Crankshaft shock absorber shell, crankshaft shock absorber assembly, engine and vehicle
By setting heat dissipation grooves and turbulence protrusions in the heat dissipation base of the crankshaft damper housing, the problems of low heat dissipation efficiency and high wind resistance in the prior art are solved, achieving more efficient heat dissipation and reduced wind resistance, thereby improving engine fuel economy and vehicle operating efficiency.
Patent Information
- Application Number
- CN202520185090.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-02-06
- Publication Date
- 2026-02-24
- Estimated Expiration
- 2035-02-06
AI Technical Summary
The existing crankshaft damper housing has low heat dissipation efficiency, which leads to increased wind resistance during operation and affects the engine's friction work and vibration reduction effect.
Heat dissipation grooves are provided at the heat dissipation base of the shell and cover, and turbulence protrusions are formed between adjacent grooves. The turbulence protrusions are used to stir the air to reduce wind resistance while maintaining good heat dissipation effect.
The design of the turret protrusion reduces the wind resistance of the crankshaft damper housing, improves heat dissipation efficiency, reduces engine friction power consumption, improves fuel economy, and reduces vehicle operating costs.
Smart Images
Figure CN223938562U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of engine technology, and in particular to a crankshaft damper housing, a crankshaft damper assembly, an engine, and a vehicle. Background Technology
[0002] Due to the unique structure of the crankshaft, torsional vibrations occur during crankshaft rotation. These vibrations are typically absorbed by installing crankshaft vibration dampers. Commonly used crankshaft vibration damper structures include silicone oil dampers, silicone oil spring dampers, or silicone oil rubber dampers. These dampers convert the energy of the crankshaft's torsional vibrations into heat in the internal damping components, which is then dissipated through the damper's housing. However, because the damper housing has low heat dissipation efficiency, the performance of the internal damping components deteriorates after heating, thus reducing the vibration damping effect on the crankshaft.
[0003] To address this, existing technologies typically employ welding fins onto the outer casing to increase the heat dissipation area, thereby ensuring the casing's heat dissipation efficiency and maintaining vibration damping for the crankshaft. However, the addition of fins increases the contact area between the damper casing and the air, leading to increased rotational wind resistance during operation and increased engine friction. Utility Model Content
[0004] The purpose of this utility model is to provide a crankshaft damper housing, a crankshaft damper assembly, an engine, and a vehicle to solve the problem of high wind resistance in existing finned crankshaft damper housings during operation.
[0005] This utility model provides a crankshaft vibration damper housing, including a housing and a cover plate. The housing and the cover plate are fastened and fixedly connected to form the crankshaft vibration damper housing. Both the housing and the cover plate are provided with a heat dissipation base. Multiple heat dissipation grooves are provided on the heat dissipation base of the housing and / or the cover plate. A turbulence protrusion is formed between every two adjacent heat dissipation grooves. The turbulence protrusion protrudes out of the heat dissipation base in a direction towards the outside of the heat dissipation base. The upper surfaces of the multiple turbulence protrusions are flush.
[0006] As a preferred technical solution for the crankshaft damper housing, the heat dissipation slot includes a side wall and a bottom wall. The two side walls of two adjacent heat dissipation slots form a turbulence protrusion. The bottom of the side wall is connected to the bottom wall with a rounded corner, and the top of the side wall is connected to the top rounded corner of the turbulence protrusion.
[0007] As a preferred technical solution for the crankshaft damper housing, the side walls and bottom walls are set at obtuse angles.
[0008] As a preferred technical solution for the crankshaft damper housing, the sidewall includes a windward wall and a windproof wall. The windward wall is located on the windward side when the heat dissipation base rotates in a first direction, and the windproof wall is located on the windproof side when the heat dissipation base rotates in a first direction. The first direction is the rotation direction of the crankshaft, and the angle between the windward wall and the bottom wall is greater than the angle between the windproof wall and the bottom wall.
