A crankshaft damping structure
By employing a combination design of double ball bearings and buffer components in the crankshaft buffer structure, the problem of rubber rings being easily damaged under long-term overload stress is solved, thereby improving stability and heat dissipation, and enhancing the crankshaft's rotational efficiency.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- TAIZHOU XINMEIDUN MASCH MFG CO LTD
- Filing Date
- 2025-10-10
- Publication Date
- 2026-07-10
Smart Images
Figure CN224479178U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of crankshaft accessories technology, and in particular to a crankshaft buffer structure. Background Technology
[0002] The crankshaft is a core rotating component in internal combustion engines and certain power machinery. It is usually forged or cast from high-strength alloy steel and has a zigzag shape. It consists of multiple main journals, connecting rod journals, crank arms, and counterweights. Its zigzag structure is designed to convert linear motion into rotational motion, making it a crucial hub for power transmission.
[0003] During operation, the crankshaft is subjected to periodic impact loads, torque fluctuations, and torsional vibrations. These factors cause the crankshaft and transmission system (such as gearboxes, gears, and pulleys) to bear additional stress, which may lead to component fatigue fracture, increased noise, and decreased transmission efficiency in the long run. Therefore, the core purpose of installing a buffer structure is to mitigate impacts, suppress vibrations, balance torque fluctuations, protect the crankshaft and related components, and extend the overall lifespan of the machine.
[0004] Existing crankshaft damping structures typically use rubber torsional dampers as the core damping component in practical applications. For example, a rubber ring is fitted around the bearing at the crankshaft end to buffer the crankshaft, effectively mitigating impact, suppressing vibration, and balancing torque fluctuations. However, in actual use, the impact force generated during crankshaft movement is entirely distributed to the rubber ring, easily leading to overload. Long-term use increases the probability of rubber ring damage, significantly reducing the stability of the damping structure. Therefore, this application proposes a crankshaft damping structure that can improve stability. Utility Model Content
[0005] The purpose of this invention is to address the problem in the prior art that rubber rings are easily damaged under long-term overload, and to propose a crankshaft buffer structure that can improve stability.
[0006] The technical solution of this utility model is as follows: a crankshaft buffer structure, including a support base, characterized in that it further includes:
[0007] A rear bushing and a front bushing are fixed to the top of the support base. A double ball bearing is fixedly installed on both the rear bushing and the front bushing. A rubber sleeve is provided at the connection between the double ball bearing and the rear bushing and the front bushing.
[0008] A buffer assembly is provided, and several buffer assemblies are fixedly installed between the rear bushing and the front bushing. The buffer assemblies are arranged in a ring on the outside of the double ball bearing, and one end of each buffer assembly is in contact with the outer ring of the double ball bearing.
[0009] Optionally, both the rear bushing and the front bushing are provided with bearing assembly ports, and the two ends of the double ball bearing that are far apart are inserted into the inner side of the matching bearing assembly port. The rubber sleeves are tightly clamped in the gap between the inner wall of the matching bearing assembly port and the outer wall of the double ball bearing.
[0010] Optionally, the buffer assembly includes a support plate, which is fixedly installed between the rear bushing and the front bushing. A sleeve is fixedly installed on the support plate, and a limit post is movably inserted into the sleeve. One end of the limit post contacts the outer ring of the double ball bearing.
[0011] Optionally, a rubber post is movably installed at the bottom of the sleeve, and one end of the limiting post is inserted into the sleeve and in contact with the rubber post.
[0012] Optionally, the end of each limiting post near the double ball bearing has an arc surface structure, and the limiting posts are all positioned between the two rubber sleeves.
[0013] Optionally, one end of the front bushing is chiseled with an embedded groove, which is connected to a matching bearing assembly port, and a single ball bearing ring is embedded and fixedly installed in the embedded groove.
[0014] Optionally, a rubber washer is embedded and engaged at the bottom of the groove, and the single ball bearing ring is pressed against one side of the rubber washer.
[0015] Optionally, a front journal protective cover is fixedly installed on the rear bushing on the side away from the front bushing, and the front journal protective cover covers the opening at one end of the matching bearing assembly port.
