An engine pulley anti-derailment structure

Abstract

This utility model relates to the field of engine pulley technology, and more particularly to an anti-derailment structure for engine pulleys. The technical solution includes a pulley with several belt mounting grooves. Side guard plates are fixedly installed on both outer side walls of the pulley. An anti-derailment component is movably installed between the two side guard plates, positioned above the belt mounting grooves. The anti-derailment component presses down on the portion of the belt embedded in the belt mounting groove. This utility model limits the anti-derailment component by using the two side guard plates, ensuring that the anti-derailment component can slide on the outside of the belt, avoiding obstruction to belt transmission. The anti-derailment baffle presses down on the belt, and with the assistance of a rubber wheel, reduces the frictional resistance between the belt and the anti-derailment baffle, preventing interference with belt transmission and preventing the belt from detaching from the pulley, effectively reducing the probability of the belt detaching.

Description

Technical Field

[0001] This utility model relates to the field of engine pulley technology, and in particular to an engine pulley anti-derailment structure. Background Technology

[0002] Engine pulleys are core components for power transmission and motion coordination in automotive engines. They are mainly installed on the crankshaft and accessory shafts such as alternators, water pumps, and air conditioning compressors. They are connected by belts (V-belts, multi-ribbed belts, timing belts, etc.). On the one hand, they transmit power from the crankshaft to various accessories to drive their operation (such as alternators generating electricity and water pumps circulating coolant). On the other hand, special pulleys like timing belt pulleys precisely control the synchronous rotation of the crankshaft and camshaft through tooth meshing, ensuring the normal operation of the valve train.

[0003] Existing engine pulleys typically have multiple grooves for mounting the belt. Together with a tensioner, these grooves ensure a tight fit between the belt and the pulley, effectively improving transmission efficiency. However, in actual use, after prolonged use, the belt ages and gradually elongates, causing the original tension to fail. This reduces the fit and friction between the belt and pulley, leading to loosening. At this point, relying solely on the tensioner is insufficient to maintain a stable connection between the belt and pulley, significantly increasing the likelihood of belt detachment. Therefore, we propose an engine pulley anti-detachment structure to prevent the belt from falling off the pulley. Utility Model Content

[0004] The purpose of this invention is to address the problem in the prior art where belts become loose due to aging, easily leading to the belts falling off the pulleys. This invention proposes an engine pulley anti-loosening structure that can prevent the belts from falling off the pulleys.

[0005] The technical solution of this utility model: A pulley anti-derailment structure for an engine pulley, including a pulley having several belt mounting grooves, and further comprising:

[0006] The side guard plate has two plates and is fixedly installed on the outer side wall of the pulley. An anti-detachment component is movably installed between the two side guard plates. The anti-detachment component is located above the belt assembly groove and is used to press and cover the part of the belt embedded in the belt assembly groove.

[0007] Optionally, an annular limiting groove is chiseled on the inner wall of the side guard plate, and the anti-detachment component includes two anti-detachment baffles. The two ends of the anti-detachment baffles that are far apart are inserted into the matching annular limiting grooves and are movably connected thereto. An arc-shaped connecting plate is fixedly installed between the two anti-detachment baffles.

[0008] Optionally, the anti-detachment baffle has several elongated openings, and a rubber wheel is rotatably installed in each of the elongated openings. The rubber wheels are all positioned above the matching belt mounting grooves.

[0009] Optionally, both ends of the anti-detachment baffle are fixedly installed with arc-shaped connecting frames. The connecting frames are inserted into matching annular limiting grooves and movably connected thereto. Support wheels are rotatably installed on the connecting frames, and the support wheels contact the two inner sidewalls of the annular limiting grooves.

[0010] Optionally, a plurality of balls are rotatably mounted on one end of the connecting frame, and one end of each ball is in contact with the bottom of a matching annular limiting groove.

