from the belt of the automatic tensioning wheel and is used for limiting the wheel body of the automatic tensioning wheel from swinging in the second direction. When the speed of the engine and the load of each accessory of the engine suddenly change, the tension of the belt will suddenly change, which will cause the reverse elastic force of the belt on the automatic tensioning wheel to suddenly change. Under normal circumstances, the wheel body swings in the first direction to realize the tensioning effect on the belt, and when the reverse elastic force increases, the wheel body will swing in the second direction, which will cause the pressure of the automatic tensioning wheel on the belt to decrease or even disappear in a short time, and the belt will slip, make noise, wear and tear and breakage. At this time, the damping sleeve assembly is arranged, the swing of the wheel body in the second direction is limited, and even if the working condition of the engine suddenly changes, the automatic tensioning wheel can always exert the set tensioning force on the belt, so that the one-way tensioning of the automatic tensioning wheel is realized. Therefore, the engine front end wheel system in the utility model can solve the front end wheel system failure caused by the abnormal swing of the automatic tensioning wheel, so that the safety and stability of the engine front end wheel system are improved.

[0009] In some possible embodiments, the automatic tensioning wheel further comprises a housing and a swing arm, a first end of the swing arm is installed on the housing, and the wheel body is connected to a second end of the swing arm.

[0010] The damping sleeve assembly is arranged on the housing, and the damping sleeve assembly is in contact with the swing arm when the automatic tensioning wheel is in an initial state.

[0011] In some possible embodiments, the damping sleeve assembly comprises a framework and a damping sleeve.

[0012] The axis of the framework is parallel to the axis of the wheel body, and the framework is installed on the housing.

[0013] The damping sleeve is sleeved on the framework.

[0014] In some possible embodiments, the framework is provided with a limiting groove, the limiting groove is arranged on the framework in the circumferential direction of the framework, and the damping sleeve is embedded in the limiting groove.

[0015] In some possible embodiments, the material of the damping sleeve is rubber.

[0016] In some possible embodiments, the framework and the mounting seat are in an integrated structure, or the framework is fixed on the housing through a limiting structure.

[0017] In some possible embodiments, the belt is a multi-wedge belt.

[0018] In some possible implementation forms, two idlers are further included, one of which is arranged between the water pump and the generator, and the other is arranged between the fan pulley and the crankshaft pulley.

[0019] In some possible implementation forms, the engine front-end drive further includes a connecting seat, and the two idlers are both mounted on the connecting seat.

[0020] In a second aspect, the utility model provides a kind of engine, including the engine front-end drive as described in any possible implementation form in the first aspect. BRIEF DESCRIPTION OF DRAWINGS

[0021] Figure 1 It is a structural schematic view of engine front-end drive in the utility model embodiment;

[0022] Figure 2 It is a structural schematic view of automatic tensioning wheel tensioning belt in the utility model embodiment;

[0023] Figure 3 It is a sectional structure schematic view of damping sleeve assembly in the utility model embodiment.

[0024] In the drawing:

[0025] 10-crankshaft pulley;20-water pump;30-fan pulley;40-generator;50-idler;60-belt;70-automatic tensioning wheel;71-housing;72-swing arm;73-wheel body;80-damping sleeve assembly;81-skeleton;811-limiting groove;82-damping sleeve;90-connecting seat. DETAILED DESCRIPTION

[0026] The technical solutions in the utility model embodiments will be clearly and completely described below with reference to the drawings in the utility model embodiments. Obviously, the described embodiments are only part of the embodiments of the utility model, rather than all the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the utility model.

[0027] During the operation of the front end accessory drive of an engine, the belt usually needs to be tensioned by a tensioning mechanism to ensure that each accessory can operate normally. At present, the tensioning mechanism generally includes a manual tensioning mechanism and an automatic tensioning mechanism. The manual tensioning mechanism generally adopts a tensioning bolt, a manual tensioning wheel, an eccentric tensioning wheel and the like to apply a certain tension to the belt for tensioning. However, the tensioning structure needs the user to manually tension the accessory drive at regular intervals, which leads to inconvenient use. In order to improve the convenience of use, the automatic tensioning wheel is increasingly applied to the front end accessory drive of an engine. However, since the automatic tensioning mechanism is a dynamic tensioning mechanism, the dynamic working automatic tensioning wheel also brings many uncontrollables under dynamic working, for example, automatic tensioning wheel torsional spring sticking, automatic tensioning wheel shaft sleeve wear, automatic tensioning wheel bearing damage, automatic tensioning wheel swing angle being large, belt slipping, belt abnormal noise, belt abnormal wear, belt rupture, belt shaking and the like. Any one of the above fault conditions can bring great challenges to the safety and stability of the front end accessory drive of an engine.

[0028] Based on this, the utility model provides a kind of front end accessory drive of engine and engine to improve the safety and stability of front end accessory drive of engine. The above front end accessory drive of engine and engine will be introduced in detail in combination with specific embodiment as follows.

