Timing chain system

Abstract

The utility model provides a kind of timing chain system, including tensioner, and the tensioner includes tensioner casing, and first connecting part and first limiting part are equipped on tensioner casing, and first connecting part is used to be connected with engine cylinder body;Ratchet, be equipped on the plunger in tensioner casing;First protection unit, first protection unit is set on first limiting part, to separate first limiting part and ratchet, when plunger drives ratchet to move in the direction of approaching first limiting part, ratchet and first protection unit contact, to avoid ratchet and first limiting part contact, solved the ratchet of hydraulic tensioner in prior art and impact shell due to oil pressure not timely establish, and produce knocking and other abnormal sound problems.

Description

Technical Field

[0001] This utility model relates to the field of automotive technology, and more specifically, to a timing chain system. Background Technology

[0002] In the field of modern internal combustion engines, chain drive systems are widely used in engine timing systems due to their high efficiency, low noise, and long-term operational reliability, for precise control of valve opening and closing. A chain drive typically includes one or more sprockets, a chain, guide rails, and a hydraulic tensioner. The hydraulic tensioner maintains a constant tension in the chain drive system to compensate for chain elongation and mechanical wear, ensuring proper meshing between the chain and sprockets.

[0003] However, chain drive systems face a common problem during cold starts of the engine—a delay in the initial oil pressure build-up of the hydraulic tensioner. After a prolonged engine shutdown, the oil inside the hydraulic tensioner becomes more viscous and less fluid due to the decreased temperature. At this point, even if the engine has started, the hydraulic tensioner cannot immediately build up sufficient oil pressure to provide the required damping force. This time lag means that the piston of the hydraulic tensioner is only subjected to the force of the spring during the cold start phase. However, the spring force is often insufficient to handle the chain tension changes caused by fluctuations in crankshaft speed.

[0004] Crankshaft speed fluctuations are caused by factors such as insufficient lubrication of engine components and uneven combustion during the initial startup phase. These fluctuations manifest as tension fluctuations in the chain drive system, causing the hydraulic tensioner piston and its ratchet teeth, which are fixed to the piston, to shift forward or backward under the influence of the guide rails. The hard impact between the ratchet teeth and the hydraulic tensioner housing produces an unpleasant knocking sound, which not only affects the driving experience but may also pose a potential threat to the structural integrity and lifespan of the hydraulic tensioner. Utility Model Content

[0005] The main purpose of this invention is to provide a timing chain system to solve the problem in the prior art where the ratchet of the hydraulic tensioner impacts the housing due to the failure of oil pressure to be established in time, resulting in knocking and other abnormal noises.

[0006] To achieve the above objectives, according to one aspect of the present invention, a timing chain system is provided, the timing chain system including a tensioner, the tensioner including a tensioner housing, the tensioner housing having a first connecting portion and a first limiting portion, the first connecting portion being used to connect to an engine block.

[0007] The ratchet is located on the plunger inside the tensioner housing;

[0008] The first protection unit is disposed on the first limiting part to separate the first limiting part from the ratchet. When the plunger drives the ratchet to move towards the first limiting part, the ratchet contacts the first protection unit to avoid contact between the ratchet and the first limiting part.

[0009] Furthermore, the timing chain system also includes guide rails and a second protection unit;

[0010] There are two first limiting parts, and at least a portion of the guide rail is movably disposed between the two first limiting parts;

[0011] The second protection unit is positioned on the guide rail corresponding to the two first limiting parts, thereby separating the first limiting parts from the guide rail. When the guide rail moves relative to the two first limiting parts, the guide rail contacts the second protection unit to avoid contact with the side of the two first limiting parts that is close to each other.

[0012] Furthermore, the first protection unit includes: a first magnetic element, which is disposed on the outer surface of one of the first limiting portions, and the thickness of the first magnetic element along the first direction is L1;

[0013] Where L1 is greater than or equal to 0.65 mm and less than or equal to 1.95 mm.

[0014] Furthermore, the second protection unit includes: a second magnetic element, which is disposed on the guide rail at a position corresponding to one of the first limiting portions;

[0015] In this case, the magnetic poles of the surfaces of the first magnetic element and the second magnetic element that are relatively close to each other have opposite polarities.

[0016] Furthermore, the first protection unit also includes: a first protective element, which is disposed on the outer surface of the first magnetic element;

[0017] The thickness of the first protective component along the first direction is L2, which is greater than or equal to 0.45 mm and less than or equal to 0.55 mm.

[0018] Furthermore, the second protection unit also includes: a second protective element, which is disposed on the side of the second magnetic element that is relatively close to the first magnetic element;

[0019] The thickness of the second protective component along the first direction is L3, which is greater than or equal to 1.2 mm and less than or equal to 1.8 mm.

[0020] Furthermore, the first protection unit also includes: a first protective member, which is disposed on the outer surface of the first magnetic member;

[0021] The first protective component is made of flexible material; and / or,

[0022] The second protective component is made of flexible material;

[0023] The flexible material is rubber.

