Crankshaft shock absorber and engine

Abstract

The utility model relates to a crankshaft shock absorber and an engine. The crankshaft shock absorber comprises a hub used for being connected with a crankshaft in an anti-torque mode; the radial inner ends of the spoke springs are connected with the hub in an anti-torsion manner; the two cover plates are symmetrically fixed to the two axial sides of the radial outer ends of the spoke springs, and the cover plates rotate relative to the hub through elastic deformation of the spoke springs. The radial inner ends of the diaphragm springs are connected with the hub in an anti-torsion mode, the radial outer ends of the diaphragm springs abut against the axial inner side wall, close to the spoke springs, of the cover plate in a dynamic friction mode, and outer fingers are arranged at the radial outer ends of the diaphragm springs. The axial inner side wall of the radial inner end of the cover plate is provided with high steps and low steps which are alternately arranged in the circumferential direction, the cover plate rotates relative to the hub, the outer fingers are switched between the high steps and the low steps, the axial compression amount of the diaphragm spring is changed, and therefore the friction force between the diaphragm spring and the cover plate is changed.

Description

Technical Field

[0001] This utility model relates to the field of vehicle vibration reduction technology, and in particular to a crankshaft vibration damper and an engine. Background Technology

[0002] During engine operation, the connecting rod converts the reciprocating motion of the piston driven by fuel combustion into the rotational motion of the crankshaft. Due to the non-uniformity of the combustion process and the periodic changes in piston motion, a periodically varying excitation torque (also known as torsional torque) is generated on the crankshaft. A flywheel with a large moment of inertia is usually fixedly installed at the rear end of the crankshaft. Under the action of the periodically changing torsional torque, the front end of the crankshaft continuously and periodically generates torsional vibration (referred to as torsional vibration) and bending vibration relative to the flywheel.

[0003] For torsional vibration, due to the crankshaft's long length, low torsional stiffness, and large moment of inertia, it possesses an inherent natural frequency. When the frequency of the excitation torque transmitted from the engine to the crankshaft is the same as or an integer multiple of the crankshaft's natural torsional frequency, resonance will occur within the engine's operating speed range, exacerbating the crankshaft's torsional vibration. If these resonances are not effectively controlled, they will severely affect NVH (Noise, Vibration, and Harshness) performance, leading to engine power loss, performance degradation, component fatigue damage, and in severe cases, even crankshaft breakage.

[0004] To address this, existing automotive engines often install a crankshaft damper, also known as a torsional damper or harmonic balancer, at the front end of the crankshaft where the torsional amplitude is greatest. This damper gradually dissipates the crankshaft's torsional energy through friction between the internal components, thereby gradually reducing the crankshaft's torsional amplitude and thus lowering torsional and bending vibrations.

[0005] To achieve torsional and bending vibration reduction, existing crankshaft dampers typically have an inertia ring fitted on the hub and a spoke spring between the hub and the inertia ring. To prevent the spoke spring from rotating beyond a preset angle and breaking due to excessive relative movement between the hub and the inertia ring, and to meet NVH performance requirements, a damping device is usually installed between the hub and the inertia ring in the crankshaft damper.

[0006] However, the damping value of the damping device of the crankshaft damper is usually fixed and large, and is only effective in the high-speed range of the engine. This will result in the crankshaft damper being too stiff in the low-speed range of the engine, so that there is no relative rotation between the hub and the inertia ring. As a result, the crankshaft damper is too stiff and cannot reduce the torsional vibration of the crankshaft. Utility Model Content

[0007] To overcome the problems existing in the related technologies, this disclosure provides a crankshaft damper and an engine.

[0008] According to a first aspect of the present disclosure, a crankshaft damper is provided, comprising: a hub for anti-torsional connection with a crankshaft; a spoke spring, the radially inner end of which is anti-torsionally connected to the hub; two cover plates symmetrically fixed on both axial sides of the radially outer ends of the spoke springs, the cover plates rotating relative to the hub due to the elastic deformation of the spoke springs; and two diaphragm springs, the radially inner ends of which are anti-torsionally connected to the hub, the radially outer ends of which dynamically rub against the cover plates near the axially inner sidewalls of the spoke springs, wherein the radially outer ends of the diaphragm springs are provided with external fingers, and the axially inner sidewalls of the radially inner ends of the cover plates are provided with alternating high and low steps in the circumferential direction, the cover plates rotating relative to the hub causing the external fingers to switch between the high and low steps, changing the axial compression of the diaphragm springs, thereby changing the frictional force between the diaphragm springs and the cover plates.

