Timing cover assembly for vehicle and vehicle

Abstract

The utility model relates to the field of vehicles, in particular to a timing cover assembly for a vehicle and the vehicle, a chain wheel is arranged at the front end of an engine, a chain is wound on the chain wheel, the timing cover assembly comprises a shell and a damping rib, the shell covers the front end of the engine, a sound insulation area right opposite to the chain wheel is formed on the shell, and the damping rib is arranged on the shell. The vibration reduction rib is arranged on the side, facing the front end of the engine, of the shell and arranged in the sound insulation area, the vibration reduction rib defines the containing space used for containing the chain wheel and the chain in the sound insulation area, and the vibration reduction performance of the timing cover assembly can be improved.

Description

Technical Field

[0001] This application relates to the field of vehicles, and in particular to a timing cover assembly for a vehicle and the vehicle. Background Technology

[0002] In related technologies, timing cover assemblies are connected to the engine cylinder head, cylinder block, etc., and their main function is to protect the engine timing system, including the timing belt or timing chain and related gears and tensioners, to prevent dust, moisture and other impurities from entering the timing system and to ensure the system's cleanliness and normal operation. However, since the timing cover assembly is a thin-walled component with a large radiation area, it is also a major source of noise radiation. The timing-side noise is mainly the resonant radiation noise of the timing cover assembly. Therefore, how to improve the noise reduction performance of the timing cover assembly has become the technical problem to be solved in this application. Utility Model Content

[0003] This application aims to at least address one of the technical problems existing in the prior art. To this end, one object of this application is to provide a timing cover assembly for a vehicle that can improve the vibration damping performance of the timing cover assembly.

[0004] According to an embodiment of this application, a timing cover assembly for a vehicle includes a sprocket at the front end of an engine and a chain wound around the sprocket. The timing cover assembly includes: a housing covering the front end of the engine, the housing having a sound insulation zone formed on it opposite the sprocket; and a damping rib disposed on the side of the housing facing the front end of the engine and within the sound insulation zone, the damping rib defining a storage space within the sound insulation zone for accommodating the sprocket and the chain.

[0005] According to an embodiment of this application, a timing cover assembly for a vehicle strengthens the modal characteristics of the timing cover assembly by setting damping ribs in the sound insulation zone. This changes the local stiffness and mass distribution of the housing, thereby strengthening the modal characteristics of the entire timing cover assembly. This allows the natural vibration frequency of the timing cover assembly to avoid the main vibration frequency range generated by the operation of the sprocket and chain, preventing resonance and effectively improving the vibration reduction performance of the timing cover assembly. Ultimately, this achieves noise reduction, ensures the stable operation of the engine timing system, and enhances the quietness inside the vehicle.

[0006] According to some embodiments of this application, in a timing cover assembly for a vehicle, the damping ribs are configured as at least a plurality of spaced ribs on the outer periphery of the sprocket, defining the receiving space between the plurality of damping ribs; each damping rib extends along at least a portion of the outer contour of the sprocket and / or the chain.

[0007] According to some embodiments of this application, in a timing cover assembly for a vehicle, each of the damping ribs has a first reinforcing rib formed on the sidewall opposite to the sprocket or chain, and the first reinforcing rib is connected to the housing.

[0008] According to some embodiments of this application, in a timing cover assembly for a vehicle, the damping rib is configured as an arcuate rib surrounding at least a portion of the outer periphery of the sprocket, and the first reinforcing rib is disposed on the outer peripheral wall of the damping rib and configured as an arcuate protrusion protruding radially outward.

[0009] According to some embodiments of this application, a timing cover assembly for a vehicle has a second reinforcing rib formed on the surface of the housing facing the front end of the engine. The thickness of the damping rib is H1, and the thickness of the second reinforcing rib is H2, and the following condition is met: 1.3 ≤ H1 / H2 ≤ 1.5.

[0010] According to some embodiments of this application, a timing cover assembly for a vehicle has a plurality of first holes spaced apart along the outer periphery of the housing, each first hole having a first mounting hole formed therein. A second hole is provided on the surface of the housing facing the engine front end, and a second mounting hole is provided therein. The second reinforcing rib includes: a first sub-reinforcing rib, with its two ends respectively connected to two spaced-apart first holes; and a second sub-reinforcing rib, with its two ends respectively connected to the first holes and the second holes.