[0024] Furthermore, the second magnetic element includes a first magnetic edge, a second magnetic edge, a third magnetic edge, and a fourth magnetic edge;

[0025] The first magnetic edge extends in a direction parallel to the third magnetic edge, the second magnetic edge forms a first angle with the first magnetic edge, the second magnetic edge forms a second angle with the third magnetic edge, and the two ends of the fourth magnetic edge are connected to the first magnetic edge and the third magnetic edge, respectively.

[0026] Furthermore, the first included angle is an acute angle; and / or,

[0027] The second included angle is an obtuse angle.

[0028] Furthermore, the second protection unit also includes: a second protective member, wherein the fourth magnetic edge of the second magnetic member (601) is bent along a preset direction to form a third included angle on the side of the second magnetic member (601) that is relatively close to the first magnetic member;

[0029] The third included angle is set away from the second magnetic edge, and the second protective member is set on the side of the fourth magnetic edge that is away from the second magnetic edge.

[0030] Furthermore, the length of the first magnetic edge is L4, which is greater than or equal to 7.89 mm and less than or equal to 9.31 mm; and / or,

[0031] The length of the second magnetic edge is L5, where L5 is greater than or equal to 4.38 mm and less than or equal to 5.02 mm; and / or,

[0032] The length of the third magnetic edge is L6, which is greater than or equal to 4.9 mm and less than or equal to 14.7 mm.

[0033] By applying the technical solution of this utility model, the setting of the first protection unit separates the first limiting part on the tensioner housing from the ratchet, forming a buffer area, which avoids the ratchet from directly colliding with the first limiting part during cold start. The presence of the first protection unit reduces mechanical impact, prevents the ratchet from hard colliding with the first limiting part due to the failure of oil pressure to be established in time during cold start, reduces system noise, and improves the comfort and durability of chain drive.

[0034] Through the isolation function of the first protection unit, even during cold engine start-up, when the ratchet moves to a position close to the first limit part, it will not directly contact the first limit part. This design avoids hard collision between the ratchet and the first limit part due to insufficient spring force, thereby effectively reducing mechanical impact noise during the start-up phase and improving the smoothness of engine start-up and user experience.

[0035] In the specific condition of cold engine start-up, since the hydraulic oil fails to quickly build up sufficient pressure, when the ratchet moves towards the first limit part driven by the plunger, the first protection unit acts as an intermediate obstacle, absorbing the remaining kinetic energy of the plunger's movement, avoiding hard contact and collision between the ratchet and the first limit part, significantly reducing noise during the start-up phase, while protecting the ratchet and the first limit part from damage, and extending the service life of the tensioner and chain drive system.

[0036] By adding a first protection unit to the first limiting part on the tensioner housing, this technical solution provides an effective anti-collision buffer mechanism when the engine is cold-started, avoiding direct collision between the ratchet and the first limiting part. This not only reduces system noise but also improves the stability and durability of the chain drive system, enhancing the comfort and reliability of the entire engine operation process. Attached Figure Description

[0037] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

[0038] Figure 1 A schematic diagram of the tensioner according to an embodiment of this application is shown;

[0039] Figure 2 This invention provides a schematic diagram showing the structure of a tensioner housing with a first protection unit and a second protection unit as described in an embodiment of this application.

[0040] Figure 3 An embodiment of this application is shown. Figure 2 Enlarged view of the first and second protection units in the diagram.

[0041] The above figures include the following reference numerals:

[0042] 1. Tensioner housing; 2. Racket; 3. First connecting part; 4. First limiting part; 5. First protection unit; 501. First magnetic component; 502. First protective component; 6. Second protection unit; 601. Second magnetic component; 602. Second protective component; 6011. First magnetic edge; 6012. Second magnetic edge; 6013. Third magnetic edge; 6014. Fourth magnetic edge; 602. Second protective component; 7. Guide rail. Detailed Implementation

[0043] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0044] As mentioned in the background section, this application provides a timing chain system to address the problems mentioned in the background section, including a tensioner, the tensioner comprising:

[0045] Tensioner housing 1, the tensioner housing 1 is provided with a first connecting part 3 and a first limiting part 4, the first connecting part 3 is used to connect with the engine cylinder block;

[0046] Ratchet 2 is located on the plunger inside the tensioner housing 1;

[0047] The first protection unit 5 is disposed on the first limiting part 4 to separate the first limiting part 4 from the ratchet 2. When the plunger drives the ratchet 2 to move towards the first limiting part 4, the ratchet 2 contacts the first protection unit 5 to avoid the ratchet 2 from contacting the first limiting part 4.