[0009] In some embodiments, the difference in friction between the diaphragm spring and the cover plate within different rotation angle ranges is adjusted by adjusting the height difference between the high step and the low step.

[0010] In some embodiments, the circumferential length of the lower step is greater than the circumferential length of the higher step, and the circumferential length of the lower step is greater than the circumferential width of the outer finger.

[0011] In some embodiments, a transition slope is provided at the junction of the lower step and the higher step.

[0012] In some embodiments, the spoke spring includes: an outer connecting ring for anti-torsional connection with the cover plate; an inner connecting ring for anti-torsional connection with the hub; and a plurality of spokes extending radially and elastically deformable between the outer connecting ring and the inner connecting ring.

[0013] In some embodiments, a mounting block is provided on the radially inner side of the outer connecting ring, the mounting block being disposed between two adjacent spokes, and the mounting block of the outer connecting ring and the cover plate being connected to resist torsion by a second fastener.

[0014] In some embodiments, the hub includes a radial connecting plate located on one axial side of the radial inner end of the spoke spring, and the radial connecting plate and the radial inner end of the spoke spring are torsionally connected by a first fastener.

[0015] In some embodiments, the first fastener is provided with a retaining ring, which axially abuts against the radial inner end of the diaphragm spring. After the nut of the first fastener is tightened, it abuts against the radial connecting plate of the hub to axially clamp the radial connecting plate, the radial inner end of the spoke spring, and the radial inner end of the diaphragm spring.

[0016] In some embodiments, the two cover plates on both sides of the radial outer end of the spoke spring are integrally formed.

[0017] According to a second aspect of the present disclosure, an engine is provided, comprising: a crankshaft including a front end and a rear end; a torque damping device torsionally connected to the rear end of the crankshaft; and a crankshaft damper as described in the first aspect, torsionally connected to the front end of the crankshaft via the hub, for reducing torsional vibration of the front end relative to the rear end.

[0018] The technical solutions provided by the embodiments of this disclosure can include the following beneficial effects: Based on the rotation angle of the cover plate relative to the hub, the outer finger of the diaphragm spring's radial outer end can switch between high and low steps, resulting in different axial compression amounts at the radial outer end of the diaphragm spring. This generates different frictional forces when it rubs against the axial inner wall of the cover plate, ultimately changing the damping of the crankshaft damper. In the low-speed range of the engine, the rotation angle of the cover plate relative to the hub is small, resulting in less damping between the diaphragm spring and the cover plate, allowing the cover plate to still rotate relative to the hub, thereby reducing crankshaft torsional vibration. Attached Figure Description

[0019] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0020] Figure 1 This is a cross-sectional view of a crankshaft damper according to an exemplary embodiment;

[0021] Figure 2 This is an exploded view of a crankshaft damper according to an exemplary embodiment;

[0022] Figure 3 yes Figure 2 A three-dimensional structural diagram of the cover plate in the middle;

[0023] Figure 4 yes Figure 2 A three-dimensional structural diagram of a diaphragm spring;

[0024] Figure 5 This is a schematic diagram showing the engagement between the outer finger of the diaphragm spring and the high step of the cover plate when the rotation angle between the cover plate and the hub is between -0.3° and +0.3°.

[0025] Figure 6 yes Figure 5 Schematic diagram of the axial height H1 of the diaphragm spring;

[0026] Figure 7 This is a schematic diagram showing the engagement of the outer finger of the diaphragm spring with the low step of the cover plate when the rotation angle between the cover plate and the hub is between -1° and -0.3° and +0.3° and 1°.

[0027] Figure 8 yes Figure 7 Schematic diagram of the axial height H2 of the diaphragm spring;

[0028] Figure 9 yes Figure 5 and Figure 7 A graph showing the relationship between the axial length of a diaphragm spring and the frictional force.