[0011] According to some embodiments of the present application, in a timing cover assembly for a vehicle, the second reinforcing rib further includes: an annular reinforcing rib disposed on the surface of the housing facing the front end of the engine, and the annular reinforcing rib is connected to a plurality of first sub-reinforcing ribs disposed at circumferential intervals on its outer periphery.

[0012] The timing cover assembly for a vehicle according to some embodiments of this application further includes a reinforcement member that protrudes from the side surface of the housing opposite to the front end of the engine, and at least a portion of the reinforcement member coincides with the sound insulation zone in the thickness direction of the housing.

[0013] According to some embodiments of this application, a timing cover assembly for a vehicle integrates a crankshaft oil seal seat and / or a tensioner mounting seat on the housing.

[0014] The vehicle according to an embodiment of this application is briefly described below.

[0015] The vehicle according to the embodiments of this application includes the timing cover assembly of any of the above embodiments. Since the vehicle according to this embodiment is equipped with the timing cover assembly of any of the above embodiments, the vehicle according to this application has a timing cover assembly with good vibration damping performance. By setting vibration damping ribs in the sound insulation zone, the timing cover assembly effectively reduces the transmission of vibrations generated by the sprockets and chains into the vehicle, allowing passengers to experience a quieter driving environment and improving the acoustic quality of the vehicle interior. Due to the improved vibration damping performance of the timing cover assembly, the vibration amplitude generated by the vehicle engine due to resonance is reduced. For the sprockets and chains, a stable working environment helps to extend their service life and avoid problems such as chain loosening and sprocket wear caused by excessive vibration. Through the absorption of vibration and the reinforcement of modes by the vibration damping ribs, the sprockets and chains can work in a relatively stable state, reducing maintenance costs and failure risks.

[0016] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

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

[0018] Figure 1 This is a schematic diagram of the structure of a timing cover assembly for a vehicle according to an embodiment of this application;

[0019] Figure 2 This is a side view of a timing cover assembly for a vehicle according to an embodiment of this application.

[0020] Figure 3 This is a rear view structural schematic diagram of a timing cover assembly for a vehicle according to an embodiment of this application;

[0021] Figure 4 This is a schematic diagram of the structure of a timing cover assembly for a vehicle that cooperates with a sprocket and a chain according to an embodiment of this application;

[0022] Figure 5 Modal schematic diagram of a timing cover assembly without damping ribs;

[0023] Figure 6 Modal schematic diagram of timing cover assembly with damping ribs;

[0024] Figure 7 A schematic diagram comparing the vibration response of a timing cover assembly with damping ribs and a timing cover assembly without damping ribs.

[0025] Figure label:

[0026] 100. Timing cover assembly;

[0027] 1. Housing; 11. Sound insulation area; 12. First hole; 121. First mounting hole; 13. Second hole; 131. Second mounting hole;

[0028] 2. Vibration damping ribs; 21. First reinforcing rib;

[0029] 3. Second reinforcing rib; 31. First sub-reinforcing rib; 32. Second sub-reinforcing rib; 33. Circular reinforcing rib;

[0030] 4. Reinforcing component; 5. Crankshaft oil seal seat; 6. Tensioner mounting seat; 61. Weight reduction hole;

[0031] 7. Sprockets; 8. Chains. Detailed Implementation

[0032] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0033] The following is for reference. Figures 1-7 Description of a timing cover assembly 100 for a vehicle according to an embodiment of this application.

[0034] According to an embodiment of this application, a timing cover assembly 100 for a vehicle has a sprocket 7 disposed at the front end of the engine and a chain 8 wound around the sprocket 7. The timing cover assembly 100 includes a housing 1 and a damping rib 2. The housing 1 covers the front end of the engine and has a sound insulation zone 11 formed on the housing 1 that is directly opposite to the sprocket 7. The damping rib 2 is disposed on the side of the housing 1 facing the front end of the engine and is disposed within the sound insulation zone 11. The damping rib 2 defines a storage space within the sound insulation zone 11 for accommodating the sprocket 7 and the chain 8.

[0035] First, the timing cover assembly 100 is a thin-walled component with relatively low rigidity and a large radiation area, making it susceptible to vibration from external excitation. The timing cover assembly 100 is sensitive to vibration and thus becomes the main source of noise radiation. When the periodic force generated by the operation of the sprocket 7 and the chain 8 is applied to the housing 1, the housing 1 is very likely to generate vibration close to or even the same as the excitation frequency, which is resonance, and will generate noise.