[0048] Specifically, the timing chain system provided in this application includes a tensioner, such as... Figure 1 As shown, the tensioner has a tensioner housing 1, on which a first connecting part 3 and a first limiting part 4 are provided. The first connecting part 3 is used to connect with the engine cylinder block. A ratchet 2 is provided on the plunger of the tensioner. For example... Figure 2 and Figure 3 As shown, a first protection unit 5 is provided on the first limiting part 4, which can separate the first limiting part 4 on the tensioner housing 1 from the ratchet 2, so that when the engine is cold-started and the plunger is moving continuously, the ratchet 2 on it will not collide with the first limiting part 4, that is, it will not collide with the tensioner housing 1. Because of the presence of the first protection unit 5, when the engine is cold-started, when the plunger drives the ratchet 2 to move towards the first limiting part 4, the ratchet 2 will directly contact the first protection unit 5, thereby avoiding the situation where the ratchet 2 contacts the first limiting part 4 and produces an impact sound.

[0049] The first protection unit 5 separates the first limiting part 4 on the tensioner housing 1 from the ratchet 2, forming a buffer area. This prevents the ratchet 2 from directly colliding with the first limiting part 4 during cold starts. The presence of the first protection unit 5 reduces mechanical impact and prevents the ratchet 2 from hard colliding with the first limiting part 4 due to the failure of oil pressure to be established in time during cold starts. This reduces system noise and improves the comfort and durability of the chain drive.

[0050] Through the isolation function of the first protection unit 5, even during the cold start of the engine, when the ratchet 2 moves to a position close to the first limit part 4, it will not directly contact the first limit part 4. This design avoids hard collision between the ratchet 2 and the first limit part 4 due to insufficient spring force, thereby effectively reducing the mechanical impact noise during the start-up phase and improving the smoothness of engine start-up and user experience.

[0051] In the specific condition of cold engine start-up, because the hydraulic oil fails to quickly build up sufficient pressure, when the ratchet 2 moves towards the first limiting part 4 under the drive of the plunger, the first protection unit 5 acts as an intermediate obstacle, absorbing the remaining kinetic energy of the plunger's movement, avoiding hard contact and collision between the ratchet 2 and the first limiting part 4, significantly reducing noise during the start-up phase, while protecting the ratchet 2 and the first limiting part 4 from damage, and extending the service life of the tensioner and chain drive system.

[0052] By adding a first protection unit 5 to the first limiting part 4 on the tensioner housing 1, this technical solution provides an effective anti-collision buffer mechanism when the engine is cold-started, avoiding direct collision between the ratchet 2 and the first limiting part 4. This not only reduces system noise but also improves the stability and durability of the chain drive system, enhancing the comfort and reliability of the entire engine operation process.

[0053] Furthermore, the timing chain system also includes a guide rail 7 and a second protection unit 6;

[0054] There are two first limiting parts 4, and at least a portion of the guide rail 7 is movably disposed between the two first limiting parts 4;

[0055] The second protection unit 6 is disposed at a position corresponding to the guide rail 7 and the two first limiting parts 4 to separate the first limiting parts 4 from the guide rail 7. When the guide rail 7 moves relative to the two first limiting parts 4, the guide rail 7 contacts the second protection unit 6 to avoid contact with the side of the two first limiting parts 4 that is close to each other.

[0056] Specifically, the timing chain system also includes a guide rail 7 used in conjunction with the tensioner and a second protection unit 6. There are two first limiting parts 4, and a movement space is formed between the two first limiting parts 4. At least a part of the guide rail 7 is located in the movement space and can move within the movement space. The second protection unit 6 is provided at the positions corresponding to the guide rail 7 and the two first limiting parts 4, so that when the guide rail 7 moves relative to the tensioner, it will not contact and collide with the two first limiting parts 4.

[0057] The second protection unit 6 is designed to reduce direct collisions between the guide rail 7 and the tensioner housing 1 during cold engine starts, thereby reducing noise and wear.

[0058] The second protection unit 6, positioned corresponding to the guide rail 7 and the two first limiting parts 4, serves as an isolation and buffer. During a cold start of the engine, the guide rail 7 may move rapidly due to a sudden change in chain tension. Without the second protection unit 6, the guide rail 7 is likely to collide hard with the first limiting parts 4, generating noise and potentially damaging components. The presence of the second protection unit 6 effectively absorbs the impact force of the guide rail 7, preventing direct contact and collision between the two, reducing potential mechanical shock and noise, protecting the guide rail 7 and the first limiting parts 4 from damage, and increasing the lifespan and quietness of the chain drive system.

[0059] The second protection unit 6 is designed to act as a buffer zone between the guide rail 7 and the first limiting part 4 when the guide rail 7 moves close to the first limiting part 4. In this way, even during a sudden change in chain tension, such as during a cold start, the second protection unit 6 will first contact the guide rail 7 to absorb its impact energy, preventing a direct hard collision between the guide rail 7 and the first limiting part 4. This reduces noise and vibration, ensuring smooth operation of the chain drive system under any conditions. It also protects the overall structure of the chain drive system from impact damage, extending the system's service life.

[0060] By setting a second protection unit 6 between the guide rail 7 and the two first limiting parts 4, this technical solution not only improves the smoothness of operation and noise reduction performance of the timing chain system during cold start, but also enhances the overall structural strength and reliability of the system and reduces maintenance costs.