[0029] Reference Figure 1 The front end accessory drive of engine in the utility model embodiment can include crank pulley 10, water pump 20, fan pulley 30, generator 40, idler pulley 50, belt 60, automatic tensioning wheel 70 and damping sleeve assembly. The crank pulley 10 can be connected to the water pump 20, fan pulley 30, generator 40 and idler pulley 50 through the belt 60. The crank pulley 10 can be regarded as a driving structure, and the water pump 20, fan pulley 30 and generator 40 can be regarded as passive transmission structures. The crank pulley 10 can rotate around its own axis and drive the water pump 20, fan pulley 30 and generator 40 to rotate synchronously under the transmission of the belt 60.

[0030] The automatic tensioning wheel 70 can be arranged close to the crank pulley 10, and the automatic tensioning wheel 70 is arranged on the slack side of the belt 60. Specifically, in combination with Figure 1 and Figure 2 The automatic tensioning wheel 70 can include a torsional spring (not shown in the figure), a swing arm 72 and a wheel body 73. When the automatic tensioning wheel 70 is installed on the belt 60, the wheel body 73 can be tightly pressed on the outside of the belt 60 under the action of the torsional spring. When the belt 60 is elongated, the swing arm 72 can drive the wheel body 73 to rotate, so as to continuously press the belt 60 with the wheel body 73, thereby realizing the tensioning effect of the belt 60. That is to say, during the use of the automatic tensioning wheel 70, the wheel body 73 can only swing in the first direction to realize the tensioning effect of the belt 60 under normal operation.

[0031] The shock absorbing sleeve assembly 80 is arranged on a side of the automatic tensioning wheel 70 away from the belt 60. The shock absorbing sleeve assembly 80 can be used to limit the wheel body 73 from swinging in a second direction. The second direction can be understood as the opposite direction of the first direction.

[0032] In this embodiment, Figure 1 and Figure 2 For example, the crankshaft pulley 10 can rotate clockwise during normal operation. When the automatic tensioner 70 tensions the belt 60, the first direction is counterclockwise and the second direction is clockwise. When the engine speed or the load of the engine accessories encounters a sudden change, the tension of the belt 60 will suddenly change, and the reverse elastic force of the belt 60 on the automatic tensioner 70 will also suddenly change. When the reverse elastic force becomes larger, it will cause the tensioner to rotate clockwise. When the sudden change is severe, the swing angle of the wheel body 73 is too large, causing the pressure on the tensioner to decrease or even disappear in a short period of time. When the belt 60 loses pressure, it cannot maintain its normal transmission function. The belt 60 will slip, make abnormal noises, wear or even break, which will cause the engine accessories to malfunction. In addition, when the swing angle of the wheel body 73 is too large, it will also cause a series of problems such as abnormal wear of the sleeve of the tensioner base, jamming of the torsion spring, and damage to the tensioner bearing due to excessive impact. In this embodiment, the damping sleeve assembly 80 is provided to limit the clockwise rotation of the wheel body 73. Regardless of sudden changes in the engine operating conditions, the automatic tensioner 70 can always apply the set tension to the belt 60. In other words, the damping sleeve assembly 80 in this embodiment enables unidirectional tensioning of the automatic tensioner 70, thereby resolving various front-end gear train failures caused by abnormal swinging of the automatic tensioner 70 and improving the safety and stability of the engine's front-end gear train.

[0033] In some embodiments, reference is made to Figures 1 to 3 The automatic tensioner 70 also includes a housing 71, a first end of a swing arm 72 is mounted on the housing 71, and a wheel body 73 is connected to the second end of the swing arm 72. The swing arm 72 can rotate around its first end relative to the housing 71, thereby driving the wheel body 73 to swing relative to the housing 71. The shock-absorbing sleeve assembly 80 may include a frame 81 and a shock-absorbing sleeve 82. The frame 81 can be fixed to the housing 71, and the shock-absorbing sleeve 82 is mounted on the frame 81. The housing 71 can be fixedly connected to the engine housing by a plurality of bolts to ensure that the housing 71 can remain stable during engine operation. The axis of the frame 81 is parallel to the axis of the wheel body 73. The shock-absorbing sleeve 82 is mounted on the frame 81, and when the automatic tensioner 70 is in the initial state, the shock-absorbing sleeve 82 is in contact with the swing arm 72.

[0034] It can be understood that the damping sleeve 82 can be located on the path of the wheel body 73 swinging around the second direction, and the swing arm 72 is in contact with the damping sleeve 82 in the initial state. While ensuring the tensioning force of the automatic tensioning wheel 70 on the belt 60, the effect of limiting the swing of the wheel body 73 around the second direction can be maximized, and the safety and stability of the front end of the engine train can be better improved.