[0036] By setting vibration damping ribs 2 on the sound insulation zone 11, the sound insulation zone 11 and the vibration damping ribs 2 form a cooperative force-bearing system. The connection between the vibration damping ribs 2 and the shell 1 can be welding, riveting, or integral molding. When vibration waves are transmitted, the vibration damping ribs 2, with their high rigidity, constrain the deformation of the shell 1 in the sound insulation zone 11, preventing large-scale flexible deformation of the sound insulation zone 11. At the same time, since the vibration damping ribs 2 are set on the sound insulation zone 11, the vibration damping ribs 2 themselves have a certain mass, which optimizes the local mass distribution in the sound insulation zone 11, thereby changing the accumulation mode of vibration energy in this area. Moreover, the vibration damping ribs 2 define a storage space within the sound insulation zone 11 for accommodating the sprocket 7 and the chain 8, thus confining the vibration to a relatively narrow area. Within the controlled range, vibrations that might have previously spread can now only oscillate within this containment space. During the oscillation, they are continuously restricted by the damping ribs 2, further consuming vibration energy. Through the aforementioned adjustments to local stiffness and mass distribution, the overall stiffness matrix and mass matrix of the timing cover assembly 100 are optimized and reconstructed. The natural vibration frequency of the timing cover assembly 100 is redistributed, successfully avoiding the vibration frequency range frequently generated by the operation of the sprocket 7 and chain 8. This greatly reduces the risk of resonance and effectively improves the modal characteristics of the timing cover assembly 100. It comprehensively improves the vibration damping performance of the timing cover assembly 100, providing a solid guarantee for the smooth operation of the vehicle engine and the quiet environment inside the vehicle.

[0037] In short, by setting damping ribs 2 in the sound insulation zone 11 to enhance the modality of the timing cover assembly 100, the local stiffness and mass distribution of the housing 1 are changed, thereby enhancing the modality of the entire timing cover assembly 100. This allows the natural vibration frequency of the timing cover assembly 100 to avoid the main vibration frequency range generated by the operation of the sprocket 7 and chain 8, preventing resonance and effectively improving the vibration reduction performance of the timing cover assembly 100. Ultimately, this achieves noise reduction, ensures the stable operation of the engine timing system, and enhances the quietness inside the vehicle.

[0038] According to some embodiments of the present application, a timing cover assembly 100 for a vehicle has at least a plurality of damping ribs 2 configured to be spaced apart on the outer periphery of a sprocket 7, with a storage space defined between the plurality of damping ribs 2; each damping rib 2 extends along at least a portion of the outer contour of the sprocket 7 and / or the chain 8.

[0039] Multiple damping ribs 2 intercept vibrations generated by sprocket 7 and chain 8 from different directions. Compared with a single damping structure, multiple damping ribs 2 can cover a wider area and capture vibration waves propagating from all directions. The multiple damping ribs 2 define a storage space, which constrains sprocket 7 and chain 8, limiting their range of motion to a certain extent and effectively preventing tooth skipping. During operation, chain 8 is affected by force impacts and vibrations under various engine operating conditions, posing a risk of loosening and tooth skipping. The damping ribs 2, which are set along at least one of the outer contours of sprocket 7 or chain 8, can provide a certain supporting force due to their own rigidity when chain 8 is subjected to abnormal external force impacts and may skip teeth. This prevents chain 8 from detaching from sprocket 7, ensures that chain 8 and sprocket 7 always maintain precise meshing, maintains the accuracy of the engine timing system, ensures reliable engine operation, reduces the risk of failure, and extends service life.

[0040] According to some embodiments of this application, in a timing cover assembly 100 for a vehicle, each damping rib 2 has a first reinforcing rib 21 formed on the sidewall opposite to the sprocket 7 or chain 8, and the first reinforcing rib 21 is connected to the housing 1.

[0041] It should be noted that when the sprocket 7 and chain 8 are running normally, there is a gap between the sprocket 7 and chain 8 and the vibration damping rib 2. When the sprocket 7 and chain 8 generate large vibrations or tooth skipping, the sprocket 7 and chain 8 will come into contact with the vibration damping rib 2. The vibration damping rib 2 needs to absorb and dissipate vibration energy through its own elastic deformation and damping characteristics. In this process, the vibration damping rib 2 bears tensile stress, compressive stress and shear stress generated by vibration impact from the vibration direction. If the structural strength of the vibration damping rib 2 is insufficient, local tearing or even overall breakage may occur.