[0061] Furthermore, the first protection unit 5 includes:

[0062] The first magnetic element 501 is disposed on the outer surface of one of the first limiting portions 4, and the thickness of the first magnetic element 501 along the first direction is L1.

[0063] Where L1 is greater than or equal to 0.65 mm and less than or equal to 1.95 mm.

[0064] Furthermore, the second protection unit 6 includes:

[0065] The second magnetic component 601 is disposed at a position corresponding to one of the first limiting parts 4 on the guide rail 7.

[0066] Among them, the magnetic poles of the relatively close surfaces of the first magnetic element 501 and the second magnetic element 601 have opposite polarities.

[0067] Specifically, the first protection unit 5 includes a first magnetic element 501 disposed on the outer surface of one of the first limiting portions 4. Figure 3In the direction a, the thickness of the first magnetic element 501 is L1, which is greater than or equal to 0.65mm and less than or equal to 1.95mm. In this embodiment, L1 is specifically taken as 1.3mm.

[0068] Specifically, the second protection unit 6 includes a second magnetic element 601 disposed on the guide rail 7, wherein the magnetic poles of the surfaces of the second magnetic element 601 that are relatively close to the first magnetic element 501 are opposite in polarity.

[0069] The first magnetic component 501 is placed on the outer surface of the first limiting part 4. Its design purpose is mainly to utilize the magnetic repulsion effect to prevent direct contact between the ratchet 2 and the first limiting part 4 when the engine is cold-started, even if the hydraulic oil fails to quickly build up sufficient pressure. The first magnetic component 501 generates a reverse magnetic force on the ratchet 2 through its magnetic field, effectively mitigating the impact and noise caused by chain tension fluctuations during the initial start-up phase. At the same time, it protects the tensioner housing 1 and internal components from excessive impact, improving the durability and operating efficiency of the chain drive system.

[0070] The thickness L1 of the first magnetic component 501 is set at 1.3mm. This value is chosen based on a comprehensive consideration of factors such as magnetic repulsion strength, space occupation, and material cost. If the first magnetic component 501 is too thin, the magnetic field strength may be insufficient to effectively prevent the ratchet 2 from moving, while if it is too thick, it will increase unnecessary weight and volume, affecting the overall structural compactness and operational flexibility of the tensioner. The thickness of 1.3mm ensures sufficient magnetic repulsion to prevent direct collision between the ratchet 2 and the first limiting part 4, while also controlling the overall size of the first magnetic component 501, so that it can achieve the best protective effect without adding too much burden.

[0071] The second magnetic component 601 is disposed on the guide rail 7, and its relative position to the first magnetic component 501 determines the nature of their magnetic field interaction. Since the magnetic poles of the adjacent surfaces of the second magnetic component 601 and the first magnetic component 501 are opposite, when the guide rail 7 approaches the first limiting part 4 under the push of the chain tension, an attractive force rather than a repulsive force will be generated between the two magnetic components. This attractive force can gently guide the movement path of the guide rail 7, avoiding a hard collision with the first limiting part 4, thereby reducing noise and vibration during startup or operation, protecting the guide rail 7 and its surrounding components, and extending the service life of the entire timing chain system.

[0072] By reasonably selecting the thickness L1 of the first magnetic component 501 to be 1.3mm and setting the second magnetic component 601 with opposite polarity in the second protection unit 6, this application creates a brand-new chain drive device design, which not only effectively solves the problem of direct collision between the ratchet 2 and the first limiting part 4 when the engine is cold-started, but also further improves the operating comfort, durability and efficiency of the chain drive system through precise control of the movement of the guide rail 7.

[0073] Furthermore, the first protection unit 5 also includes:

[0074] The first protective element 502 is disposed on the outer surface of the first magnetic element 501;

[0075] The thickness of the first protective component 502 along the first direction is L2, which is greater than or equal to 0.45 mm and less than or equal to 0.55 mm.

[0076] Furthermore, the second protection unit 6 also includes:

[0077] The second protective element 602 is disposed on the side of the second magnetic element 601 that is relatively close to the first magnetic element 501.

[0078] The thickness of the second protective component 602 along the first direction is L3, which is greater than or equal to 1.2 mm and less than or equal to 1.8 mm.

[0079] Furthermore, the first protective element 502 is made of a flexible material; and / or,

[0080] The second protective component 602 is made of flexible material;

[0081] The flexible material is rubber.

[0082] Specifically, the first protection unit 5 further includes a first protective member 502 disposed on the outer surface of the first magnetic member 501. The first protective member 502 is made of a flexible material, specifically rubber. Figure 3 The thickness along direction a is L2, which is greater than or equal to 0.45mm and less than or equal to 0.55mm. Specifically, L2 is 0.5mm. The second protection unit 6 also includes a second protective member 602 disposed on the side of the second magnetic member 601 relatively close to the first magnetic member 501. In this embodiment, the second protective member 602 is made of a flexible material, specifically rubber. The thickness of the second protective member 602 along direction a is L3, which is... Figure 3 In the a direction, L3 is greater than or equal to 1.2 mm and less than or equal to 1.8 mm, and the specific value of L3 is 1.5 mm.