[0009] As a preferred technical solution for the crankshaft damper housing, the sidewall includes a windward wall and a windproof wall. The windward wall is located on the side facing the wind when the heat dissipation base rotates in a first direction, and the windproof wall is located on the side sheltered from the wind when the heat dissipation base rotates in a first direction. The first direction is the rotation direction of the crankshaft, and the windward wall is configured as a concave arc-shaped structure.
[0010] As a preferred technical solution for crankshaft damper housings, the depth of the heat dissipation grooves is less than or equal to the thickness of the heat dissipation base.
[0011] As a preferred technical solution for the crankshaft damper housing, the heat dissipation groove is hexagonal, square, rectangular or circular in shape.
[0012] This utility model provides a crankshaft vibration damper assembly, including a vibration damping component and a crankshaft vibration damper housing according to any of the above-mentioned schemes. The vibration damping component is installed inside the crankshaft vibration damper housing, and the crankshaft vibration damper housing is used to dissipate heat from the vibration damping component.
[0013] This utility model provides an engine, including a crankshaft and a crankshaft damper assembly as described above, wherein the crankshaft damper assembly is fixedly connected to the crankshaft.
[0014] This utility model provides a vehicle that includes the engine described above.
[0015] The beneficial effects of this utility model are as follows:
[0016] This utility model provides a crankshaft vibration damper housing. By setting heat dissipation grooves on the heat dissipation base of the housing and / or cover plate, and forming turbulence protrusions between adjacent heat dissipation grooves, multiple turbulence protrusions are formed between multiple heat dissipation grooves. The upper surfaces of the multiple turbulence protrusions are set flush. During operation, the turbulence protrusions agitate the air. Since the air at the turbulence protrusions moves first, the air velocity at the turbulence protrusions is greater than the air velocity in the heat dissipation grooves. Therefore, a negative pressure is formed in the heat dissipation grooves. Under the action of negative pressure, the hot air in the heat dissipation grooves is drawn away. At the same time, the negative pressure can also reduce the airflow adhesion between the air and the surface of the heat dissipation groove wall, thereby reducing the frictional resistance between the air and the outer surface of the crankshaft vibration damper housing. This ensures the heat dissipation capacity of the crankshaft vibration damper housing while reducing the wind resistance during operation.
[0017] This utility model provides a crankshaft vibration damper assembly. By setting the crankshaft vibration damper housing in this utility model, the operating wind resistance of the crankshaft vibration damper assembly is reduced.
[0018] This invention provides an engine in which the frictional work is reduced and fuel economy is improved by incorporating a crankshaft damper assembly.
[0019] This invention provides a vehicle that reduces operating costs by incorporating an engine. Attached Figure Description
[0020] Figure 1 This is a front view of the crankshaft damper housing when the heat dissipation groove is hexagonal in the embodiment of this utility model;
[0021] Figure 2 This is a front view of the crankshaft damper housing when the heat dissipation groove is square in the embodiment of this utility model;
[0022] Figure 3 This is a front view of the crankshaft damper housing when the heat dissipation groove is circular in an embodiment of this utility model;
[0023] Figure 4 This is a cross-sectional view of the heat dissipation groove of the crankshaft damper in Embodiment 1 of this utility model;
[0024] Figure 5 This is a cross-sectional view of the crankshaft damper heat dissipation groove in Embodiment 2 of this utility model;
[0025] Figure 6 This is a cross-sectional view of the crankshaft damper heat dissipation groove in Embodiment 3 of this utility model.
[0026] In the picture:
[0027] 100. Heat dissipation base;
[0028] 1. Heat dissipation groove; 11. Side wall; 111. Windward wall; 112. Windproof wall; 12. Bottom wall; 2. Turbidity protrusion. Detailed Implementation
[0029] The technical solution of this utility model will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.
[0030] In the description of this utility model, it should be noted that the terms "center," "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. 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" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The terms "first position" and "second position" refer to two different positions. Moreover, "above," "on top of," and "over" the first feature in relation to the second feature includes the first feature directly above and diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "under," and "below" the first feature in relation to the second feature includes the first feature directly below and diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.
