Automobile damping pulley

Abstract

This utility model relates to the field of automotive pulley technology, specifically to an automotive shock-absorbing pulley, comprising: an inner hub ring for fixed connection to a rotating shaft; an outer wheel ring coaxially surrounding the inner hub ring for connection to a drive belt; an elastic damping ring formed and fixed within an annular cavity between the inner hub and the outer wheel ring, allowing the inner hub ring and the outer wheel ring to be elastically coupled through the elastic damping ring; and a centrifugal adjusting sleeve evenly arranged around the middle of the inner side of the outer wheel ring. This utility model decouples high-torque and high-damping conditions, assigning these responsibilities to different structural components. The rigid connection structure ensures reliability during startup, preventing fatigue aging, tearing, or permanent deformation of the elastomer due to repeated exposure to extreme torque. It also enables automatic adjustment of the transmission path via centrifugal force to adapt to the operating requirements of the engine at different speeds.

Description

Technical Field

[0001] This utility model relates to the field of automotive pulley technology, and in particular to an automotive shock absorber pulley. Background Technology

[0002] The front-end accessory drive system of an automobile engine is a key part of the normal operation of the vehicle. It drives accessories such as generator, air conditioning compressor, water pump, and power steering pump through one or more belts via the engine crankshaft. As the core transmission component of the system, the pulley's core function is to transmit torque and drive the accessories. In order to ensure smooth transmission, reduce noise, and protect the accessories, modern automobiles generally use damping pulleys. These pulleys are usually composed of an inner hub, an outer ring, and an elastic damping element between the two. The deformation of the elastic element absorbs and buffers the torsional vibration transmitted from the engine crankshaft, thereby improving the performance and reliability of the entire transmission system.

[0003] In the initial stage of engine startup, the speed is low, but it needs to overcome huge static friction and load inertia. Therefore, the torque that the pulley can transmit is very large. If the strength or stiffness of the damping structure is insufficient, it is very easy to cause plastic deformation or damage due to overload. When the engine finishes starting and enters the high-speed stable operating range, the speed is high and the operation is smooth. The transmitted torque decreases significantly, but the requirements for smoothness and damping performance become extremely high. It is necessary to effectively filter out high-frequency, small-amplitude torsional vibrations. If a high-strength and high-stiffness damping structure is used to improve the torque carrying capacity during startup, although the reliability of startup is guaranteed, the damping effect will be poor due to the overall structure being too stiff at high speeds, and it will not be able to effectively suppress vibrations. If a softer material and structure with better damping characteristics are used to optimize the damping performance at high speeds, its torque bearing capacity will decrease, and it will not be able to meet the high torque requirements during startup. Utility Model Content

[0004] In view of this, the purpose of this utility model is to propose an automotive shock absorber pulley to solve the problem that current automotive shock absorber pulleys cannot simultaneously meet the needs of different engine operating conditions.

[0005] To achieve the above objectives, this utility model provides an automotive shock absorber pulley, comprising: Inner hub ring, which is used for fixed connection with the rotating shaft; The outer wheel rim is coaxially arranged around the inner wheel rim and is used to connect to the drive belt; An elastic damping ring is formed and fixed in the annular cavity between the inner hub and the outer wheel ring, so that the inner hub ring and the outer wheel ring are elastically coupled through the elastic damping ring; A centrifugal adjusting sleeve is evenly arranged around the middle of the inner side of the outer ring. A rigid connecting pin is nested and slidably arranged on the inner side of the centrifugal adjusting sleeve. A counterweight is arranged at the outer end of the rigid connecting pin. A return spring is arranged between the counterweight and the outer end of the centrifugal adjusting sleeve. The transmission connecting grooves are evenly arranged around the middle of the outer side of the inner hub ring. The transmission connecting grooves are arranged one-to-one with the rigid connecting pins. The rigid connecting pins are inserted into the corresponding transmission connecting grooves by the push of the return spring to connect the inner hub ring and the outer wheel ring.

[0006] Furthermore, the inner hub ring has a drive shaft hole at its center for fixed connection with the engine rotating shaft, and a drive keyway is provided in the middle of the side wall of the drive shaft hole.