[0083] The first protective element 502, made of a flexible material such as rubber, is disposed on the outer surface of the first magnetic element 501. Its purpose is to provide an additional soft contact buffer layer. During engine cold start, even if the magnetic repulsion of the first magnetic element 501 is insufficient to completely prevent the ratchet 2 from moving toward the first limiting part 4, the flexible material of the first protective element 502 can absorb the remaining impact force, preventing hard contact between the ratchet 2 and the first magnetic element 501 or the first limiting part 4. This significantly reduces collision noise, protects the tensioner housing 1 and other components from mechanical impact damage, and improves the smoothness of operation and overall lifespan of the chain drive system.

[0084] The thickness L2 of the first protective component 502 along direction a is set to 0.5mm. This size selection fully considers the balance between the elastic properties of the rubber material and the required cushioning effect. If the thickness is too small, it may not be able to effectively absorb the impact, while if it is too thick, the first protective component 502 may protrude too much during normal operation, affecting the transmission of the chain's normal tension force. The thickness of 0.5mm ensures a good cushioning effect without taking up too much space and affecting the internal component layout of the tensioner.

[0085] The second protective component 602, also made of flexible materials such as rubber, is positioned on the side of the second magnetic component 601 closest to the first magnetic component 501. It serves to buffer the contact between the guide rail 7 and the second magnetic component 601 when the chain tension changes significantly. When the guide rail 7 moves near the second magnetic component 601 during the cold start phase, even if the magnetic attraction is insufficient to completely fix the guide rail 7, the flexible material of the second protective component 602 can absorb the kinetic energy of the guide rail 7, preventing a hard collision between the guide rail 7 and the second magnetic component 601. This reduces noise and vibration during system operation. Simultaneously, the flexibility of the rubber material ensures that it does not hinder the movement of the guide rail 7 during normal operation, guaranteeing timely adjustment of the chain tension and the system's flexibility.

[0086] The thickness L3 of the second protective component 602 along the a direction is set to 1.5mm. This dimension fully considers the maximum possible displacement of the guide rail 7 during engine cold start and optimizes the required buffering effect. The 1.5mm thickness provides sufficient buffer space to absorb the impact force of the guide rail 7, preventing it from directly colliding with the second magnetic component 601. It also ensures that the second protective component 602 does not excessively interfere with the movement of the guide rail 7 during normal operation, thereby achieving smooth movement of the guide rail 7 and improving the overall performance of the chain drive system, reducing noise and system wear during the start-up phase.

[0087] By setting a first protective element 502 with a thickness of 0.5mm and a second protective element 602 with a thickness of 1.5mm on the first magnetic element 501 and the second magnetic element 601 respectively, this technical solution not only achieves soft landing of ratchet 2 and guide rail 7 through magnetic repulsion and attraction when the engine is cold-started, but also provides additional cushioning through the rubber protective element, further reducing noise and wear caused by mechanical collision.

[0088] Furthermore, the second magnetic element 601 includes a first magnetic edge 6011, a second magnetic edge 6012, a third magnetic edge 6013, and a fourth magnetic edge 6014.

[0089] The first magnetic edge 6011 extends in a direction parallel to the third magnetic edge 6013. The second magnetic edge 6012 forms a first angle with the first magnetic edge 6011, and the second magnetic edge 6012 forms a second angle with the third magnetic edge 6013. The two ends of the fourth magnetic edge 6014 are connected to the first magnetic edge 6011 and the third magnetic edge 6013, respectively.

[0090] Furthermore, the first included angle is an acute angle; and / or,

[0091] The second included angle is an obtuse angle.

[0092] The quadrilateral structure of the second magnetic component 601, consisting of a first magnetic edge 6011, a second magnetic edge 6012, a third magnetic edge 6013, and a fourth magnetic edge 6014, aims to provide a more uniform and stable magnetic field environment through the interaction of multiple magnetic edges. This polygonal structure ensures that the magnetic component can generate magnetic force in different directions. Therefore, during cold engine startup, regardless of the angle from which the guide rail 7 approaches the second magnetic component 601, it can be promptly affected by magnetic repulsion or attraction, effectively controlling the displacement of the guide rail 7 and avoiding direct collision with the first limiting part 4.

[0093] The first magnetic edge 6011 and the third magnetic edge 6013 extend parallel to each other. This arrangement ensures that the magnetic field strength distribution of the second magnetic component 601 in the a direction is uniform. Especially when the guide rail 7 moves along the a direction, it can always be subjected to a relatively stable and continuous magnetic field force. This parallel structure allows the first magnetic edge 6011 and the third magnetic edge 6013 to jointly form a continuous magnetic field. No matter how the guide rail 7 moves in space parallel to the a direction, it can be protected by the magnetic field, reducing local stress concentration caused by magnetic field inhomogeneity.