[0042] The first reinforcing rib 21 is connected to the damping rib 2 and extends to the shell 1. The first reinforcing rib 21 itself has a certain rigidity, sharing some of the stress borne by the damping rib 2. When the damping rib 2 is subjected to tensile stress, the first reinforcing rib 21, due to its own rigidity, provides a reaction force in the tensile direction, preventing excessive deformation of the damping rib 2. The two work together to enhance the overall tensile strength. The first reinforcing rib 21, connected to the shell 1, changes the accumulation pattern of vibration energy on the damping rib 2, preventing the continuous accumulation of vibration energy in a localized area of ​​the damping rib 2, which could lead to damage due to energy overload. Through the first reinforcing rib 21, vibration energy can be conducted to the shell 1, and then the shell 1 disperses the energy over a larger area, preventing the damping rib 2 from being damaged due to excessive energy concentration.

[0043] According to some embodiments of this application, in a timing cover assembly 100 for a vehicle, the damping rib 2 is configured as an arcuate rib surrounding at least a portion of the outer periphery of the sprocket 7, and a first reinforcing rib 21 is disposed on the outer peripheral wall of the damping rib 2 and configured as an arcuate protrusion protruding radially outward.

[0044] The vibration damping rib 2 is constructed as an arc-shaped rib surrounding at least a portion of the outer periphery of the sprocket 7. The arc-shaped structure is adapted to the shape of the sprocket 7. When vibration waves spread outward from the sprocket 7, the arc-shaped vibration damping rib 2 can fit the outer periphery of the sprocket 7 to the maximum extent. Compared with straight or other irregularly shaped vibration damping structures, the arc-shaped rib can uniformly receive vibration energy over a larger contact area, avoiding structural fatigue or damage caused by excessive local contact stress. At the same time, it ensures that vibration energy can be more efficiently introduced into the interior of the vibration damping rib 2 for dissipation. The first reinforcing rib 21 is disposed on the outer peripheral wall of the vibration damping rib 2 and is constructed as follows: The first reinforcing rib 21 of the arc-shaped protrusion protrudes radially outward. When the damping rib 2 is subjected to vibration impact from the sprocket 7 and the chain 8, the first reinforcing rib 21 of the arc-shaped protrusion first provides additional radial support force for the damping rib 2. Since the vibration direction of the engine is multi-directional during operation, the vibration in the radial direction is often more prominent. The arc-shaped protrusion strengthens the rigidity of the damping rib 2. Under the condition of rapid acceleration or emergency braking of the engine, the sprocket 7 generates large radial vibration. At this time, the first reinforcing rib 21 can effectively prevent the damping rib 2 from being excessively deformed due to excessive radial force, thus ensuring the structural stability of the damping rib 2.

[0045] The first reinforcing rib 21 of the arc-shaped protrusion changes the flow pattern of vibration energy in the damping rib 2 and its surrounding area. Originally, vibration energy may accumulate inside the damping rib 2, leading to local overheating or overload. With the first reinforcing rib 21, the vibration energy can diffuse along the arc-shaped protrusion to a wider space around it. With the help of components such as the housing 1, the energy is further dispersed, preventing the damping rib 2 from being damaged due to energy concentration. At the same time, it also improves the efficiency of the entire timing cover assembly 100 in handling vibration energy, thereby significantly improving the vibration reduction and noise reduction performance of the timing cover assembly 100, ensuring the smooth and reliable operation of the engine timing system, extending the service life of the engine and related components, and improving the driving comfort of the vehicle.

[0046] According to some embodiments of this application, a timing cover assembly 100 for a vehicle has a second reinforcing rib 3 formed on the side surface of the housing 1 facing the front end of the engine. The thickness of the damping rib 2 is H1, and the thickness of the second reinforcing rib 3 is H2, and the following condition is met: 1.3≤H1 / H2≤1.5.

