A shock absorber with a weight bias

Abstract

The utility model discloses a take the shock absorber of eccentric weight, including wheel hub main part, inertia ring and rubber ring. The inertia ring outer cover is fixed in the outer ring of wheel hub main part. The rubber ring is set between inertia ring and wheel hub main part. The utility model discloses a set up eccentric weight on the wheel hub main part, makes the shock absorber when rotating can form the centrifugal force opposite with the component in the crankshaft, corrects the dynamic balance of crankshaft to reduce the centrifugal force of crankshaft when high -speed rotation, alleviates the load of main shaft neck's while reducing the loss of rubber ring.

Description

Technical Field

[0001] This utility model belongs to the field of crankshaft damping pulley technology, specifically relating to a damper with an eccentric weight block. Background Technology

[0002] In existing technology, the crankshaft is a crucial component of an engine. It bears the force transmitted from the connecting rod and converts it into torque, which is then output through the crankshaft to drive other engine accessories. During engine operation, the magnitude and direction of the force transmitted to the crankpin via the connecting rod change periodically. This periodically changing force acts on the crankshaft, causing the instantaneous angular velocity of the crankshaft to also change periodically. Due to the large moment of inertia of the flywheel fixed to the crankshaft, its instantaneous angular velocity can be considered essentially uniform. Thus, the crankshaft will sometimes rotate faster than the flywheel and sometimes slower, creating a torsional oscillation relative to the flywheel, which is the torsional vibration of the crankshaft. When the frequency of the excitation force is an integer multiple of the crankshaft's natural frequency, the torsional vibration of the crankshaft is intensified due to resonance.

[0003] To reduce crankshaft torsional vibration, most existing engines have crankshaft dampers installed at the front end of the crankshaft where the torsional amplitude is greatest. A common crankshaft damper is a rubber friction type single-stage torsional vibration damper, which uses a rubber pad bonded between the outer and inner rings. The deformation of the rubber pad generates molecular friction within the rubber, which consumes the energy of torsional vibration and reduces the torsional amplitude of the entire crankshaft.

[0004] However, the energy of the torsional vibration generated by the crankshaft will be completely absorbed by the rubber ring, which will cause the rubber ring to wear out too quickly and need to be replaced frequently, thus affecting the performance of the crankshaft damper and reducing its practicality. Utility Model Content

[0005] To overcome the shortcomings of existing technologies, this utility model provides a shock absorber with an off-center weight block to solve the technical problem that the rubber rings wear out too quickly because they only absorb the torsional vibration energy of the crankshaft.

[0006] To achieve the above objectives, the specific technical solution of this utility model is as follows:

[0007] A shock absorber with a counterweight includes a hub body, an inertia ring, and a rubber ring. The pulley sleeve is fixed to the outer ring of the hub body. The rubber ring is disposed between the inertia ring and the hub body. A counterweight is fixed to the hub body, capable of generating a centrifugal force opposite to that of components in the crankshaft during rotation.

[0008] Furthermore, the hub body includes a central crankshaft mounting portion and a pulley mounting portion. A central through hole is provided on the crankshaft mounting portion. A keyway on the inner wall of the central through hole mates with the crankshaft.

[0009] Furthermore, the pulley mounting section has an arc-shaped mounting groove. Multiple threaded holes are formed within the mounting groove.

[0010] Furthermore, the offset block has a fan-shaped structure and is located on the outer ring of the crankshaft mounting part in the hub body.

[0011] Furthermore, the angle formed by the line connecting the centerline of the offset block and the center of the crankshaft mounting part to the center of the flat key is 17.5°.

[0012] Furthermore, the weight block is integrally formed with the wheel hub body.

[0013] Compared with the prior art, the present invention has the following advantages:

[0014] This invention uses a counterweight on the hub body to generate a centrifugal force opposite to that of the crankshaft components when the shock absorber rotates, thus correcting the dynamic balance of the crankshaft. This reduces the centrifugal force generated by the crankshaft during high-speed rotation, reduces the load on the main journal, and lowers the wear of the rubber ring. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0016] Figure 2 This is a schematic diagram showing the relative positions of the hub body and the inertia ring in this utility model;

[0017] Figure 3 This is a schematic diagram showing the relative positions of the weight block and the wheel hub body in this utility model.