[0031] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" 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; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.
[0032] The embodiments of this utility model 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 utility model, and should not be construed as limiting this utility model.
[0033] Example 1
[0034] like Figures 1-4As shown, this utility model provides a crankshaft vibration damper housing, which includes a shell and a cover plate. An opening is provided on one side of the shell, and the cover plate is fastened to the opening of the shell and welded to it. Both the cover plate and the shell have openings at their centers for connection to the engine crankshaft. The cover plate and the shell are fastened together and welded to form the crankshaft vibration damper housing. Both the shell and the cover plate are provided with heat dissipation bases 100, i.e., heat dissipation bases 100 are located on both sides along the axial direction of the crankshaft vibration damper housing. Multiple heat dissipation grooves 1 are provided on the heat dissipation bases 100 of the shell and / or the cover plate. The heat dissipation grooves 1 can be provided only on the shell, only on the cover plate, or multiple heat dissipation grooves 1 on both the shell and the cover plate. The multiple heat dissipation grooves 1 are arranged in a certain pattern on the heat dissipation bases 100, for example, the arrangement can be multiple heat dissipation grooves 1 arranged in a matrix or in a circular array. A turbulence protrusion 2 is formed between every two adjacent heat dissipation grooves 1, thus forming multiple turbulence protrusions 2. The turbulence protrusions 2 protrude from the heat dissipation base 100 in a direction facing outward from the heat dissipation base 100. For example, the turbulence protrusions 2 located on the heat dissipation base 100 of the housing protrude in a direction away from the outer side of the housing and away from the cover plate, while the turbulence protrusions 2 located on the heat dissipation base 100 of the cover plate protrude in a direction away from the outer side of the cover plate and away from the housing. The turbulence protrusions 2 are used to agitate the air outside the crankshaft damper when the crankshaft damper housing rotates. Therefore, the upper surfaces of the multiple turbulence protrusions 2 are flush to avoid additional wind resistance. The rotation direction of the crankshaft damper housing in this embodiment is shown in [reference needed]. Figures 1-3 The rotation direction is indicated by the mark 'r'. Furthermore, compared to the finned shell structure, the crankshaft damper shell in this embodiment is smaller and lighter, thus contributing to weight reduction.
[0035] Furthermore, such as Figure 4 As shown, the heat dissipation trough 1 includes a side wall 11 and a bottom wall 12. The two side walls 11 of two adjacent heat dissipation troughs 1 form a turbulence protrusion 2. The bottom of the side wall 11 is rounded to connect with the bottom wall 12 to avoid stress concentration at the connection point. The top of the side wall 11 is rounded to connect with the top of the turbulence protrusion 2. This rounded connection creates a sharp angle at the connection point, increasing local wind resistance. The side walls 11 and bottom wall 12 of the heat dissipation trough 1 can be perpendicular or at an obtuse angle. In this embodiment, the side wall 11 and the bottom wall 12 are set at an obtuse angle. On the one hand, after the side wall 11 and the bottom wall 12 are set at an obtuse angle, the air inside the heat dissipation groove 1 is more easily driven out of the heat dissipation groove 1 by the airflow at the top of the turbulence protrusion 2, resulting in better heat dissipation. On the other hand, the shell and the cover plate in this embodiment can be formed by casting or by milling. For the shell and the cover plate formed by casting, setting the bottom wall 12 and the side wall 11 of the heat dissipation groove 1 at an obtuse angle can provide a draft angle after casting, which is convenient for demolding.
[0036] Furthermore, to balance good heat dissipation and low wind resistance, the depth of the heat dissipation groove 1 in this embodiment is set to be less than the thickness of the heat dissipation base 100. When the heat dissipation groove 1 is shallow, the improvement in heat dissipation effect is not significant; when the heat dissipation groove 1 is deep, the increase in wind resistance during operation is more significant. For example, the ratio of the depth of the heat dissipation groove 1 to the thickness of the heat dissipation base 100 in this embodiment can be 1, 0.9, 0.8, 0.7, 0.6, or 0.5. Those skilled in the art can determine the depth of the heat dissipation groove 1 and the thickness of the heat dissipation base 100 according to actual needs.