[0047] A second reinforcing rib 3 is formed on the surface of the housing 1 facing the engine front. The second reinforcing rib 3 strengthens the rigidity of the entire housing 1 to limit its deformation. It can be understood that when H1 / H2≤1.3, it indicates that the thickness of the second reinforcing rib 3 is too thick, or that the height of the second reinforcing rib 3 facing the engine front is too high relative to the damping rib 2. In this case, the second reinforcing rib 3's ability to limit the deformation of the housing 1 is better than that of the damping rib 2 in limiting the deformation of the sound insulation area 11. As vibration energy is transmitted from the chain 8 and sprocket 7 to the damping rib 2, the sound insulation area 11, the housing 1, and the second reinforcing rib 3, most of the vibration energy cannot be smoothly transmitted upwards upon contact with the bottom of the second reinforcing rib 3, but accumulates at the bottom. As the engine continues to operate, vibration energy is continuously generated. Because it cannot smoothly pass through the second reinforcing rib 3, it leads to excessively high local temperatures and energy density. Deformation of the second reinforcing rib 3 may lead to material fatigue and aging, thereby reducing its service life. When H1 / H2 ≥ 1.5, the second reinforcing rib 3 is relatively shorter than the damping rib 2 in the radial direction, which makes the second reinforcing rib 3 insufficient to provide support for the housing 1. During engine operation, the vibration generated by the sprocket 7 and chain 8 will cause the housing 1 to vibrate significantly, which will also weaken the restriction on the deformation of the housing 1. Deformation may cause problems in the fit between the housing 1 and other engine components. For the sound insulation zone 11 inside the timing cover assembly 100, the deformation of the housing 1 will destroy its original structural design. The shape and size of the sound insulation zone 11 will change, resulting in a decrease in its sound insulation effect. The structure originally designed to block noise transmission will have gaps or change the sound reflection path due to the deformation of the housing 1, making it easier for the noise generated by the engine to leak out, affecting the quietness of the vehicle. Due to the deformation of the housing 1, the relative position of the sprocket 7 and chain 8 may change, increasing the friction and wear between them. In extreme cases, it may cause uneven tension of the chain 8, increasing the risk of skipping teeth, thereby affecting the normal operation of the engine timing system and reducing the engine's working efficiency and reliability.

[0048] According to some embodiments of this application, a timing cover assembly 100 for a vehicle has a housing 1 with a plurality of first holes 12 spaced apart along its outer periphery. A first mounting hole 121 is formed in the first hole 12. A second hole 13 is provided on the surface of the housing 1 facing the front end of the engine. A second mounting hole 131 is provided in the second hole 13. The second reinforcing rib 3 includes: a first sub-reinforcing rib 31, the two ends of which are respectively connected to two spaced first holes 12; and a second sub-reinforcing rib 32, the two ends of which are respectively connected to the first holes 12 and the second holes 13.

[0049] The first sub-reinforcing rib 31 is connected to two spaced-apart first holes 12 at its two ends. Due to the multidirectional nature of engine vibration, large tensile and bending stresses may be generated in various directions along the outer periphery of the housing 1. By connecting the two first holes 12, when a certain area is subjected to outward tensile vibration stress, the first sub-reinforcing rib 31 can distribute the stress evenly to other connected areas due to its own rigidity, avoiding deformation or cracking in some areas due to excessive stress. Multiple first sub-reinforcing ribs 31 work together to further strengthen the rigidity of the outer periphery of the housing 1. Multiple sub-reinforcing ribs interweave to form a network, which, from a macroscopic perspective, enables the housing 1 to maintain a relatively regular shape when facing complex vibrations, effectively resisting the risk of torsional deformation caused by vibration, ensuring the precise fit between the timing cover assembly 100 and other engine components, avoiding component interference problems caused by deformation of the housing 1, and improving the reliability of engine operation.

[0050] The second sub-reinforcing rib 32 is connected to the first hole 12 and the second hole 13 at both ends. The vibration of the engine front end not only acts on the side surface of the housing 1 facing the engine, but also is transmitted to its outer periphery through the solid structure of the housing 1. When the engine is running and vibrates, part of the vibration energy on the front surface of the housing 1 is received by the second sub-reinforcing rib 32. Since it is connected to the first hole 12, it can quickly transmit this part of the vibration energy to the outer periphery of the housing 1 along the connection path, and further disperse it with the help of the first sub-reinforcing rib 31. Conversely, when the outer periphery is subjected to a large vibration impact, the vibration energy can also be transmitted to the front end of the housing 1 through the second sub-reinforcing rib 32, avoiding the accumulation of energy in a local area.