[0029] Figure 10 This is a schematic diagram showing the relationship between the direction of power transmission and damping;

[0030] Figure 11 This is a schematic diagram of the height difference H3 between the high step and the low step. Detailed Implementation

[0031] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims.

[0032] In this invention, unless otherwise stated, axial, radial, and circumferential refer to the axial, radial, and circumferential directions of the crankshaft damper, respectively; axial side refers to... Figure 1 The left side of the axis, the other side refers to Figure 1 The right side of the middle; radially outer side refers to the radially away from the middle. Figure 1 On the side of the central axis O ( Figure 1 The upper side of the center axis O), the radial inner side refers to the side that is radially closer to the central axis O. Figure 1(Lower side of the middle). Additionally, "transmission connection" refers to the ability to transmit driving force / torque between two components, which can be directly connected or achieved through various transmission mechanisms or connection structures. The term "torsional connection" refers to a connection between two elements that does not rotate relative to each other, which can be achieved via a press fit (i.e., interference fit) or by integrally forming the two mentioned components. Those skilled in the art will understand the specific meaning of the above terms in this invention as appropriate.

[0033] To solve the above-mentioned technical problems, this disclosure provides a crankshaft damper 100. The crankshaft damper 100 is usually installed at the front end of the engine crankshaft to reduce the torsional vibration of the crankshaft, so that the torsional vibration energy of the crankshaft is gradually consumed by the friction in the crankshaft damper 100, thereby gradually reducing the torsional amplitude of the crankshaft.

[0034] like Figure 1 and Figure 2 As shown, the crankshaft damper 100 includes at least a hub 10, a spoke spring 20, two cover plates 30, and two diaphragm springs 40.

[0035] The inner wall of the hub 10 may be provided with an internal spline for anti-torsional connection with the crankshaft. The hub 10 is fitted behind the crankshaft so that the entire crankshaft damper 100 can rotate with the crankshaft.

[0036] In this embodiment, the crankshaft damper 100 is a crankshaft damper 100 with spoke springs 20, which are connected radially R between the hub 10 and the cover plate 30. The inner radial end of the spoke spring 20 is torsionalally connected to the hub 10, while the cover plate 30 is fixedly disposed at the outer radial end of the spoke spring 20. Since the spoke spring 20 can elastically deform and the cover plate 30 typically has a large moment of inertia, it can act as an inertia ring (also known as a mass ring), increasing the moment of inertia at the outer radial end of the entire spoke spring 20. When the crankshaft drives the hub 10 to rotate, the instantaneous angular velocity of the outer radial end of the spoke spring 20 is more uniform than that of the inner radial end, causing relative angular vibration between the cover plate 30 and the hub 10. Therefore, the two can rotate relative to each other in the circumferential direction W to absorb and buffer the torsional vibration of the crankshaft.

[0037] In this embodiment, two cover plates 30 are symmetrically fixed on both sides of the radial outer end of the spoke spring 20. Since the cover plates 30 have the same structure, the same set of molds can be used in the production process, which greatly reduces the manufacturing cost and complexity. In addition, the symmetrical arrangement of the two cover plates 30 ensures the axial balance and stability of the crankshaft damper 100 and avoids axial deflection.

[0038] The radially inner ends of the two diaphragm springs 40 are torsionally connected to the hub 10, and the diaphragm springs 40 can rotate relative to the cover plate 30 together with the hub 10 and the radially inner ends of the spoke springs 20. The radially outer ends of the diaphragm springs 40 dynamically abut against the axial inner sidewall of the cover plate 30 near the spoke springs 20, generating additional friction between them. The higher the coefficient of friction, the stronger the damping effect, which can more effectively absorb and buffer the torsional vibration energy of the crankshaft and enhance the vibration reduction effect. It should be noted that the damping of the crankshaft can also be flexibly changed by altering the stiffness coefficient of the diaphragm springs 40 and the coefficient of friction with the cover plate 30.