[0007] Furthermore, a wedge-shaped groove for connecting the transmission belt is provided around the outer circumference of the outer wheel ring.

[0008] Furthermore, the elastic damping ring is made of vulcanized rubber, which allows the torque of the inner hub ring to be elastically transmitted to the outer wheel ring through the shearing and compression deformation of the elastic damping ring. Multiple buffer grooves are evenly arranged around the side of the elastic damping ring.

[0009] Furthermore, a tapered guide opening is provided at the opening of the transmission connection groove.

[0010] Furthermore, the outer end of the centrifugal adjusting sleeve is provided with a fixing screw sleeve, the inner side of the fixing screw sleeve is nested with an adjusting screw, the outer end of the adjusting screw is fixed with an adjusting knob, the inner end of the adjusting screw is rotatably connected with a movable top plate, and the return spring is located between the movable top plate and the counterweight.

[0011] The beneficial effects of this utility model are as follows: As can be seen from the above, the automotive shock absorber pulley provided by this utility model decouples high torque conditions from high shock absorption conditions and assigns them to different structural components. The rigid connection structure ensures the reliability of the start-up phase and avoids fatigue aging, tearing or permanent deformation of the elastomer caused by repeated exposure to extreme torque. It also enables automatic adjustment of the transmission path through centrifugal force to adapt to the operating conditions of the engine at different speeds. Attached Figure Description

[0012] To more clearly illustrate the technical solutions in this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only for this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0013] Figure 1This is a schematic diagram of the internal structure of an embodiment of the present utility model; Figure 2 This is a front structural diagram of an embodiment of the present utility model; Figure 3 This is a cross-sectional structural diagram of an embodiment of the present utility model; Figure 4 This is a schematic diagram of the centrifugal adjusting sliding sleeve according to an embodiment of the present invention.

[0014] The diagram is marked as follows: 1. Inner hub ring; 101. Drive shaft hole; 102. Drive keyway; 103. Drive connection groove; 104. Tapered guide opening; 2. Outer wheel ring; 201. Wedge-shaped groove; 202. Centrifugal adjusting sleeve; 203. Fixing screw sleeve; 3. Rigid connecting pin; 301. Counterweight; 302. Return spring; 4. Adjusting screw; 401. Movable top plate; 402. Adjusting knob; 5. Elastic damping ring; 501. Buffer groove. Detailed Implementation

[0015] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to specific embodiments.

[0016] It should be noted that, unless otherwise defined, the technical or scientific terms used in this utility model should have the ordinary meaning understood by one of ordinary skill in the art to which this utility model pertains. The terms "first," "second," and similar terms used in this utility model do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0017] like Figure 1 , Figure 2 , Figure 3 , Figure 4 As shown, a car shock absorber pulley includes: Inner hub 1, which is used for fixed connection with the rotating shaft; The outer wheel rim 2 is coaxially arranged around the inner hub rim 1 and is used to connect with the drive belt; The elastic damping ring 5 is formed and fixed in the annular cavity between the inner hub and the outer wheel rim 2, so that the inner hub rim 1 and the outer wheel rim 2 are elastically coupled through the elastic damping ring 5. Centrifugal adjusting sleeve 202 is evenly arranged around the middle of the inner side of the outer ring 2. A rigid connecting pin 3 is nested and slidably arranged on the inner side of the centrifugal adjusting sleeve 202. A counterweight 301 is arranged at the outer end of the rigid connecting pin 3. A return spring 302 is arranged between the counterweight 301 and the outer end of the centrifugal adjusting sleeve 202. The transmission connecting groove 103 is evenly arranged around the middle of the outer side of the inner hub ring 1. The transmission connecting groove 103 is arranged in a one-to-one correspondence with the rigid connecting pin 3. The rigid connecting pin 3 is pushed into the corresponding transmission connecting groove 103 by the return spring 302 to connect the inner hub ring 1 and the outer wheel ring 2.