[0051] According to some embodiments of the present application, the timing cover assembly 100 for a vehicle further includes a second reinforcing rib 3, which is an annular reinforcing rib 33 disposed on the surface of the housing 1 facing the front end of the engine. The annular reinforcing rib 33 is connected to a plurality of first sub-reinforcing ribs 31 disposed at circumferential intervals on its outer periphery.

[0052] Annular reinforcing ribs 33 are disposed on the surface of the housing 1 facing the engine front. From the perspective of force distribution, when the engine is running, the vibrations generated by the sprocket 7 and chain 8 will act on this surface of the housing 1 at different angles and intensities. The annular reinforcing ribs 33 constrain various parts of this surface in the circumferential direction. When the chain 8 engages with the sprocket 7 and generates a strong impact vibration, the vibration wave will spread outwards and impact the surface of the housing 1. The annular reinforcing ribs 33, with their annular structure, can evenly distribute the tensile and compressive forces generated by these vibrations, preventing deformation or dents in localized areas of the housing 1 surface due to excessive force. Furthermore, the annular reinforcing ribs 33 also ensure the structural integrity of the entire housing 1 surface. Due to their circumferential arrangement, the surface of the housing 1 can maintain relatively uniform rigidity and its original design shape when facing vibration interference from different directions. This ensures the normal functioning of functional areas on the housing 1, such as the sound insulation zone 11, and prevents damage to the sound insulation effect or interference with the installation and positioning of other components due to surface deformation. The annular reinforcing ribs 33 are connected to the outer periphery of the... Multiple first sub-reinforcing ribs 31 are arranged at circumferential intervals. These first sub-reinforcing ribs 31 establish a connection between the annular reinforcing rib 33 and the outer periphery of the shell 1. From the perspective of energy transfer and dispersion, when the vibration energy is transferred to the annular reinforcing rib 33 on the surface of the shell 1, the first sub-reinforcing ribs 31 guide the vibration energy to the outer periphery of the shell 1. Under the condition that the engine is running at high speed for a long time and the vibration continues to accumulate, the vibration energy accumulated on the annular reinforcing rib 33 can be quickly conducted to the outer periphery of the shell 1 through the first sub-reinforcing ribs 31. With the help of the structure of the outer periphery of the shell 1, the energy is further dispersed, avoiding excessive local accumulation of energy on the surface of the shell 1 and thus preventing structural damage.

[0053] The first sub-reinforcing ribs 31 are spaced apart in the circumferential direction, which enhances the overall circumferential rigidity of the housing 1. The first sub-reinforcing ribs 31 and the annular reinforcing ribs 33 work together to enable the housing 1 to better resist the torsional force and centrifugal force generated by the rotation of the sprocket 7 and the chain 8 in the circumferential direction. When the engine accelerates rapidly, the high-speed rotation of the sprocket 7 will generate a large centrifugal force, which can easily cause the housing 1 to expand and deform outward. The spaced first sub-reinforcing ribs 31 and the annular reinforcing ribs 33 together restrict the deformation of the housing 1, ensure the structural stability of the timing cover assembly 100, and ensure that it can effectively protect the timing system, reduce noise, and improve the reliability of engine operation and the driving comfort of the vehicle.

[0054] The timing cover assembly 100 for a vehicle according to some embodiments of this application further includes a reinforcement 4, which protrudes from the side surface of the housing 1 away from the front end of the engine, and at least a portion of the reinforcement 4 overlaps with the sound insulation area 11 in the thickness direction of the housing 1.

[0055] It is understandable that, since the timing cover assembly 100 is a thin-walled component, it is prone to deformation when subjected to vibration. The reinforcing member 4 protrudes from the side of the housing 1 facing away from the engine front, which is equivalent to adding an extra support structure to the back of the housing 1. When the vibration from the engine front sprocket 7 and chain 8 is transmitted to the housing 1, the side of the housing 1 facing the engine front will be subjected to inward pressure. The reinforcing member 4 can provide a reverse support force on the back of the housing 1 with its own rigidity to resist this inward deformation tendency. Due to the overlap between the reinforcing member 4 and the sound insulation area 11, if the housing 1 deforms significantly when the vibration is transmitted to it, it will damage the original structural design and acoustic performance of the sound insulation area 11. The reinforcing member 4 overlaps with the sound insulation area 11 in the thickness direction. While enhancing the strength of the corresponding area of ​​the housing 1, it indirectly maintains the structural stability of the sound insulation area 11. It ensures that the sound insulation area 11 can maintain its original shape and spatial layout when facing vibration, avoids the concentration of planar modes, and avoids gaps or structural damage to the sound insulation area 11 due to the deformation of the housing 1, which would affect the sound insulation effect. This allows the timing cover assembly 100 to better isolate the noise from the timing system and improve the quietness of the vehicle interior.