[0094] The formation of the first and second included angles is a unique geometric design within the quadrilateral structure of the second magnetic component 601. This design aims to optimize the movement trajectory of the guide rail 7 by adjusting the direction and magnitude of the magnetic force. This design allows the second magnetic component 601 to generate magnetic forces of varying intensities and directions, enabling control over the movement path of the guide rail 7 as it approaches the second magnetic component 601. By setting the first and second included angles, the guide rail 7 can be guided to run on a safer and smoother path, reducing noise and wear caused by irregular movement trajectories. Simultaneously, this design better adapts to changes in chain tension in the 'a' direction, improving the response speed and flexibility of the chain drive system during engine cold starts.

[0095] The two ends of the fourth magnetic edge 6014 are connected to the first magnetic edge 6011 and the third magnetic edge 6013. This design ensures the structural integrity and magnetic field continuity of the second magnetic component 601. By connecting the first magnetic edge 6011 and the third magnetic edge 6013, the fourth magnetic edge 6014 not only enhances the mechanical strength of the second magnetic component 601, preventing damage due to vibration or impact during engine operation, but also ensures that the magnetic field of the entire second magnetic component 601 can form a closed loop, allowing the magnetic force to be released and balanced in all directions. This enables more effective control of the movement of the guide rail 7 during the cold start phase, reducing the risk of collision with the first limiting part 4.

[0096] The setting of the first included angle (acute angle) and / or the second included angle (obtuse angle) is a key parameter in the geometric design of the second magnetic component 601. It is used to adjust the direction and intensity of the magnetic field force to adapt to the movement trajectory of the guide rail 7 during cold starts. The acute first included angle generates a stronger attractive or repulsive force, effectively guiding the guide rail 7 along a specific path towards the second magnetic component 601, reducing the possibility of direct contact between the guide rail and the first limiting part 4. The obtuse second included angle provides a wider magnetic field area, allowing the guide rail 7 to be more stably controlled when approaching the second magnetic component 601, avoiding obstruction or deviation from the normal trajectory caused by excessively strong local magnetic field force. This combination of acute and obtuse angles not only ensures that the movement of the guide rail 7 is sufficiently controlled by the magnetic field during engine cold starts, avoiding hard collisions with the first limiting part 4, but also reduces noise and wear during system startup.

[0097] Through the integrated design of these technical features, the second magnetic component 601 can effectively and precisely control the movement of the guide rail 7 during cold engine start-up, reducing direct collisions with the first limiting part 4, protecting the internal structure of the chain drive system, and reducing noise and wear during the start-up phase. At the same time, its unique geometric structure and magnetic force distribution design also ensure that the chain drive system can smoothly and efficiently adjust the chain tension during normal engine operation, improving the performance and service life of the entire system.

[0098] Furthermore, the fourth magnetic edge 6014 is bent along a predetermined direction to form a third included angle;

[0099] The third included angle is set away from the second magnetic edge 6012, and the second protective member 602 is set on the side of the fourth magnetic edge 6014 away from the second magnetic edge 6012.

[0100] The bend in the fourth magnetic edge 6014, forming the third included angle, is designed to alter the distribution of magnetic field lines and create a more complex magnetic field environment. The formation of the third included angle means that the shape of the second magnetic element 601 is no longer limited to a planar quadrilateral but has a three-dimensional form. This three-dimensional structure allows the magnetic force to be strengthened or weakened in specific directions to adapt to different angles when the guide rail 7 approaches, thereby applying more precise magnetic force control to the guide rail 7 and preventing direct hard contact with the first limiting part 4 during cold starts, reducing starting noise and wear.

[0101] The second protective element 602 is located on a specific side of the fourth magnetic edge 6014, that is, the side away from the second magnetic edge 6012. This arrangement fully utilizes the three-dimensional structural advantages of the second magnetic element 601, ensuring that the second protective element 602 can make contact with the guide rail 7 first when it approaches. Utilizing the characteristics of its flexible material, it absorbs the kinetic energy of the guide rail 7, thus providing cushioning and protection. Even when magnetic control is insufficient to completely avoid contact, the second protective element 602 can significantly reduce the hard impact between the guide rail 7 and the second magnetic element 601, further reducing the noise level during startup.

[0102] The fourth magnetic edge 6014 has the same arc design as the second protective element 602 and the first protective element 502, which indicates that all three components form a high degree of synergy in shape, ensuring that they can be seamlessly connected in space and together provide comprehensive magnetic control and physical protection for the chain drive system during cold start.

[0103] Through this series of meticulous designs, including the bending of the fourth magnetic edge 6014 along a preset direction, the setting of the third included angle, and the consistency of the curvature of the second protective element 602 and the first protective element 502, this technical solution achieves effective control and protection of the chain drive system during the cold start of the engine. It not only reduces noise and mechanical wear during the start-up phase, but also optimizes the movement trajectory of the guide rail 7, thereby improving the overall stability and efficiency of the chain drive system.