[0016] Compared with the prior art, this application includes at least one of the following beneficial technical effects: by supporting the crankshaft end with a double bushing structure, not only is its stability after installation improved, but the heat dissipation effect of the crankshaft end is also enhanced. The bearing is damped by the rubber bushing, and the buffer component set around the bearing can share the force on the rubber bushing, reduce the probability of the rubber bushing being damaged by overload compression, and effectively improve the stability of the buffer structure. Attached Figure Description
[0017] Figure 1 This is a schematic diagram of the overall structure of this utility model;
[0018] Figure 2 This is a schematic diagram of the front bushing assembly of this utility model;
[0019] Figure 3 This is a schematic diagram of the assembly of the rear bushing of this utility model;
[0020] Figure 4This is a schematic diagram of the buffer component structure of this utility model.
[0021] Reference numerals: 1. Support base;
[0022] 2. Rear bushing; 21. Front journal protective cover;
[0023] 3. Rubber sleeve;
[0024] 4. Buffer assembly; 41. Support plate; 42. Sleeve; 43. Limiting post; 44. Rubber post;
[0025] 5. Front bushing; 51. Inner groove; 52. Rubber washer;
[0026] 6. Double ball bearings;
[0027] 7. Single ball bearing ring seat;
[0028] 8. Bearing assembly port. Detailed Implementation
[0029] The technical solution of this utility model will be further described below with reference to the accompanying drawings and specific embodiments.
[0030] Example
[0031] like Figures 1-4 As shown, this utility model proposes a crankshaft buffer structure, including a support base 1. The top of the support base 1 is integrally formed by casting a rear bushing 2 and a front bushing 5. A double ball bearing 6 is fixedly mounted on the rear bushing 2 and the front bushing 5 using an interference fit. The middle part of the double ball bearing 6 is located in the gap area between the rear bushing 2 and the front bushing 5, which is beneficial for bearing heat dissipation. During installation of the double ball bearing 6, both ends of the bearing are inserted into the bearing mounting openings 8 cut into the rear bushing 2 and the front bushing 5, respectively. A rubber sleeve 3 is embedded in the gap between the outer wall of the bearing and the inner wall of the bearing mounting opening 8. When the crankshaft end is in contact with the inner wall of the double ball bearing 6... After the rings are fixed together, the impact force generated during crankshaft movement is transmitted to the double ball bearing 6. The double ball bearing 6 is buffered by the rubber sleeve 3, which can effectively reduce vibration. The aforementioned rear bushing 2 and front bushing 5 are jointly fixedly installed with a buffer assembly 4. The buffer assembly 4 has several units distributed in a ring on the outside of the double ball bearing 6. The end of the limiting post 43 installed on the buffer assembly 4 contacts the outer surface of the outer ring of the double ball bearing 6. The buffer assembly 4 can share part of the impact force applied by the double ball bearing 6, reduce the force on the rubber sleeve 3, avoid damage to the rubber sleeve 3 due to long-term overload, and effectively improve the stability of the buffer structure.
[0032] like Figure 1 and Figure 4As shown, in order to improve the stability of the buffer assembly 4 during use, several support plates 41 arranged in a ring are fixedly installed between the rear bushing 2 and the front bushing 5. A sleeve 42 is fixedly installed on the support plate 41 and on the side close to the double ball bearing 6. A limiting post 43 is movably inserted into the sleeve 42. The support plate 41, sleeve 42 and limiting post 43 constitute the buffer assembly 4, ensuring that the buffer assembly 4 can be firmly installed on the outside of the double ball bearing 6.
[0033] Furthermore, in order to improve the shock absorption effect of the buffer assembly 4, a rubber column 44 is movably installed at the bottom of the sleeve 42. One end of the limiting column 43 is inserted into the sleeve 42 and contacts the rubber column 44. When the double ball bearing 6 vibrates, the limiting column 43 is vibrated and applies pressure to the rubber column 44. At this time, the rubber column 44 can buffer the vibration generated by the double ball bearing 6.
[0034] Secondly, in order to reduce the damage to the outer surface of the outer ring of the double ball bearing 6, an arc-shaped structure is provided at the end of the limiting post 43 near the double ball bearing 6. The arc-shaped structure can not only ensure stable contact between the limiting post 43 and the double ball bearing 6, but also reduce the contact area, thereby reducing friction and reducing the damage to the double ball bearing 6.
[0035] like Figure 1 and Figure 3 As shown, in order to improve the rotation efficiency of the crankshaft, an inner groove 51 is chiseled at one end of the front bushing 5. The inner groove 51 is connected to the bearing assembly port 8 chiseled on the front bushing 5. The single ball annular seat 7 is embedded and fixed in the inner groove 51. When the crankshaft end is fixed on the buffer structure, one end of the main journal of the crankshaft contacts several balls rotatably installed on the single ball annular seat 7. When the crankshaft rotates, the frictional resistance at one end of the main journal can be reduced by the balls installed on the single ball annular seat 7, which effectively improves the rotation efficiency of the crankshaft.