[0039] Among them, such as Figure 3 As shown, the axial inner wall of the radial inner end of the cover plate 30 is provided with alternating high steps 32 and low steps 31 along the circumferential direction W, such as... Figure 4 As shown, the outer radial end of the diaphragm spring 40 is provided with a W, and the outer finger 41 can abut against the high step 32 or the low step 31 of the cover plate 30.

[0040] When the cover plate 30 rotates relative to the hub 10, the outer finger 41 of the diaphragm spring 40 can switch between the high step 32 and the low step 31 to change the axial compression of the radial outer end of the diaphragm spring 40, thereby changing the friction between the diaphragm spring 40 and the cover plate 30.

[0041] like Figure 5 and Figure 6 As shown, when the engine is in the low-rotation range, the crankshaft torsional vibration is small, so the crankshaft damper 100 itself does not need to have high rigidity. The friction between the diaphragm spring 40 and the cover plate 30 needs to be small so that the cover plate 30 can rotate relative to the hub 10, which also helps to eliminate crankshaft torsional vibration. At this time, the outer finger 41 of the radially outer end of the diaphragm spring 40 can rub against the high step 32 of the cover plate 30. The radially outer end of the diaphragm spring 40 deforms greatly towards the spoke spring 20, and the axial compression of the radially outer end of the diaphragm spring 40 is large, meaning the axial height H1 of the diaphragm spring 40 after installation is small. Figure 9 As shown, the frictional force F1 between the diaphragm spring 40 and the cover plate 30 corresponding to the axial height H1 is small. Among them, Figure 9 H0 represents the original axial height of the diaphragm spring when it is not compressed. H0 is at its maximum and the value of the horizontal axis gradually decreases from H0 to the right.

[0042] like Figure 7 and Figure 8As shown, when the engine is in the high-rotation range, a large frictional force is required between the diaphragm spring 40 and the cover plate 30. At this time, the outer finger 41 of the radially outer end of the diaphragm spring 40 can rub against the low step 31 of the cover plate 30. Since the axial position of the radially inner end of the diaphragm spring 40 remains unchanged, the high step 32 results in a small deformation of the radially outer end of the diaphragm spring 40 towards the spoke spring 20, and a small axial compression of the radially outer end of the diaphragm spring 40, meaning a large axial height H2 of the diaphragm spring 40. Figure 9 As shown, the frictional force F2 between the diaphragm spring 40 and the cover plate 30 corresponding to the axial height H2 is large.

[0043] Specifically, when the engine is in the low-rotation range, the rotation angle of the cover plate 30 relative to the wheel hub 10 can be between -0.3° and +0.3°. When the engine is in the high-rotation range, the rotation angle of the cover plate 30 relative to the wheel hub 10 can be between -1° and -0.3° and between +0.3° and 1°.

[0044] Based on the rotation angle of the cover plate 30 relative to the hub 10, the outer finger 41 of the radially outer end of the diaphragm spring 40 can switch between the high step 32 and the low step 31, resulting in different axial compression of the radially outer end of the diaphragm spring 40. This generates different frictional forces when it rubs against the axial inner wall of the cover plate 30, ultimately changing the damping of the crankshaft damper 100. In the low-speed range of the engine, the rotation angle of the cover plate 30 relative to the hub 10 is small, and the damping between the diaphragm spring 40 and the cover plate 30 is small, allowing the cover plate 30 to still rotate relative to the hub 10, thereby reducing crankshaft torsional vibration.

[0045] Furthermore, the radially outer end of the diaphragm spring 40 dynamically abuts against the high step 32 or low step 31 of the cover plate 30. The diaphragm spring 40 and the cover plate 30 enclose the spoke spring 20, forming a relatively closed protective space. This prevents external impurities from entering the interior of the spoke spring 20, reduces the impact of dust and dirt on the spoke spring 20, and extends its service life. In addition, the protective space formed by the diaphragm spring 40 and the cover plate 30 can also protect the spoke spring 20 from external impacts and collisions.

[0046] like Figure 3 As shown, since the low step 31 and the high step 32 are alternately arranged in the circumferential direction W, the change in the magnitude of the damping between the diaphragm spring 40 and the cover plate 30 is symmetrical whether the crankshaft drives the hub 10 to rotate forward (e.g., when transmitting torque in the forward direction) or the crankshaft drives the hub 10 to rotate in reverse (e.g., when transmitting torque in the reverse direction). Figure 10 (As shown).