[0018] In this embodiment, the pulley automatically adjusts the transmission path through centrifugal force to adapt to the operating conditions of the engine at different speeds. The inner hub 1 is located at the center of the pulley and is used to fix it to the rotating shaft such as the engine crankshaft, serving as a power input component. The outer wheel 2 is coaxially wrapped around the outside of the inner hub 1, and its outer circumferential surface is machined with grooves for engaging with the transmission belt, thereby driving the front-end accessory. The elastic damping ring 5 is made of high-performance elastic materials such as rubber, and it is fixed to the annular ring formed between the inner hub 1 and the outer wheel 2 by vulcanization bonding or interference fit. Within the cavity, the two elements are elastically coupled through the elastic body under normal conditions. Multiple centrifugal adjusting sleeves 202 are evenly embedded in the center of the inner side of the outer wheel rim 2. Each centrifugal adjusting sleeve 202 has a rigid connecting pin 3 nested and slidably mounted inside. A counterweight 301 is fixed to the outer end of the pin. A return spring 302 is provided between the counterweight 301 and the outer end of the centrifugal adjusting sleeve 202. Multiple transmission connecting grooves 103 are also evenly machined around the center of the outer side of the inner hub rim 1, their positions precisely corresponding to each rigid connecting pin 3. Correspondingly, in the initial stage of startup, the speed is low and the centrifugal force is small. The return spring 302 pushes the rigid connecting pin 3 into the transmission connecting groove 103, forming a rigid connection between the inner and outer rings. At this stage, the power is directly transmitted through the rigid connecting pin 3, which can withstand the huge starting torque and effectively protect the elastic damping ring 5 from damage due to overload. After the engine starts and enters high-speed operation, the speed increases, and the centrifugal force generated by the counterweight 301 overcomes the preload of the return spring 302, driving the rigid connecting pin 3 to slide outward and automatically disengage from the transmission connecting groove 103. At this time, the power is transmitted entirely through the elastic damping ring 5, providing excellent damping and buffering performance and effectively filtering high-frequency vibrations. By decoupling the high torque condition and the high damping condition and having different structural components bear the load, the rigid connection structure ensures the reliability of the startup stage and avoids fatigue aging, tearing or permanent deformation of the elastomer due to repeated exposure to extreme torque. The elastic damping ring 5 can then work in its best high-speed damping condition without being damaged by the startup impact, thus significantly extending the service life of the pulley.

[0019] like Figure 1 , Figure 2 , Figure 3 , Figure 4 As shown, preferably, the inner hub ring 1 of the pulley is located at the center of the pulley, and a drive shaft hole 101 for fixed connection with the engine rotating shaft is provided at its center. A drive keyway 102 is provided in the middle of the side wall of the drive shaft hole 101. The key connection ensures that there is no relative rotation between the drive shaft and the shaft, so as to realize reliable power input. The outer wheel ring 2 is coaxially wrapped around the outside of the inner hub ring 1, and a wedge-shaped belt groove 201 for connecting the drive belt is provided around its outer circumference to provide sufficient friction to drive the front-end accessories of the engine.

[0020] like Figure 1 , Figure 2 , Figure 3 , Figure 4 As shown, preferably, the elastic damping ring 5 of the pulley is made of vulcanized rubber. Through the vulcanization process, it is firmly bonded to the outer surface of the inner hub ring 1 and the inner surface of the outer wheel ring 2 to form a whole. This allows the torque of the inner hub ring 1 to be smoothly and elastically transmitted to the outer wheel ring 2 through the shearing and compression deformation of the elastic damping ring 5 itself. In order to optimize the damping performance and control the stiffness, multiple buffer grooves 501 are evenly arranged around the side of the elastic damping ring 5. These grooves increase the flexibility of the rubber and improve the ability to absorb and buffer torsional vibration.

[0021] like Figure 1 , Figure 2 , Figure 3 , Figure 4 As shown, preferably, a tapered guide port 104 is provided at the opening of the transmission connection groove 103 of the pulley. The guide port can play a guiding and centering role when the speed decreases and the connecting pin needs to be reset.