[0036] Furthermore, in order to effectively buffer the impact force generated when the crankshaft swings laterally, a rubber washer 52 is embedded at the bottom of the groove 51, and a single ball annular seat 7 is pressed against one side of the rubber washer 52. When the single ball annular seat 7 is subjected to the impact force applied by the crankshaft, the rubber washer 52 can buffer this part of the impact force.
[0037] Secondly, in order to prevent foreign objects from adhering to the front journal surface of the crankshaft, a front journal protective cover 21 is fixedly installed on the rear bushing 2. The front journal protective cover 21 covers one end opening of the bearing assembly port 8 cut on the rear bushing 2. The front journal protective cover 21 can block the open end of the bearing assembly port 8, preventing foreign objects from entering and effectively preventing foreign objects from adhering to the front journal surface of the crankshaft.
[0038] In this embodiment, the front journal of the crankshaft is first inserted into the double ball bearing 6 using an interference fit to ensure a tight connection between the front journal and the inner ring of the double ball bearing 6. During crankshaft rotation, the double ball bearing 6 reduces the frictional resistance on the front journal, effectively improving the crankshaft's rotational efficiency. If the crankshaft generates a horizontal impact force during rotation, the rubber washer 52 can buffer this impact force. When the crankshaft vibrates and applies an impact force to the double ball bearing 6, the rubber sleeve 3 can buffer this impact force. During this process, part of the pressure applied by the double ball bearing 6 is distributed by the buffer assembly 4, preventing the rubber sleeve 3 from being under overload for a long time, reducing the probability of damage to the rubber sleeve 3, ensuring the buffer structure can provide continuous and stable shock absorption, and effectively improving the stability of the buffer structure.
[0039] 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. A crankshaft buffer structure, comprising a support (1), characterized in that, Also includes: The rear bushing (2) and the front bushing (5) are fixed to the top of the support base (1). The rear bushing (2) and the front bushing (5) are both fixedly installed with double ball bearings (6). The connection between the double ball bearings (6) and the rear bushing (2) and the front bushing (5) is provided with rubber sleeves (3). A buffer assembly (4) is provided in a plurality of units and fixedly installed between the rear bushing (2) and the front bushing (5). The buffer assemblies (4) are arranged in a ring on the outside of the double ball bearing (6), and one end of each buffer assembly (4) is in contact with the outer ring of the double ball bearing (6).
2. The crankshaft buffer structure according to claim 1, characterized in that, Both the rear bushing (2) and the front bushing (5) are provided with bearing assembly ports (8). The two ends of the double ball bearing (6) that are far apart are inserted into the inner side of the matching bearing assembly port (8). The rubber sleeves (3) are tightly clamped in the gap between the inner wall of the matching bearing assembly port (8) and the outer wall of the double ball bearing (6).
3. A crankshaft buffer structure according to claim 2, characterized in that, The buffer assembly (4) includes a support plate (41), which is fixedly installed between the rear bushing (2) and the front bushing (5). A sleeve (42) is fixedly installed on the support plate (41), and a limiting post (43) is movably inserted on the sleeve (42). One end of the limiting post (43) contacts the outer ring of the double ball bearing (6).
4. A crankshaft buffer structure according to claim 3, characterized in that, A rubber column (44) is movably installed at the bottom of the sleeve (42), and one end of the limiting column (43) is inserted into the sleeve (42) and contacts the rubber column (44).
5. A crankshaft buffer structure according to claim 4, characterized in that, The end of each limiting post (43) near the double ball bearing (6) is an arc-shaped structure, and the limiting posts (43) are all located between the two rubber sleeves (3).
6. A crankshaft buffer structure according to claim 1, characterized in that, One end of the front bushing (5) is chiseled with an embedded groove (51), which is connected to the matching bearing assembly port (8). A single ball annular seat (7) is embedded and fixedly installed in the embedded groove (51).
7. A crankshaft buffer structure according to claim 6, characterized in that, A rubber washer (52) is embedded and engaged at the bottom of the groove (51), and the single ball annular seat (7) presses against one side of the rubber washer (52).
8. A crankshaft buffer structure according to claim 7, characterized in that, A front journal protective cover (21) is fixedly installed on the rear bushing (2) and on the side away from the front bushing (5). The front journal protective cover (21) covers the opening at one end of the matching bearing assembly port (8).