[0047] Furthermore, such as Figure 11As shown, by adjusting the height difference H3 between the high step 32 and the low step 31, the difference in frictional force generated by the diaphragm spring 40 and the cover plate 30 within different rotation angle ranges is adjusted, thus controlling the difference in frictional force between the small hysteresis and the large hysteresis of the crankshaft damper 100. In this way, the damping requirements of different low-speed ranges of different engines can be met, broadening the application range of this disclosure.

[0048] In some embodiments, such as Figure 5 As shown, the circumferential length of the lower step 31 is greater than the circumferential width of the outer finger 41. The difference between the circumferential length of the lower step 31 and the width of the outer finger 41 is matched with the rotation angle of the cover plate 30 relative to the hub 10 (-1° to -0.3° and +0.3° to 1°) when the engine is in the low rotation range.

[0049] like Figure 7 As shown, the circumferential length of the lower step 31 is greater than that of the higher step 32. After the engine starts, the engine speed is mostly within the high-speed range, and the high-speed range is also larger. Therefore, the crankshaft damper 100 requires more damping than it requires less damping, and the circumferential contact length between the outer finger 41 and the lower step 31 is also longer. Allocating a greater circumferential length to the lower step 31 than to the higher step 32 ensures sufficient contact length between the outer finger 41 and the lower step 31, ensuring high damping of the engine in the high-speed range and preventing the outer finger 41 from disengaging from the lower step 31 and failing.

[0050] In some embodiments, a transition ramp is provided at the adjacent point of the lower step 31 and the higher step 32. The transition ramp makes it easier for the outer finger 41 of the diaphragm spring 40 to switch between the lower step 31 and the higher step 32, making the connection between the lower step 31 and the higher step 32 smoother. This avoids jamming of the outer finger 41 of the diaphragm spring 40 during switching, which could lead to bending or breakage of the outer finger 41. Ultimately, this prevents the diaphragm spring 40 from jamming with the cover plate 30, thus extending the service life of the diaphragm spring 40.

[0051] In some embodiments, the spoke spring 20 includes an outer connecting ring 21, an inner connecting ring 22, and a plurality of spokes 23. The outer connecting ring 21 is used for anti-torsional connection with the cover plate 30, the inner connecting ring 22 is used for anti-torsional connection with the hub 10, and the plurality of spokes 23 are radially and radially connected between the outer connecting ring 21 and the inner connecting ring 22. The spokes 23 are configured as torsion spring rods and are capable of radial and elastic deformation.

[0052] The natural frequency of the crankshaft is related to several factors, including: the mass of the cover plate 30, the radius of the outer connecting ring 21 of the spoke spring 20, the number of spokes 23, and the thickness (spring constant) of the spokes 23. The natural frequency of the crankshaft can be changed by altering the mass of the cover plate 30, and / or the radius of the outer connecting ring 21, and / or the number of spokes 23, and / or the spring constant of the spokes 23.

[0053] By altering the crankshaft's natural frequency, ensuring it differs from or is not an integer multiple of the frequency of the excitation torque on the crankshaft within the engine's operating speed range, resonance within the crankshaft is avoided. This reduces crankshaft fatigue damage and extends its service life. Simultaneously, it prevents engine power loss and performance degradation caused by resonance, ensuring optimal engine performance under various operating conditions. Reducing crankshaft torsional vibration also lowers engine noise, vibration, and harshness (NVH), improving driving comfort.

[0054] In some embodiments, such as Figure 5 and Figure 6 As shown, an mounting block 24 is provided on the radial inner side of the outer connecting ring 21. The mounting block 24 is positioned circumferentially between two adjacent spokes 23. The mounting block 24 of the outer connecting ring 21 and the cover plate 30 are connected to resist torsion through a second fastener.

