Crankshaft torsion damper for automobile engine

Abstract

The utility model relates to the technical field of shock absorbers, and discloses a crankshaft torsion shock absorber for an automobile engine, which is used for a new energy extended-range hybrid engine and comprises a hub, a rubber ring and an inertia ring. The resonant frequency of the crankshaft is reduced through the inherent frequency of the TVD, so that torsional vibration of the engine crankshaft is reduced, and the NVH performance of the engine is improved. The whole device is arranged in an engine housing, the TVD is installed at the end of the crankshaft and attached to the end face of the timing chain wheel, the overall shaft diameter of the engine crankshaft and the TVD can be effectively shortened, the vibration condition of the crankshaft can be effectively reduced through shortening of the crankshaft, and the NVH effect of an engine is better. In addition, due to the sealing effect of the engine housing, the noise condition caused by the crankshaft torsion damper in the whole engine can be effectively reduced. And finally, as the whole device is arranged in the engine housing, the original crankshaft oil hole in the engine housing can be canceled from being sealed, an oil seal does not need to be arranged, and the possibility of oil leakage can be effectively avoided.

Description

Technical Field

[0001] This utility model relates to the field of vibration damper technology, specifically to a crankshaft torsional vibration damper for automobile engines. Background Technology

[0002] When the engine is running, the reciprocating motion of the piston is converted into the rotational motion of the crankshaft via the connecting rod. However, because cylinder ignition is intermittent (especially in four-cylinder and six-cylinder engines), the crankshaft is subjected to periodic torque impacts, resulting in torsional vibration. The hazards include: long-term torsional vibration leading to crankshaft fatigue fracture; affecting the accuracy of the timing system (such as timing belts / chains), causing incorrect valve timing; and being transmitted to the transmission system, causing problems such as gearbox gear impact and vehicle vibration.

[0003] A crankshaft torsional vibration damper (also known as a torsional vibration damper or harmonic vibration damper, abbreviated as TVD) is a device installed at the front end of the engine crankshaft (usually integrated with a pulley) to suppress torsional vibration of the crankshaft, protect critical engine components, and improve NVH (noise, vibration, and harshness) performance.

[0004] Existing automotive engine crankshaft torsional vibration dampers are installed at the front end of the crankshaft and located outside the engine cover. Their main functions include: ① reducing crankshaft torsional vibration and improving engine NVH performance; ② the drive pulley drives the belt to drive other pulley systems, ensuring the normal operation of components such as water pumps, air conditioners, and power steering pumps.

[0005] Because the TVD is installed outside the engine cover, the existing crankshaft torsional vibration damper has the following shortcomings: ① It occupies a large space and needs to be avoided in the overall vehicle layout; ② The external crankshaft torsional vibration damper lacks obstruction and has a relatively large noise level; ③ Since the crankshaft needs to pass through the engine cover to connect and install the crankshaft torsional vibration damper, the passage is sealed with an oil seal, which may fail and poses a risk of oil leakage. Utility Model Content

[0006] The technical problem solved by this utility model is:

[0007] Existing crankshaft torsional vibration dampers for automobile engines have the following shortcomings: ① They occupy a relatively large space because they are located outside the engine, requiring the crankshaft torsional vibration damper to be avoided during vehicle layout; ② The external crankshaft torsional vibration damper lacks insulation, resulting in relatively high noise; ③ The crankshaft needs to pass through the engine housing to connect and install the crankshaft torsional vibration damper, and the passage relies on an oil seal for sealing, which may fail, posing a risk of oil leakage.

[0008] To address the aforementioned issues, this invention improves upon existing automotive engine crankshaft torsional vibration dampers, making them suitable for new energy range-extended and hybrid engines. By integrating the crankshaft torsional vibration damper into the engine cover, the TVD (Total Volt Dissipation Damper) achieves better reduction of crankshaft torsional vibration and NVH (Noise, Vibration, and Harshness) performance, while allowing for a more compact engine placement within the vehicle.