[0104] Furthermore, the length of the first magnetic edge 6011 is L4, where L4 is greater than or equal to 7.89 mm and less than or equal to 9.31 mm; and / or,

[0105] The length of the second magnetic edge 6012 is L5, where L5 is greater than or equal to 4.38 mm and less than or equal to 5.02 mm; and / or,

[0106] The length of the third magnetic edge 6013 is L6, which is greater than or equal to 4.9 mm and less than or equal to 14.7 mm.

[0107] Specifically, the value of L4 is 8.9mm, the value of L5 is 5mm, and the value of L6 is 9.8mm.

[0108] The length L4 of the first magnetic edge 6011 is set within the range of 7.89 mm to 9.31 mm, specifically 8.9 mm in this embodiment. The longer first magnetic edge 6011 provides a larger magnetic force application area, ensuring a stable influence on the ratchet 2 and guide rail 7 even during cold engine starts, preventing direct collisions. Simultaneously, the 8.9 mm length also considers space utilization and cost control, avoiding unnecessary material waste and excessive occupation of the internal space of the tensioner housing 1.

[0109] The length L5 of the second magnetic edge 6012 is set within the range of 4.38 mm to 5.02 mm, and in this embodiment, L5 is specifically 5 mm. As an important component of the second magnetic element 601, the length of the second magnetic edge directly affects the distribution of the magnetic field in the direction perpendicular to a. A longer second magnetic edge 6012 can generate magnetic force over a larger area, which helps to guide the guide rail 7 along a smoother path before it contacts the second protective element 602, avoiding a hard collision with the second magnetic element 601. At the same time, the selection of a length of 5 mm also takes into account the size limitations of the device, ensuring that the entire chain drive system can effectively control the fluctuation of chain tension during the cold start phase.

[0110] The length L6 of the third magnetic edge 6013 is set in the range of 4.9mm to 14.7mm, specifically 9.8mm in this embodiment. The longer third magnetic edge 6013 can provide a stronger magnetic field force, which helps to more effectively control the movement of the guide rail 7 when the engine is cold-started. Especially when the guide rail 7 moves in a direction close to a, the 9.8mm length can ensure the continuous action of the magnetic field force, so that the guide rail 7 can approach along a safe path under the combined magnetic field force formed by the first magnetic edge 6011 and the second magnetic edge 6012, avoiding direct collision with the first limiting part 4, thereby reducing starting noise and system wear, and improving the overall operational stability and life of the chain drive system.

[0111] In summary, by precisely controlling the lengths of the first magnetic edge 6011, the second magnetic edge 6012, and the third magnetic edge 6013 to 8.9mm, 5mm, and 9.8mm, respectively, this design of the present application achieves fine control of the ratchet 2 and the guide rail 7 through magnetic force, avoiding direct collisions with the first limiting part 4 and the second magnetic component 601, reducing noise and wear during the start-up phase, and improving the operating efficiency and service life of the chain drive system.

[0112] As can be seen from the above description, the embodiments of this utility model achieve the following technical effects:

[0113] By adding a first magnetic component 501 and a first protective component 502 to the tensioner housing 1, and adding a second magnetic component 601 and a second protective component 602 to the guide rail 7, the principle of like poles of magnets repelling each other and the buffering effect of rubber can be utilized to effectively prevent direct collision between the ratchet 2 and the tensioner housing 1 when the engine is cold-started, even if the oil pressure has not yet been established. This significantly reduces noise and vibration during the starting phase and provides a quieter and smoother starting experience.

[0114] The coordinated action of the first protection unit 5 and the second protection unit 6 enables the adaptive adjustment of the displacement of the guide rail 7 according to the changes in chain tension, avoiding hard collisions between the guide rail 7 and the tensioner housing 1 caused by fluctuations in chain tension, thereby achieving more precise and stable chain tension control.

[0115] The specific dimensional design of the first magnetic component 501 and the second magnetic component 601 (e.g., L1 is 1.3mm, L4 is 8.9mm, L5 is 5mm, and L6 is 9.8mm), as well as the selection of flexible materials for the first protective component 502 and the second protective component 602, not only meet the functional requirements but also take into account space occupation and cost control, ensuring the structural compactness of the chain drive device while reducing manufacturing costs.

[0116] The quadrilateral structure of the second magnetic element 601 and the bending of the fourth magnetic edge 6014 to form a third included angle can change the distribution of magnetic lines of force, thereby generating guiding and repelling magnetic forces when the guide rail 7 approaches, thus optimizing the dynamic response of the chain drive system.

[0117] The combined use of the first protection unit 5 and the second protection unit 6 not only reduces direct collisions between mechanical parts, but also avoids excessive wear by controlling the movement path of the guide rail 7, thereby extending the service life of the chain drive system and related internal components of the engine and reducing maintenance costs.

[0118] During a cold start of the engine, fluctuations in chain tension can cause abnormal displacement of the guide rail. This invention effectively adapts to these fluctuations through a dual mechanism of magnetic repulsion and rubber cushioning. Even in the early stages before hydraulic pressure is established, it ensures smooth displacement of the guide rail 7, preventing system malfunctions or abnormal noise.