[0035] To improve the contact stability between the swing arm 72 and the damping sleeve assembly 80, the swing arm 72 can also be provided with a groove, and the shape of the groove can be adapted to the shape of the skeleton 81. For example, if the skeleton 81 is square, the groove is also square, and if the skeleton 81 is cylindrical, the groove is arc-shaped. In this way, when the automatic tensioning wheel 70 is normally running, a part of the skeleton 81 can be embedded in the groove and fit with the inner wall of the groove to increase the contact area between them and improve the contact stability between the swing arm 72 and the damping sleeve assembly 80.

[0036] The material of the damping sleeve 82 can be rubber, which has a damping effect and can also reduce the impact effect when the wheel body 73 swings around the second direction.

[0037] Further, to improve the fixing effect between the damping sleeve 82 and the skeleton 81, as shown in Figure 3 , the skeleton 81 is provided with a limiting groove 811, which is arranged on the surface of the skeleton 81 around the circumference of the skeleton 81. The damping sleeve 82 is embedded in the limiting groove 811 along the circumference of the skeleton 81 to improve the fixing effect between the damping sleeve 82 and the skeleton 81, so that when the wheel body 73 exerts an impact force on the damping sleeve 82, the damping sleeve 82 will not fall off the skeleton 81.

[0038] In addition, the skeleton 81 and the shell 71 can be an integral structure, which can improve the connection stability between the skeleton 81 and the shell 71 to improve the damping effect. Alternatively, the skeleton 81 can also be fixed to the shell 71 through a limiting structure to improve the fixing effect between the skeleton 81 and the shell 71.

[0039] As an optional embodiment, the belt 60 can be a multi-wedge belt, which can increase the contact area and friction force between the wheel body 73, thereby improving the transmission efficiency. Moreover, the multi-wedge belt cooperates with the automatic tensioning wheel 70 to improve the stability of the transmission, thereby improving the safety and stability of the front end of the engine train.

[0040] Continuing to refer to Figure 1 , the idler pulley 50 can be two, one of which can be arranged between the water pump 20 and the generator 40, and the other of which can be arranged between the fan pulley 30 and the crankshaft pulley 10. Based on this, a connecting seat 90 can also be provided, and the two idler pulleys 50 are mounted on the connecting seat 90 to reduce the number of parts and simplify the structure.

[0041] It should be noted that the number of idler wheels 50 is not limited to the number in the embodiment, and in actual applications, the number of idler wheels 50 can be designed according to actual needs, which is not limited herein.

[0042] Based on the same design concept, the utility model embodiment can also provide an engine, which comprises the engine front end train as introduced in the foregoing embodiments. It can be understood that the engine in the embodiment can solve various front end train failures caused by abnormal swing of the automatic tensioning wheel by arranging the damping sleeve assembly in the front end train, thereby improving the performance of the engine.

[0043] Obviously, those skilled in the art can make various modifications and variations to the utility model embodiments without departing from the spirit and scope of the utility model. Thus, if these modifications and variations of the utility model belong to the scope of the utility model claims and their equivalent technologies, the utility model also intends to include these modifications and variations.

Claims

1. An engine front end drive train, characterized by, The crankshaft pulley, the water pump, the fan pulley, the generator, the belt, the automatic tensioner and the damping sleeve assembly are included. The crankshaft pulley is connected with the water pump, the fan pulley and the generator through the belt, and can rotate around its own axis to drive the water pump, the fan pulley and the generator to rotate synchronously. The automatic tensioner includes a wheel body, which can swing around a first direction to tension the belt. The damping sleeve assembly is arranged on the side of the automatic tensioner away from the belt, and is used to limit the wheel body from swinging around a second direction, which is the opposite direction of the first direction.

2. The engine front-end drive system of claim 1, wherein The automatic tensioner further includes a housing and a swing arm, the first end of the swing arm is installed on the housing, and the wheel body is connected to the second end of the swing arm. The damping sleeve assembly is arranged on the housing, and is in contact with the swing arm when the automatic tensioner is in an initial state.

3. The engine front-end drive system of claim 2, wherein The damping sleeve assembly includes a skeleton and a damping sleeve. The axis of the skeleton is parallel to the axis of the wheel body, and the skeleton is installed on the housing. The damping sleeve is sleeved on the skeleton.

4. The engine front-end drive system of claim 3, wherein The skeleton is provided with a limiting groove, which is arranged on the skeleton around its circumference, and the damping sleeve is embedded in the limiting groove.

5. The engine front-end drive system of claim 3, wherein The material of the damping sleeve is rubber.

6. The engine front-end drive system of claim 3, wherein The skeleton and the housing are in an integrated structure, or the skeleton is fixed on the housing through a limiting structure.

7. The engine front-end drive system of claim 1, wherein The belt is a multi-wedge belt.

8. The engine front-end drive system of claim 1, wherein Two idlers are further included, one of which is arranged between the water pump and the generator, and the other is arranged between the fan pulley and the crankshaft pulley.

9. The engine front-end drive system of claim 8, wherein A connecting seat is further included, and the two idlers are both installed on the connecting seat.

10. An engine characterized by, The engine front end drive train includes the engine front end drive train according to any one of claims 1-9.

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