[0011] Optionally, limit rings are fixedly installed on both outer side walls of the pulley, and circular openings are drilled in the side guard plate. The limit rings pass through the matching circular openings and engage with them.

[0012] Optionally, a number of fastening bolts are movably inserted through the side guard plate. The threaded end of the fastening bolt passes through the side guard plate and is threadedly connected to the pulley. A number of nut positioning grooves are chiseled on the outer side wall of the side guard plate. The nut end of the fastening bolt is embedded in the matching nut positioning groove and engaged with it.

[0013] Compared with the prior art, this application includes at least one of the following beneficial technical effects: the anti-slip component is limited by two side guard plates to ensure that the anti-slip component can slide on the outside of the belt, avoiding obstruction to the belt transmission; the belt is pressed and limited by the anti-slip baffle, and with the assistance of the rubber wheel, the frictional resistance between the belt and the anti-slip baffle can be reduced, avoiding affecting the belt transmission, and preventing the belt from falling off the pulley, effectively reducing the probability of the belt falling off the pulley. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0015] Figure 2 This is a schematic diagram of the assembly of the side guard plate and pulley of this utility model;

[0016] Figure 3 This is a schematic diagram of the anti-detachment component structure of this utility model;

[0017] Figure 4 This is a schematic diagram of the anti-detachment baffle structure of this utility model;

[0018] Figure 5 This is a schematic diagram of the connection frame structure of this utility model.

[0019] Attached reference numerals: 1. Pulley;

[0020] 2. Side guard plate; 21. Annular limiting groove; 22. Circular opening; 23. Nut positioning groove;

[0021] 3. Limiting ring;

[0022] 4. Tighten the bolts;

[0023] 5. Belt assembly groove;

[0024] 6. Anti-detachment component; 61. Anti-detachment baffle; 611. Long strip opening; 612. Rubber wheel; 62. Connecting frame; 621. Support wheel; 622. Ball bearing; 63. Arc-shaped connecting plate. Detailed Implementation

[0025] The technical solution of this utility model will be further described below with reference to the accompanying drawings and specific embodiments.

[0026] Example

[0027] like Figure 1 As shown, the present invention proposes an engine pulley anti-detachment structure, including a pulley 1 with several belt mounting grooves 5. The belt is embedded in the belt mounting grooves 5 to ensure that the belt can be fitted onto two pulleys 1. Under the transmission action of the belt, the two pulleys 1 can rotate synchronously. Side guard plates 2 are fixedly installed on the two outer side walls of the pulley 1 that are far apart. An anti-detachment component 6 is movably installed between the two side guard plates 2. The anti-detachment component 6 is located above the belt mounting grooves 5. When the belt is fitted onto the pulley 1, the anti-detachment component 6 presses against the outside of the belt. The anti-detachment component 6 can limit the belt, so even if the belt becomes loose after long-term use, it will not fall off the pulley 1, effectively reducing the probability of the belt falling off.

[0028] like Figures 1-5 As shown, in order to improve the stability of the anti-derailment component 6 in limiting the belt, an annular limiting groove 21 is chiseled on the inner wall of the side guard plate 2. Several arc-shaped connecting plates 63 are fixedly installed between the two anti-derailment baffles 61 to form the anti-derailment component 6. The two ends of the anti-derailment baffles 61 that are far apart are inserted into the matching annular limiting groove 21 and movably connected with them. During the belt drive process, since the anti-derailment baffles 61 are in contact with the belt surface, the anti-derailment baffles 61 slide along the annular limiting groove 21. When one of the anti-derailment baffles 61 moves to the junction of the arc-shaped part of the belt (the part sleeved on the pulley 1) and the straight part (the part of the belt located between the two pulleys 1), the other anti-derailment baffle 61 is located in the arc-shaped part of the belt. Therefore, it can play a stable pressing and limiting role on the belt, effectively improving the stability of the anti-derailment component 6 in limiting the belt.