[0119] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0120] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of this invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following drawings denote similar items; therefore, once an item is defined in one drawing, it need not be further discussed in subsequent drawings.

[0121] In the description of this utility model, it should be understood that the orientation or positional relationship indicated by directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" is usually based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this utility model and simplifying the description. Unless otherwise stated, these directional terms 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, and therefore should not be construed as a limitation on the scope of protection of this utility model; the directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.

[0122] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0123] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore cannot be construed as limiting the scope of protection of this utility model.

[0124] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any 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 timing chain system, comprising a tensioner, characterized in that, The tensioner includes: Tensioner housing (1), the tensioner housing (1) is provided with a first connecting part (3) and a first limiting part (4), the first connecting part (3) is used to connect with the engine cylinder block; A ratchet (2) is provided on the plunger inside the tensioner housing (1); The first protection unit (5) is disposed on the first limiting part (4) to separate the first limiting part (4) from the ratchet (2). When the plunger drives the ratchet (2) to move closer to the first limiting part (4), the ratchet (2) contacts the first protection unit (5) to avoid the ratchet (2) from contacting the first limiting part (4).

2. The timing chain system according to claim 1, characterized in that, The timing chain system also includes a guide rail (7) and a second protection unit (6); There are two first limiting parts (4), and at least a portion of the guide rail (7) is movably disposed between the two first limiting parts (4); The second protection unit (6) is disposed on the guide rail (7) at a position corresponding to the two first limiting parts (4) to separate the first limiting parts (4) from the guide rail (7). When the guide rail (7) moves relative to the two first limiting parts (4), the guide rail (7) contacts the second protection unit (6) to avoid contact with the side of the two first limiting parts (4) that is close to each other.

3. The timing chain system according to claim 2, characterized in that, The first protection unit (5) includes: A first magnetic element (501) is disposed on the outer surface of one of the first limiting portions (4), and the thickness of the first magnetic element (501) along the first direction is L1. Wherein, L1 is greater than or equal to 0.65mm and less than or equal to 1.95mm.

4. The timing chain system according to claim 3, characterized in that, The second protection unit (6) includes: The second magnetic element (601) is disposed on the guide rail (7) at a position corresponding to one of the first limiting parts (4); The magnetic poles of the surfaces of the first magnetic element (501) and the second magnetic element (601) that are relatively close to each other have opposite polarities.

5. The timing chain system according to claim 4, characterized in that, The first protection unit (5) further includes: The first protective element (502) is disposed on the outer surface of the first magnetic element (501); The thickness of the first protective element (502) along the first direction is L2, which is greater than or equal to 0.45 mm and less than or equal to 0.55 mm.

6. The timing chain system according to claim 4, characterized in that, The second protection unit (6) also includes: The second protective element (602) is disposed on the side of the second magnetic element (601) that is relatively close to the first magnetic element (501); The thickness of the second protective member (602) along the first direction is L3, which is greater than or equal to 1.2 mm and less than or equal to 1.8 mm.

7. The timing chain system according to claim 6, characterized in that, The first protection unit (5) further includes: a first protective member (502), which is disposed on the outer surface of the first magnetic member (501); The first protective element (502) is made of a flexible material; and / or, The second protective component (602) is made of flexible material; The flexible material is rubber.

8. The timing chain system according to claim 4, characterized in that, The second magnetic element (601) includes a first magnetic edge (6011), a second magnetic edge (6012), a third magnetic edge (6013), and a fourth magnetic edge (6014); Wherein, the extension direction of the first magnetic edge (6011) is parallel to the extension direction of the third magnetic edge (6013), the second magnetic edge (6012) forms a first angle with the first magnetic edge (6011), the second magnetic edge (6012) forms a second angle with the third magnetic edge (6013), and the two ends of the fourth magnetic edge (6014) are connected to the first magnetic edge (6011) and the third magnetic edge (6013) respectively.

9. The timing chain system according to claim 8, characterized in that, The first included angle is an acute angle; and / or, The second included angle is an obtuse angle.

10. The timing chain system according to claim 8, characterized in that, The second protection unit (6) further includes: a second protection member (602), which is disposed on the side of the second magnetic member (601) that is relatively close to the first magnetic member (501); The fourth magnetic edge (6014) is bent along a preset direction to form a third included angle; The third included angle is disposed away from the second magnetic edge (6012), and the second protective member (602) is disposed on the side of the fourth magnetic edge (6014) away from the second magnetic edge (6012).

11. The timing chain system according to claim 8, characterized in that, The length of the first magnetic edge (6011) is L4, which is greater than or equal to 7.89 mm and less than or equal to 9.31 mm; and / or, The length of the second magnetic edge (6012) is L5, where L5 is greater than or equal to 4.38 mm and less than or equal to 5.02 mm; and / or, The length of the third magnetic edge (6013) is L6, which is greater than or equal to 4.9 mm and less than or equal to 14.7 mm.

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