[0056] According to some embodiments of this application, a timing cover assembly 100 for a vehicle has a housing 1 on which a crankshaft oil seal seat 5 and / or a tensioner mounting seat 6 are integrated.

[0057] In related technologies, the crankshaft oil seal seat 5 and the tensioner mounting seat 6 are separate components that often require additional connection methods to be installed with related components such as the timing cover assembly 100, which increases the number of parts. Furthermore, during the assembly process, issues such as the fit tolerances between the various components may make it difficult to guarantee the installation accuracy, thereby affecting the sealing effect of the oil seal. However, by integrating the crankshaft oil seal seat 5 and the tensioner mounting seat 6 onto the housing 1, the number of parts is directly reduced, the assembly process is simplified, and the overall structure of the engine front end is made more compact and concise.

[0058] For the crankshaft oil seal seat 5, due to its integrated design, the crankshaft oil seal seat 5 and the housing 1 become a single structure. During the manufacturing process, a more uniform and precise machining process can be adopted to ensure higher dimensional and positional tolerances between the oil seal seat and other parts of the housing 1. During machining, it is possible to ensure the flatness of the mounting surface of the oil seal seat and the coaxiality with the crankshaft, as well as other key dimensional accuracy. In this way, when the crankshaft oil seal is installed on the oil seal seat, it can better fit the crankshaft, forming a good and stable seal, effectively preventing oil leakage, ensuring a good lubrication environment inside the engine, and extending the service life of the engine.

[0059] For the tensioner mounting base 6, by integrating the tensioner mounting base 6 onto the housing 1, the ease of installation is greatly improved. This avoids the previous problem of having to accurately locate the relative position of the independent tensioner mounting base 6 with the housing 1 and other related components, which was cumbersome and prone to installation errors. With the integrated tensioner, the installation position is precisely determined on the housing 1. The installer only needs to assemble it according to the pre-set mounting base on the housing 1, which greatly improves the installation efficiency and accuracy and reduces the abnormal operation of the tensioner caused by improper installation.

[0060] like Figure 1 As shown, in some embodiments of this application, the tensioner mounting base 6 is provided with weight reduction holes 61, which reduces the weight of the timing cover assembly 100. For a vehicle, reducing this weight helps to reduce the overall vehicle mass. During vehicle operation, lighter engine components can reduce vehicle inertia, making the vehicle more agile during acceleration, deceleration, and steering. Moreover, the reduction in vehicle mass can also reduce fuel consumption to some extent and improve fuel economy.

[0061] In some other embodiments of this application, the crankshaft oil seal seat 5 is provided with annular reinforcing ribs 33 on its edge, which can enhance the structural strength of the crankshaft oil seal seat 5 and prevent mud and sand from entering the crankshaft oil seal.

[0062] It should be noted that, as Figure 5-7 As shown, after adding the damping rib 2, the 3500Hz mode of the sound insulation zone 11 of the timing cover assembly 100 is eliminated. The vibration response changes from a large peak of about 3500Hz to two smaller peaks of about 3100Hz and 3700Hz. The energy dispersion is reduced, and the vibration mode is mainly manifested as the vibration displacement of the damping structure. The vibration energy of the sound insulation zone 11 is reduced, achieving a significant vibration reduction effect.

[0063] The vehicle according to an embodiment of this application is briefly described below.