[0009] The objective of this utility model can be achieved through the following technical solutions:

[0010] A crankshaft torsional vibration damper for automotive engines, specifically for new energy range-extended and hybrid engines, comprising:

[0011] The hub is located inside the engine cover and is coaxially fixed to the end of the engine crankshaft, with one side of the hub in contact with the end face of the timing sprocket.

[0012] A rubber ring, which is coaxially arranged with the wheel hub and fixedly sleeved on the outside of the wheel hub;

[0013] An inertia ring is coaxially arranged with the hub and fixedly sleeved on the outside of the rubber ring.

[0014] In one embodiment of this utility model: the hub and the rubber ring, and the rubber ring and the inertia ring are all interference fits.

[0015] In one embodiment of this utility model: the outer side of the wheel hub is recessed to form a first positioning groove, the first positioning groove is arranged along the circumference of the wheel hub, and the inner wall of the rubber ring is provided with a first positioning protrusion that cooperates with the first positioning groove.

[0016] In one embodiment of this utility model: the outer side of the rubber ring is recessed to form a second positioning groove, the second positioning groove is arranged along the circumference of the hub, and the inner wall of the inertia ring is provided with a second positioning protrusion that matches the second positioning groove.

[0017] In one embodiment of this utility model: the wheel hub includes an integral support ring and a support plate, and the support plate is connected to one end of the support ring.

[0018] In one embodiment of this utility model: the support plate is provided with mounting holes that match the outer diameter of the crankshaft.

[0019] In one embodiment of this utility model: a positioning step is provided on the outer side of the mounting hole.

[0020] In one embodiment of this utility model: the support plate is provided with weight-reducing holes, and a plurality of weight-reducing holes are evenly distributed around the mounting hole.

[0021] In one embodiment of this utility model, the rubber ring is made of HNBR material.

[0022] In one embodiment of this utility model, the inertia ring is made of 20# steel.

[0023] The crankshaft torsional vibration damper for automobile engines according to this utility model has at least one of the following technical effects:

[0024] The crankshaft torsional vibration damper provided in this application is used in new energy range-extended and hybrid engines. It reduces the crankshaft resonance frequency by lowering the natural frequency of the TVD (torsional damper), thereby reducing crankshaft torsional vibration and improving engine NVH performance. The entire device is housed inside the engine cover, allowing for space to be provided in the corresponding location within the engine cover for installation. Mounting the TVD at the crankshaft end, in close contact with the timing sprocket end face, effectively shortens the overall shaft diameter of the engine crankshaft and TVD. This shortening of the crankshaft effectively reduces vibration, resulting in better engine NVH performance. Furthermore, the enclosed effect of the engine cover effectively reduces noise from the crankshaft torsional vibration damper within the engine. Finally, because the entire device is housed inside the engine cover, the original crankshaft oil holes on the cover can be eliminated, removing the need for oil seals and effectively preventing oil leakage. Moreover, placing the crankshaft torsional vibration damper inside the engine contributes to improved vehicle layout compactness.

[0025] Additional aspects and advantages of this invention 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 the invention. Attached Figure Description

[0026] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood in conjunction with the following description of the embodiments with reference to the accompanying drawings. Obviously, the drawings described below are merely some embodiments of this utility model, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. Wherein:

[0027] Figure 1 This is a schematic diagram of the structure of a crankshaft torsional vibration damper for automobile engines that is fitted with an engine cover according to this utility model;

[0028] Figure 2 This is a three-dimensional exploded structural diagram of a crankshaft torsional vibration damper for an automobile engine according to the present invention;

[0029] Figure 3 This is a schematic diagram of the overall structure of a crankshaft torsional vibration damper for an automobile engine according to the present invention;

[0030] Figure 4This utility model relates to a crankshaft torsional vibration damper for automobile engines. Figure 3 A schematic diagram of the mid-section.