[0029] Furthermore, to prevent the anti-detachment baffle 61 from obstructing the belt, several elongated openings 611 are cut into the anti-detachment baffle 61. A rubber wheel 612 is rotatably installed in the inner area of ​​the elongated openings 611. The rubber wheel 612 is positioned above the belt assembly groove 5. When the belt is fitted onto the pulley 1, one end of the rubber wheel 612 contacts the outer surface of the belt. During belt transmission, the rubber wheel 612 rotates, which can reduce the frictional resistance between the anti-detachment baffle 61 and the belt, effectively preventing the anti-detachment baffle 61 from obstructing the belt transmission.

[0030] Secondly, in order to improve the stability of the anti-detachment baffle 61 rotating along the annular limiting groove 21, an arc-shaped connecting frame 62 is fixedly installed at both ends of the anti-detachment baffle 61. A support wheel 621 is rotatably installed on the connecting frame 62. When the connecting frame 62 is embedded in the matching annular limiting groove 21, the support wheel 621 contacts the two inner sidewalls of the annular limiting groove 21, ensuring that the connecting frame 62 can slide stably along the annular limiting groove 21. Several balls 622 are rotatably installed at the end of the connecting frame 62 away from the anti-detachment baffle 61. One end of the balls 622 contacts the bottom of the annular limiting groove 21, which can reduce the friction between the end of the connecting frame 62 and the bottom of the annular limiting groove 21, effectively increasing the stability of the connecting frame 62 sliding along the annular limiting groove 21.

[0031] like Figures 1-3 As shown, in order to improve the stability of the side guard plate 2 after assembly with the pulley 1, limit rings 3 are fixedly installed on both outer side walls of the pulley 1. A circular opening 22 is cut into the side guard plate 2. When the side guard plate 2 is attached to the outer side wall of the pulley 1, the limit ring 3 passes through the circular opening 22 and is tightly engaged with it. The limit ring 3 can limit the side guard plate 2, reduce the pressure on the fastening bolt 4, and effectively improve the stability of the side guard plate 2 after installation.

[0032] Furthermore, during the assembly of the side guard plate 2, several fastening bolts 4 are passed through the side guard plate 2. After the side guard plate 2 is in close contact with the pulley 1, the threaded end of the fastening bolt 4 is threadedly connected to the pre-reserved internal threaded hole on the pulley 1. Through multiple fastening bolts 4, the side guard plate 2 can be firmly assembled on the outer side wall of the pulley 1.

[0033] Secondly, several nut positioning grooves 23 are chiseled on the outer side wall of the aforementioned side guard plate 2. After the fastening bolt 4 is installed, its nut end is embedded in the matching nut positioning groove 23 and is tightly engaged with it. The nut positioning groove 23 limits the nut end of the fastening bolt 4, preventing the fastening bolt 4 from rotating and becoming loose, effectively reducing the probability of the side guard plate 2 becoming loose after installation.

[0034] It is worth noting that, in order to facilitate the installation of the anti-detachment component 6, first, the belt is fitted onto the pulley 1, then one side guard plate 2 is fixed to the outer wall of the pulley 1, one end of the anti-detachment baffle 61 is inserted into the annular limiting groove 21 on the inner wall of the fixed side guard plate 2, and then the other side guard plate 2 is attached to the pulley 1. When the other end of the anti-detachment baffle 61 is inserted into the annular limiting groove 21 on the inner wall of the unfixed side guard plate 2, the unfixed side guard plate 2 is fixed onto the pulley 1 using the fastening bolts 4, thus completing the installation of the anti-detachment component 6.