[0064] The vehicle according to the embodiments of this application includes the timing cover assembly 100 of any of the above embodiments. Since the vehicle according to this embodiment is provided with the timing cover assembly 100 of any of the above embodiments, the vehicle according to this application has a timing cover assembly 100 with good vibration damping performance. By setting the vibration damping ribs 2 in the sound insulation zone 11, the timing cover assembly 100 effectively reduces the transmission of vibrations generated by the sprocket 7 and chain 8 into the vehicle, allowing passengers to experience a quieter driving environment and improving the acoustic quality of the vehicle. Due to the improved vibration damping performance of the timing cover assembly 100, the vibration amplitude generated by the vehicle engine due to resonance is reduced. For the sprocket 7 and chain 8, a stable working environment helps to extend the service life of the sprocket 7 and chain 8, avoiding problems such as chain 8 loosening and sprocket 7 wear caused by excessive vibration. Through the absorption of vibration and the enhancement of modes by the vibration damping ribs 2, the sprocket 7 and chain 8 can work in a relatively stable state, reducing maintenance costs and failure risks.

[0065] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0066] In the description of this application, "first feature" and "second feature" may include one or more of the features.

[0067] In the description of this application, "multiple" means two or more.

[0068] In the description of this application, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or the first and second features being in contact through another feature between them.

[0069] In the description of this application, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicate that the first feature is at a higher horizontal level than the second feature.

[0070] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0071] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A timing cover assembly for a vehicle, wherein a sprocket (7) is disposed at the front end of the engine and a chain (8) is wound around the sprocket (7), characterized in that, The timing cover assembly (100) includes: Housing (1), the housing (1) is covered on the front end of the engine, and a sound insulation area (11) is formed on the housing (1) facing the sprocket (7); Vibration damping rib (2) is disposed on the side of the housing (1) facing the front end of the engine and within the sound insulation zone (11). The vibration damping rib (2) defines a storage space within the sound insulation zone (11) for accommodating the sprocket (7) and the chain (8).

2. The timing cover assembly for a vehicle according to claim 1, characterized in that, The damping ribs (2) are configured to be at least a plurality of spaced apart on the outer periphery of the sprocket (7), and the storage space is defined between the plurality of damping ribs (2); Each of the vibration damping ribs (2) extends along at least a portion of the outer contour of the sprocket (7) and / or the chain (8).

3. The timing cover assembly for a vehicle according to claim 2, characterized in that, Each of the damping ribs (2) has a first reinforcing rib (21) formed on the sidewall opposite to the sprocket (7) or chain (8), and the first reinforcing rib (21) is connected to the housing (1).

4. The timing cover assembly for a vehicle according to claim 3, characterized in that, The damping rib (2) is constructed as an arc-shaped rib that surrounds at least part of the outer periphery of the sprocket (7), and the first reinforcing rib (21) is disposed on the outer peripheral wall of the damping rib (2) and is constructed as an arc-shaped protrusion that protrudes radially outward.

5. The timing cover assembly for a vehicle according to claim 1, characterized in that, The housing (1) has a second reinforcing rib (3) formed on the side surface facing the front end of the engine. The thickness of the damping rib (2) is H1, and the thickness of the second reinforcing rib (3) is H2, and the following condition is met: 1.3≤H1 / H2≤1.

5.

6. The timing cover assembly for a vehicle according to claim 5, characterized in that, The outer periphery of the housing (1) is provided with a plurality of first holes (12) spaced apart, and a first mounting hole (121) is formed in the first hole (12). The surface of the housing (1) facing the front end of the engine is provided with a second hole (13), and a second mounting hole (131) is provided in the second hole (13). in The second reinforcing rib (3) includes: The first sub-reinforcing rib (31) has two ends connected to two spaced first holes (12); The second reinforcing rib (32) is connected at both ends to the first hole (12) and the second hole (13), respectively.

7. The timing cover assembly for a vehicle according to claim 6, characterized in that, The second reinforcing rib (3) also includes: An annular reinforcing rib (33) is provided on the surface of the housing (1) facing the front end of the engine. The annular reinforcing rib (33) is connected to a plurality of first sub-reinforcing ribs (31) arranged circumferentially.

8. The timing cover assembly for a vehicle according to claim 1, characterized in that, It also includes a reinforcing member (4), which protrudes from the side surface of the housing (1) away from the front end of the engine, and at least a portion of the reinforcing member (4) overlaps with the sound insulation area (11) in the thickness direction of the housing (1).

9. The timing cover assembly for a vehicle according to claim 1, characterized in that, The housing (1) integrates a crankshaft oil seal seat (5) and / or a tensioner mounting seat (6).

10. A vehicle, characterized in that, Includes the timing cover assembly (100) as described in any one of claims 1-9.

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