[0031] The attached diagram is labeled as follows: 1. Wheel hub; 2. Engine cover; 3. Rubber ring; 4. Inertia ring. Detailed Implementation

[0032] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0033] Please see Figure 1-4 This utility model relates to a crankshaft torsional vibration damper for automobile engines, specifically for new energy range-extended and hybrid engines. It includes a hub 1, a rubber ring 3, and an inertia ring 4. The hub 1 is located inside the engine housing 2 and coaxially fixed to the end of the engine crankshaft. One side of the hub 1 is in contact with the end face of the timing sprocket. The hub 1 is used for mounting and connecting to the crankshaft and provides support for the outer ring structure.

[0034] Please see Figure 1-4 In one embodiment of this utility model, the hub 1 may include an integral support ring and a support plate. Specifically, the support plate has mounting holes that match the outer diameter of the crankshaft. The support plate, i.e., the hub 1, is fitted onto the end of the crankshaft through the mounting holes and then locked using a locking element such as a nut. The support plate may be fixedly connected to one end of the support ring, and / or the support plate may be tilted, i.e., the middle of the support plate is tilted towards the side closer to the timing sprocket during installation. This creates a certain space on the side of the support plate away from the timing sprocket to accommodate the locking element, thereby making the overall layout more compact.

[0035] Please see Figure 1-4In one embodiment of this utility model, a positioning step is provided on the side of the support plate near the timing sprocket during installation, and the positioning step is located outside the mounting hole. By providing the positioning step, it can be positioned and engaged with the main shaft during installation. Specifically, a corresponding annular step structure can be provided on the main shaft for engagement. Alternatively, engagement can be achieved through a shaft shoulder. Weight-reducing holes can be provided on the support plate, with multiple weight-reducing holes evenly distributed around the mounting hole. A reinforcing rib is formed between two adjacent weight-reducing holes. The reinforcing rib ensures the overall strength of the wheel hub 1. The weight-reducing holes reduce the overall weight of the wheel hub 1. Simultaneously, the rotational inertia of the entire shock absorber can be adjusted by the weight-reducing holes, thereby adapting to the frequency of the engine crankshaft.

[0036] Please see Figure 1-4 In one embodiment of this utility model, the rubber ring 3 is coaxially arranged with the hub 1, that is, coaxially arranged with the crankshaft, and fixedly sleeved on the outside of the hub 1; similarly, the inertia ring 4 is coaxially arranged with the hub 1 and fixedly sleeved on the outside of the rubber ring 3. The hub 1 and the rubber ring 3, and the rubber ring 3 and the inertia ring 4, are all interference-fitted to achieve a fixed connection between the three. The elastic deformation of the rubber absorbs torsional vibration energy, and the inertial force of the inertia ring cancels out the vibration.

[0037] Please see Figure 1-4 In one embodiment of this utility model, the outer side of the hub 1 can be recessed to form a first positioning groove, which is arranged circumferentially around the hub 1. The inner wall of the rubber ring 3 is provided with a first positioning protrusion that mates with the first positioning groove. Correspondingly, the outer side of the rubber ring 3 can be recessed to form a second positioning groove, which is arranged circumferentially around the hub 1. The inner wall of the inertia ring 4 is provided with a second positioning protrusion that matches the second positioning groove. By providing positioning grooves and positioning protrusions, axial positioning of the hub 1 and the rubber ring 3, and the rubber ring 3 and the inertia ring 4, is achieved, preventing movement. The positioning groove can be a groove structure that surrounds the axis of the hub 1, or it can be a multiple groove structure arranged circumferentially around the axis of the hub 1. It can be set in one circle around the hub 1, or multiple circles can be set side by side, thereby strengthening the fit and positioning effect. The material of the rubber ring 3 can be HNBR, so that the rubber ring 3 can fully absorb torsional vibration energy through elastic deformation and can withstand the corrosive environment of the engine oil inside the engine cover 2. The inertia ring 4 can be made of 20# steel. The inertia ring 4 made of 20# steel has a high density and small volume, which can not only counteract vibration but also contribute to the compact layout of the engine.