[0037] Optionally, the shape of the heat dissipation slot 1 can be a regular polygon, such as a hexagon, rectangle, or square; it can also be circular. When the shape of the heat dissipation slot 1 is set to hexagonal, please refer to... Figure 1 As shown, the hexagonal heat dissipation slot 1 has three wind-facing walls 111 and three wind-shielding walls 112. When the shape of the heat dissipation slot 1 is set to square, please refer to... Figure 2 As shown, the square-shaped heat dissipation slot 1 has two wind-facing walls 111 and two wind-shielding walls 112. When the shape of the heat dissipation slot 1 is circular, please refer to... Figure 3 As shown, part of the circular heat dissipation slot 1 is a windward wall 111, and the other part is a windproof wall 112. In this embodiment, the shape of the heat dissipation slot 1 is preferably set as a regular hexagon, so as to ensure the heat dissipation effect and reduce wind resistance, while also suppressing the noise during operation, thereby helping to improve the engine's NVH performance.
[0038] Example 2
[0039] To avoid redundancy caused by repeated descriptions, this embodiment will only describe the differences from Embodiment 1. The difference between this embodiment and Embodiment 1 is that the angle between the windward wall 111 and the bottom wall 12 in this embodiment is greater than the angle between the windproof wall 112 and the bottom wall 12.
[0040] Specifically, please refer to Figure 5As shown, the angle between the windward wall 111 and the bottom wall 12 is greater than the angle between the windproof wall 112 and the bottom wall 12. By further increasing the angle between the windward wall 111 and the bottom wall 12, the resistance between the windward wall 111 and the air is reduced during operation. The air in the heat dissipation trough 1 leaves the heat dissipation trough 1 under the action of negative pressure, while new air is replenished into the heat dissipation trough 1 along the windward wall 111. As the angle between the windward wall 111 and the bottom wall 12 increases, the air can enter the heat dissipation trough 1 more fully, thereby further improving the heat dissipation effect of the heat dissipation trough 1. Optionally, the included angle between the windward wall 111 and the bottom wall 12 can be 100°, 101°, 102°, 103°, 104°, 105°, 106°, 107°, 108°, 109°, 110°, 111°, 112°, 113°, 114°, 115°, 116°, 117°, 118°, 119°, or 120°. In this embodiment, the included angle between the windward wall 111 and the bottom wall 12 is preferably 112°. Correspondingly, the included angle between the windproof wall 112 and the bottom wall 12 can be 95°, 96°, 97°, 98°, 99°, 100°, 101°, 102°, 103°, 104°, or 105°. In this embodiment, the included angle between the windproof wall 112 and the bottom wall 12 is preferably 101°.
[0041] Example 3
[0042] To avoid redundancy caused by repeated descriptions, this embodiment will only describe the differences from Embodiment 1. The difference between this embodiment and Embodiment 1 is that the windward wall 111 in this embodiment is set as a concave arc-shaped structure.
[0043] Please refer to Figure 6 As shown, the windward wall 111 is configured as a concave arc-shaped structure, meaning its surface is a concave arc-shaped surface. Its lower end connects to the bottom wall 12 with a rounded corner, and its upper end connects to the top rounded corner of the turbulence protrusion 2. By configuring the windward wall 111 as a concave arc-shaped structure, fresh air can more easily enter the heat dissipation trough 1 during operation, thus improving the heat dissipation effect. Simultaneously, at any position, a plane tangent to the surface of the concave arc-shaped windward wall 111 forms an angle with the surface of the bottom wall 12 that is greater than the angle between the windbreak wall 112 and the bottom wall 12, further ensuring that fresh air can enter the heat dissipation trough 1 more fully and smoothly.