[0035] In this embodiment, the belt is first embedded into the belt mounting groove 5 to ensure that the belt can be fitted onto the pulley 1. Then, one end of the anti-detachment baffle 61 is inserted into the annular limiting groove 21 on the inner side wall of one of the side guard plates 2 to ensure that the anti-detachment component 6 covers the outside of the belt. Then, the other side guard plate 2 is fitted onto the pulley 1. At this time, the anti-detachment baffle 61 is movably installed between the two side guard plates 2. During belt transmission, the anti-detachment component 6 rotates along the annular limiting groove 21. When one of the anti-detachment baffles 61 moves to the junction of the arc-shaped part of the belt (the part fitted onto the pulley 1) and the straight part (the part of the belt located between the two pulleys 1), the other anti-detachment baffle 61... Located on the curved part of the belt, it can provide a stable pressing and limiting effect on the belt. Since a rubber wheel 612 is rotatably mounted on the anti-loosening baffle 61, and the rubber wheel 612 contacts the outer surface of the belt, the rubber wheel 612 rotates during belt transmission, which not only provides a stable pressing and limiting effect on the belt, but also does not hinder the belt transmission, thus ensuring the belt transmission efficiency. When the belt has been used for a long time, and the connection between the belt and the pulley 1 becomes loose due to its own aging, the anti-loosening component 6 can limit the belt, ensuring that the belt and the pulley 1 are always stably connected as one, effectively reducing the probability of the belt falling off the pulley 1.

[0036] The above specific embodiments are merely several optional embodiments of this utility model. Based on the technical solution of this utility model and the relevant teachings of the above embodiments, those skilled in the art can make various alternative improvements and combinations to the above specific embodiments.

Claims

1. An engine pulley anti-off structure, comprising a pulley (1) having a plurality of belt fitting grooves (5) formed therein, characterized in that, Also includes: Side guard plate (2), two side guard plates (2) are provided and fixedly installed on the outer side wall of the pulley (1). An anti-detachment component (6) is movably installed between the two side guard plates (2). The anti-detachment component (6) is set above the belt assembly groove (5). The anti-detachment component (6) is used to press the part of the belt embedded in the belt assembly groove (5).

2. The engine pulley anti-disengagement structure according to claim 1, characterized by An annular limiting groove (21) is chiseled on the inner side wall of the side guard plate (2). The anti-detachment component (6) includes two anti-detachment baffles (61). The two ends of the anti-detachment baffles (61) that are far apart are inserted into the matching annular limiting grooves (21) and are movably connected thereto. An arc-shaped connecting plate (63) is fixedly installed between the two anti-detachment baffles (61).

3. The engine pulley anti-derailment structure according to claim 2, characterized in that, The anti-detachment baffle (61) has several elongated openings (611) cut out, and a rubber wheel (612) is rotatably installed in each of the elongated openings (611). The rubber wheel (612) is set above the matching belt assembly groove (5).

4. The engine pulley anti-disengagement structure according to claim 3, characterized by Both ends of the anti-detachment baffle (61) are fixedly installed with arc-shaped connecting frames (62). The connecting frames (62) are inserted into matching annular limiting grooves (21) and movably connected thereto. Support wheels (621) are rotatably installed on the connecting frames (62). The support wheels (621) are in contact with the two inner sidewalls of the annular limiting grooves (21).

5. The engine pulley anti-disengagement structure according to claim 4, characterized by A plurality of balls (622) are rotatably mounted on one end of the connecting frame (62), and one end of each ball (622) is in contact with the bottom of a matching annular limiting groove (21).

6. The engine pulley anti-disengagement structure according to claim 1, characterized by Limiting rings (3) are fixedly installed on both outer side walls of the pulley (1). A circular opening (22) is cut on the side guard plate (2). The limiting ring (3) passes through the matching circular opening (22) and engages with it.

7. The engine pulley anti-rotation structure of claim 6, wherein Several fastening bolts (4) are movably inserted on the side guard plate (2). The threaded end of the fastening bolt (4) passes through the side guard plate (2) and is threadedly connected to the pulley (1). Several nut positioning grooves (23) are chiseled on the outer side wall of the side guard plate (2). The nut end of the fastening bolt (4) is embedded in the matching nut positioning groove (23) and engaged with it.

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