[0038] The working principle of this utility model:

[0039] With the rapid development of new energy vehicles, in addition to pure electric vehicles, models such as range-extended and hybrid vehicles still have engines and torque converters (TVDs). However, the engine water pump, air conditioner, and power steering pump are electrically driven, and the TVD function only needs to reduce crankshaft torsional vibration and improve engine NVH performance. The crankshaft torsional vibration damper provided in this application is used in new energy range-extended and hybrid engines. It reduces the crankshaft resonance frequency by lowering the natural frequency of the TVD, thereby reducing crankshaft torsional vibration and improving engine NVH performance. The entire device is set inside the engine cover 2, and space can be provided at the corresponding position in the engine cover 2 for installing the crankshaft torsional vibration damper. By mounting the TVD at the crankshaft end and in close contact with the timing sprocket end face, the overall shaft diameter of the engine crankshaft and TVD can be effectively shortened. The shortening of the crankshaft can effectively reduce its vibration, resulting in better engine NVH performance. Furthermore, due to the sealing effect of the engine cover 2, the noise caused by the crankshaft torsional vibration damper in the entire engine can be effectively reduced. Finally, since the entire device is located inside the engine cover 2, the original crankshaft oil hole on the engine cover 2 can be eliminated and sealed, eliminating the need for an oil seal and effectively preventing oil leakage. Furthermore, placing the crankshaft torsional damper inside the engine helps improve the compactness of the overall vehicle layout.

[0040] The foregoing has provided a detailed description of one embodiment of the present invention, but the description is merely a preferred embodiment and should not be construed as limiting the scope of the present invention. All equivalent variations and improvements made within the scope of the claims of the present invention should still fall within the scope of the claims of the present invention.

[0041] In the description of this utility model, it should be noted that the terms "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of this utility model is in use. They are used only for the convenience of describing this utility model and for 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. Therefore, they should not be construed as limitations on this utility model. Furthermore, the terms "first," "second," and "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0042] In the description of this utility model, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0043] In the description of this utility model, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set" and "connection" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

Claims

1. A crankshaft torsional damper for an automotive engine, characterized by, A new energy range extender and hybrid engine, comprising: a hub coaxially fixedly installed inside an engine cover and at an end of a crankshaft of the engine, one side of the hub abutting an end face of a timing sprocket; a rubber ring coaxially arranged with the hub and fixedly sleeved outside the hub; an inertia ring coaxially arranged with the hub and fixedly sleeved outside the rubber ring.

2. A crankshaft torsional damper for an automotive engine according to claim 1, characterized in that, The hub and the rubber ring, and the rubber ring and the inertia ring are in interference fit.

3. A crankshaft torsional damper for an automotive engine according to claim 1, wherein A first positioning recess is concave in an outer side of the hub, the first positioning recess is arranged along a circumference of the hub, and a first positioning protrusion is arranged on an inner wall of the rubber ring and matches the first positioning recess.

4. A crankshaft torsional damper for an automotive engine according to claim 1, characterized in that, A second positioning recess is concave in an outer side of the rubber ring, the second positioning recess is arranged along the circumference of the hub, and a second positioning protrusion is arranged on an inner wall of the inertia ring and matches the second positioning recess.

5. A crankshaft torsional damper for an automotive engine according to claim 1, wherein The hub comprises a support ring and a support plate in an integrated structure, and the support plate is connected to one end of the support ring.

6. A crankshaft torsional damper for an automotive engine according to claim 5 wherein, An installation hole matching an outer diameter of the crankshaft is arranged on the support plate.

7. A crankshaft torsional damper for an automotive engine according to claim 6 wherein, A positioning step is arranged outside the installation hole.

8. A crankshaft torsional damper for an automotive engine according to claim 7, characterized in that, A weight-reducing hole is arranged on the support plate, and a plurality of the weight-reducing holes are evenly arranged around the installation hole.

9. A crankshaft torsional damper for an automotive engine according to claim 1, wherein The rubber ring is made of HNBR.

10. The crankshaft torsional damper for an automotive engine according to claim 1, characterized by, The inertia ring is made of 20# steel.

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