[0044] This utility model provides a crankshaft vibration damper assembly, including a damping component and a crankshaft vibration damper housing as described in this embodiment. The damping component is installed inside the crankshaft vibration damper housing, which is used for heat dissipation of the damping component. By providing the crankshaft vibration damper housing in this embodiment, the operating wind resistance of the crankshaft vibration damper assembly is reduced. Specifically, the crankshaft vibration damper assembly in this embodiment is a silicone oil vibration damper.
[0045] This invention provides an engine, including a crankshaft and a crankshaft damper assembly as described in this embodiment. The crankshaft damper assembly is fixedly connected to the crankshaft and is used to suppress torsional vibration of the crankshaft. By providing the crankshaft damper assembly in this embodiment, the engine's frictional work is reduced, improving fuel economy.
[0046] This utility model provides a vehicle, including the engine in this embodiment, which reduces the vehicle's operating costs by incorporating the engine in this embodiment.
[0047] Obviously, the above embodiments of this utility model are merely examples for clearly illustrating the present utility model, and are not intended to limit the implementation of the present utility model. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this utility model should be included within the protection scope of the claims of this utility model.
Claims
1. A crankshaft vibration damper housing, comprising a housing and a cover plate, the housing and the cover plate being snapped together and fixedly connected to form a crankshaft vibration damper housing, both the housing and the cover plate being provided with a heat dissipation base (100), characterized in that, The heat dissipation base (100) of the housing and / or the cover plate is provided with a plurality of heat dissipation grooves (1), and a turbulence protrusion (2) is formed between every two adjacent heat dissipation grooves (1). The turbulence protrusion (2) protrudes out of the heat dissipation base (100) in the direction of the outside of the heat dissipation base (100), and the upper surfaces of the plurality of turbulence protrusions (2) are flush.
2. The crankshaft damper housing according to claim 1, characterized in that, The heat dissipation groove (1) includes a side wall (11) and a bottom wall (12). The two side walls (11) of two adjacent heat dissipation grooves (1) form a turbulence protrusion (2). The bottom of the side wall (11) is connected to the bottom wall (12) with a rounded corner, and the top of the side wall (11) is connected to the top rounded corner of the turbulence protrusion (2).
3. The crankshaft damper housing according to claim 2, characterized in that, The sidewall (11) and the bottom wall (12) are set at an obtuse angle.
4. The crankshaft damper housing according to claim 3, characterized in that, The sidewall (11) includes a windward wall (111) and a windproof wall (112). The windward wall (111) is located on the windward side when the heat dissipation base (100) rotates in a first direction, and the windproof wall (112) is located on the windproof side when the heat dissipation base (100) rotates in the first direction. The first direction is the rotation direction of the crankshaft. The angle between the windward wall (111) and the bottom wall (12) is greater than the angle between the windproof wall (112) and the bottom wall (12).
5. The crankshaft damper housing according to claim 2, characterized in that, The sidewall (11) includes a windward wall (111) and a windproof wall (112). The windward wall (111) is located on the windward side when the heat dissipation base (100) rotates in a first direction, and the windproof wall (112) is located on the windproof side when the heat dissipation base (100) rotates in the first direction. The first direction is the rotation direction of the crankshaft. The windward wall (111) is configured as a concave arc-shaped structure.
6. The crankshaft damper housing according to claim 1, characterized in that, The depth of the heat dissipation groove (1) is less than or equal to the thickness of the heat dissipation base (100).
7. The crankshaft damper housing according to any one of claims 1-6, characterized in that, The heat dissipation groove (1) is hexagonal, square, rectangular or circular in shape.
8. A crankshaft vibration damper assembly, including a vibration damping component, characterized in that, It also includes a crankshaft damper housing according to any one of claims 1-7, wherein the damping assembly is installed inside the crankshaft damper housing, and the crankshaft damper housing is used to dissipate heat from the damping assembly.
9. An engine, including a crankshaft, characterized in that, It also includes the crankshaft damper assembly of claim 8, wherein the crankshaft damper assembly is fixedly connected to the crankshaft.
10. A vehicle, characterized in that, Includes the engine as described in claim 9.