[0055] The outer connecting ring 21, via the mounting block 24, facilitates the torsional connection between the spoke spring 20 and the cover plate 30 via the second fastener 50. Drilling holes in the mounting block 24 effectively avoids drilling holes in the outer connecting ring 21, thus preventing a reduction in the strength of the outer connecting ring 21 due to drilling. Since the mounting block 24 is located radially inside the outer connecting ring 21, it does not occupy the radial space of the spoke spring 20, thereby ensuring the compactness of the crankshaft damper 100.

[0056] In some embodiments, such as Figure 1 As shown, the hub 10 includes a radial connecting plate 11, which is located on one side of the axial direction of the radial inner end of the spoke spring 20, as... Figure 1 As shown, the radial connecting plate 11 and the radial inner end of the spoke spring 20 are connected to resist torsion through the first fastener 60. The hub 10 is connected to the spoke spring 20 to resist torsion through the radial connecting plate 11, which reduces the space occupied by the entire crankshaft damper 100 in the axial direction A.

[0057] The first fastener 60 can be a bolt, nut, or other fastener. The first fastener 60 connects the radial connecting plate 11 of the hub 10, the radial inner end of the spoke spring 20, and the radial inner end of the diaphragm spring 40 together in an axial direction to prevent loosening or falling off under high load and high speed conditions. This allows the torsional vibration of the crankshaft to be effectively transmitted to the spoke spring 20, thereby reducing the torsional vibration of the crankshaft by relying on the elastic deformation of the spoke spring 20.

[0058] Furthermore, the first fastener 60 can pass through the radial inner end of the diaphragm spring 40, the radial inner end of the spoke spring 20, and the radial connecting plate 11 of the hub 10 in the axial direction to connect the above structure in a torsional manner, reducing the number of fasteners and further reducing the axial and radial space occupied.

[0059] In some embodiments, such as Figure 1 As shown, the first fastener 60 is provided with a retaining ring 61, which can axially abut against the radial inner end of the diaphragm spring 40. After the nut of the first fastener 60 is tightened, it abuts against the radial connecting plate 11 of the hub 10 to axially clamp the radial connecting plate 11, the radial inner end of the spoke spring 20 and the axial inner end of the diaphragm spring 40.

[0060] The retaining ring 61 and the nut work together to restrict the axial position of the radial inner ends of the radial connecting plate 11, the spoke spring 20, and the diaphragm spring 40. This prevents the radial connecting plate 11, the spoke spring 20, and the diaphragm spring 40 from loosening and axially separating during long-term operation. This ensures the reliability of the connection between the components under high load and high speed conditions, extends the service life of the crankshaft damper 100, and improves the overall performance of the crankshaft damper 100.

[0061] In some embodiments, two cover plates 30 are integrally formed on both sides of the radially outer end of the spoke spring 20. Specifically, the cover plate 30 has a top plate and two side plates, with two side walls respectively connected to the two sides of the top, so that the longitudinal section of the cover plate 30 can be generally U-shaped. When the cover plate 30 is fixedly connected to the radially outer end of the spoke spring 20, the top plate of the cover plate 30 covers the radially outer side of the spoke spring 20, and the side plates of the cover plate 30 are respectively located on both sides of the axial direction of the spoke spring 20.

[0062] Based on the same inventive concept, this disclosure provides an engine including a crankshaft, a torque damping device, and a crankshaft damper 100. The crankshaft includes a front end and a rear end; the torque damping device is torsionally connected to the rear end of the crankshaft to reduce torsional vibration and torsional impact during torque transmission between the engine and the transmission. The crankshaft damper 100 is torsionally connected to the front end of the crankshaft via a hub 10 to reduce torsional vibration of the front end of the crankshaft relative to the rear end, reduce crankshaft fatigue, extend crankshaft life, and improve engine power efficiency and performance.

[0063] The specific manner in which the functions of the engine in the above embodiments are implemented has been described in detail in the embodiments relating to the crankshaft damper 100, and will not be elaborated here.

[0064] It is understood that in this disclosure, "multiple" refers to two or more, and other quantifiers are similar. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, and B alone. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. The singular forms "a," "the," and "the" are also intended to include the plural forms unless the context clearly indicates otherwise.