[0018] Reference numerals in the attached drawings: 1. Hub body; 1-1. Crankshaft mounting part; 1-2. Pulley mounting part; 2. Inertia ring; 3. Rubber ring; 4. Offset weight. Detailed Implementation

[0019] In the description of this utility model, it should be understood that the terms "one end", "the other end", "outer side", "upper side", "inner side", "horizontal", "coaxial", "center", "end", "length", "outer end", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. They are only for the convenience of describing this utility model 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. Therefore, they should not be construed as limitations on this utility model.

[0020] The present invention will be further described below with reference to the accompanying drawings.

[0021] like Figure 1 and 2As shown, a shock absorber with a counterweight 4 includes a hub body 1, an inertia ring 2, and a rubber ring 3. The inertia ring 2 is fixedly fitted onto the outer ring of the hub body 1. The rubber ring 3 is positioned between the inertia ring 2 and the hub body 1, and serves to dampen vibrations during the operation of the crankshaft on the hub body 1. A counterweight 4 is fixed to the hub body 1, which generates a centrifugal force opposite to that of the components in the crankshaft during rotation, correcting the dynamic balance of the crankshaft and thus reducing the centrifugal force generated by the crankshaft during high-speed rotation, thereby reducing the load on the main journal.

[0022] like Figure 1 and 3 As shown, the hub body 1 includes a central crankshaft mounting portion 1-1 and a pulley 2 mounting portion 1-2 for the inertia ring. The crankshaft mounting portion 1-1 has a central through hole. A keyway mates with the crankshaft on the inner wall of the central through hole. The end of the crankshaft is inserted into the central through hole, and a flat key on the outer ring of the end is embedded in the keyway, thus connecting the crankshaft to the hub body 1. The counterweight 4 has a fan-shaped structure and is located on the outer ring of the crankshaft mounting portion 1-1 in the hub body 1. It provides an opposing centrifugal force when the crankshaft rotates, thereby correcting the dynamic balance of the crankshaft and reducing the load on the main journal.

[0023] An arc-shaped mounting groove is provided on the inertia ring 2 mounting part 1-2 of the hub body 1. Multiple threaded holes are provided in the mounting groove. Each threaded hole is used to install bolts, thereby realizing the installation between the hub body 1 and the external spun multi-wedge pulley 2.

[0024] Furthermore, such as Figure 3 As shown, the angle formed by the line connecting the centerline of the eccentric block 4 and the center of the crankshaft mounting part 1-1 to the center of the flat key is 17.5°.

[0025] In this embodiment, the weight block 4 is integrally formed with the wheel hub body 1.

[0026] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this utility model.

Claims

1. A shock absorber with a weighted block, comprising a hub body (1), an inertia ring (2), and a rubber ring (3); the inertia ring (2) is fixedly fitted onto the outer ring of the hub body (1); the rubber ring (3) is disposed between the inertia ring (2) and the hub body (1), characterized in that: The hub body (1) is fixed with a counterweight (4), which can generate a centrifugal force opposite to that of the components in the crankshaft when rotating.

2. A shock absorber with an eccentric weight block according to claim 1, characterized in that: The hub body (1) includes a central crankshaft mounting part (1-1) and an outer inertia ring (2) mounting part (1-2); a central through hole is provided on the crankshaft mounting part (1-1); a keyway that mates with the crankshaft is on the inner wall of the central through hole.

3. A shock absorber with an eccentric weight block according to claim 2, characterized in that: The inertial ring (2) has an arc-shaped mounting groove on its mounting part (1-2); the mounting groove has multiple threaded holes.

4. A shock absorber with an eccentric weight block according to claim 2, characterized in that: The eccentric block (4) has a fan-shaped structure and is located on the outer ring of the crankshaft mounting part (1-1) in the hub body (1).

5. A shock absorber with an eccentric weight block according to claim 2, characterized in that: The angle formed by the line connecting the centerline of the eccentric block (4) and the center of the crankshaft mounting part (1-1) to the center of the flat key is 17.5°.

6. A shock absorber with an eccentric weight block according to claim 1, characterized in that: The weight block (4) is integrally formed with the hub body (1).

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