[0022] like Figure 1 , Figure 2 , Figure 3 , Figure 4 As shown, preferably, the outer end of the centrifugal adjusting sleeve 202 of the pulley is provided with a fixing screw sleeve 203. An adjusting screw 4 is nested inside the fixing screw sleeve 203. An adjusting knob 402 is fixed to the outer end of the adjusting screw 4. A movable top plate 401 is rotatably connected to the inner end of the adjusting screw 4. A return spring 302 is located between the movable top plate 401 and the counterweight 301. Thus, by rotating the adjusting knob 402, the rotation of the adjusting screw 4 drives the movable top plate 401 to move axially along the centrifugal adjusting sleeve 202, thereby directly changing the pre-compression of the return spring 302. An increase in pre-compression means that a greater centrifugal force, i.e., a higher engine speed, is required to overcome the spring force and disengage the rigid connecting pin 3. Conversely, a decrease in pre-compression causes the disengagement to occur at a lower speed. This allows the pulley to be precisely calibrated according to the starting and vibration characteristics of different engines, adapting to engines with different displacements and starting characteristics, thus improving the pulley's versatility and application range.

[0023] The automotive shock absorber pulley provided by this utility model decouples high torque conditions from high damping conditions and assigns them to different structural components. The rigid connection structure ensures reliability during the start-up phase and avoids fatigue aging, tearing, or permanent deformation of the elastomer caused by repeated exposure to extreme torque. It also enables automatic adjustment of the transmission path through centrifugal force to adapt to the operating conditions of the engine at different speeds.

[0024] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this utility model is limited to these examples; within the framework of this utility model, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of the different aspects of this utility model as described above, which are not provided in the details for the sake of brevity. Any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A type of automotive shock absorber pulley, characterized in that, include: Inner hub (1), which is used for fixed connection with the rotating shaft; The outer wheel rim (2) is coaxially arranged around the inner hub rim (1) and is used to connect with the transmission belt; An elastic damping ring (5) is formed and fixed in the annular cavity formed between the inner hub and the outer wheel ring (2), so that the inner hub ring (1) and the outer wheel ring (2) are elastically coupled through the elastic damping ring (5); A centrifugal adjusting sleeve (202) is evenly arranged around the middle of the inner side of the outer ring (2). A rigid connecting pin (3) is nested and slidably arranged on the inner side of the centrifugal adjusting sleeve (202). A counterweight (301) is arranged at the outer end of the rigid connecting pin (3). A return spring (302) is arranged between the counterweight (301) and the outer end of the centrifugal adjusting sleeve (202). The transmission connection groove (103) is evenly arranged around the middle of the outer side of the inner hub (1). The transmission connection groove (103) and the rigid connection pin (3) are arranged one-to-one. The rigid connection pin (3) is inserted into the corresponding transmission connection groove (103) by the push of the return spring (302) to connect the inner hub (1) and the outer wheel (2).

2. The automotive shock absorber pulley according to claim 1, characterized in that, The inner hub (1) has a drive shaft hole (101) at its center for fixed connection with the engine rotating shaft, and a drive keyway (102) is provided in the middle of the side wall of the drive shaft hole (101).

3. The automotive shock absorber pulley according to claim 1, characterized in that, The outer circumferential surface of the outer wheel ring (2) is provided with a wedge-shaped groove (201) for connecting the transmission belt.

4. The automotive shock absorber pulley according to claim 1, characterized in that, The elastic damping ring (5) is made of vulcanized rubber, which allows the torque of the inner hub ring (1) to be elastically transmitted to the outer wheel ring (2) through the shearing and compression deformation of the elastic damping ring (5). Multiple buffer grooves (501) are uniformly arranged around the side of the elastic damping ring (5).

5. The automotive shock absorber pulley according to claim 1, characterized in that, The opening of the transmission connection groove (103) is provided with a tapered guide port (104).

6. The automotive shock absorber pulley according to claim 1, characterized in that, The centrifugal adjusting sleeve (202) is provided with a fixing screw sleeve (203) at its outer end. An adjusting screw (4) is nested inside the fixing screw sleeve (203). An adjusting knob (402) is fixed at the outer end of the adjusting screw (4). A movable top plate (401) is rotatably connected to the inner end of the adjusting screw (4). The reset spring (302) is located between the movable top plate (401) and the counterweight (301).

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