[0065] It is further understood that the terms "first," "second," etc., are used to describe various structures, but these structures should not be limited to these terms. These terms are only used to distinguish structures of the same type from one another and do not indicate a specific order or degree of importance. In fact, the expressions "first," "second," etc., are completely interchangeable. For example, without departing from the scope of this disclosure, a first structure can also be called a second structure, and similarly, a second structure can also be called a first structure.

[0066] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of the utility models disclosed herein. This application is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein. The specification and embodiments are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the following claims. It should be understood that this disclosure is not limited to the precise structures described above and shown in the drawings, and various modifications and changes can be made without departing from its scope. The scope of this disclosure is limited only by the appended claims.

Claims

1. A crankshaft vibration damper (100), characterized in that, include: Hub (10) is used for anti-torsional connection with crankshaft; A spoke spring (20) is provided, the radial inner end of which is torsionally connected to the hub (10); Two cover plates (30) are symmetrically fixed on both sides of the radial outer end of the spoke spring (20), and the cover plates (30) rotate relative to the hub (10) by the elastic deformation of the spoke spring (20). Two diaphragm springs (40) are provided, with their inner radial ends connected to the hub (10) in an anti-torsional manner, and their outer radial ends dynamically abutting against the inner axial sidewall of the cover plate (30) near the spoke spring (20). The diaphragm spring (40) has an outer finger (41) at its radial outer end, and the cover plate (30) has alternating high steps (32) and low steps (31) along its circumferential direction on its axial inner sidewall at its radial inner end. The cover plate (30) rotates relative to the hub (10), causing the outer finger (41) to switch between the high step (32) and the low step (31), thereby changing the axial compression of the diaphragm spring (40) and thus changing the friction between the diaphragm spring (40) and the cover plate (30).

2. The crankshaft vibration damper (100) according to claim 1, characterized in that, By adjusting the height difference between the high step (32) and the low step (31), the difference in friction between the diaphragm spring (40) and the cover plate (30) within different rotation angle ranges is adjusted.

3. The crankshaft vibration damper (100) according to claim 1, characterized in that, The circumferential length of the lower step (31) is greater than the circumferential length of the higher step (32), and the circumferential length of the lower step (31) is greater than the circumferential width of the outer finger (41).

4. The crankshaft vibration damper (100) according to claim 1, characterized in that, A transition slope is provided at the adjacent point of the lower step (31) and the higher step (32).

5. The crankshaft damper (100) according to claim 1, characterized in that, The spoke spring (20) includes: An outer connecting ring (21) is used for a torsion-resistant connection with the cover plate (30); Inner connecting ring (22) for anti-torsional connection with the hub (10); and Multiple spokes (23) extend radially and are elastically deformable and connected between the outer connecting ring (21) and the inner connecting ring (22).

6. The crankshaft vibration damper (100) according to claim 5, characterized in that, An mounting block (24) is provided on the radial inner side of the outer connecting ring (21). The mounting block (24) is located between two adjacent spokes (23). The mounting block (24) of the outer connecting ring (21) and the cover plate (30) are connected to the torsion through a second fastener (50).

7. The crankshaft damper (100) according to claim 1, characterized in that, The hub (10) includes a radial connecting plate (11), which is located on the axial side of the radial inner end of the spoke spring (20). The radial connecting plate (11) and the radial inner end of the spoke spring (20) are connected to resist torsion by a first fastener (60).

8. The crankshaft damper (100) according to claim 7, characterized in that, The first fastener (60) is provided with a retaining ring (61), which axially abuts against the radial inner end of the diaphragm spring (40). After the nut of the first fastener (60) is tightened, it abuts against the radial connecting plate (11) of the hub (10) to axially clamp the radial connecting plate (11), the radial inner end of the spoke spring (20) and the radial inner end of the diaphragm spring (40).

9. The crankshaft damper (100) according to claim 1, characterized in that, The two cover plates (30) on both sides of the radial outer end of the spoke spring (20) are integrally formed.

10. An engine, characterized in that, include: Crankshaft, including the front and rear ends; Torque damping device, anti-torsional connection to the rear end of the crankshaft; as well as The crankshaft damper (100) as described in any one of claims 1 to 9 is torsionally connected to the front end of the crankshaft via the hub (10) for reducing torsional vibration of the front end relative to the rear end.

Images