Crankshaft pulley structure

Abstract

The utility model discloses a kind of crank pulley structure, the utility model discloses a kind of crank pulley structure including coupling disc, mandrel and crank pulley, the left end of mandrel is fixedly connected with coupling disc, crank pulley is sleeved in the outside of mandrel, and crank pulley is connected with mandrel through left side tapered roller bearing and right side tapered roller bearing connection.The utility model discloses coupling disc and crank pulley are not directly connected, and are connected through left side tapered roller bearing and right side tapered roller bearing, using the crank pulley structure of the utility model can effectively avoid the transmission belt drop-off and other problems due to torsional vibration, improve the stability and reliability of marine power transmission system, reduce maintenance cost, effectively guarantee the normal operation of seawater pump and other equipment.

Description

Technical Field

[0001] This utility model belongs to the technical field of engine parts, and in particular relates to a crankshaft pulley structure. Background Technology

[0002] Combination Figure 2 As shown, existing marine crankshaft pulleys mostly use a rigid connection between the connecting disc 1 and the crankshaft pulley 2 directly via bolts. This traditional structure exposes the following three defects in practical applications:

[0003] Vibration transmission problem: During engine operation, torque fluctuations will be generated continuously. Since the crankshaft pulley 2 and the connecting disc 1 are rigidly connected by bolts, these torque fluctuations will be directly transmitted to the crankshaft pulley 1 without any buffering, accelerating the fatigue damage of the crankshaft pulley 1 and its related components, and seriously affecting the stability and reliability of the entire transmission system.

[0004] Off-center load failure: During navigation, ships are subjected to complex environmental factors such as surges, causing micro-deformation of the crankshaft. Traditional bolted connections cannot accommodate such minute deformations, leading to stress concentration at the connection points. Prolonged exposure to this condition can result in severe uneven wear of the bearings, significantly shortening their lifespan and increasing maintenance costs and equipment downtime.

[0005] Efficiency degradation: With prolonged operation, hexagonal head bolts are prone to loosening under frequent vibration and alternating loads. Loose bolts can cause axial movement of the pulley, resulting in energy loss during power transmission, a significant decrease in transmission efficiency, and impacting the overall performance of the ship's propulsion system. Summary of the Invention

[0006] In order to overcome the shortcomings of the existing technology, this utility model provides a crankshaft pulley structure. Using the crankshaft pulley structure of this utility model can effectively avoid problems such as transmission belt slippage caused by torsional vibration, improve the stability and reliability of the ship's power transmission system, reduce maintenance costs, and effectively ensure the normal operation of equipment such as seawater pumps.

[0007] To address the problems existing in the prior art, this utility model provides a crankshaft pulley structure, including: a connecting disc, a spindle, and a crankshaft pulley. The left end of the spindle is fixedly connected to the connecting disc, and the crankshaft pulley is sleeved on the outside of the spindle. The crankshaft pulley is connected to the spindle via a left tapered roller bearing and a right tapered roller bearing.

[0008] Furthermore, the inner ring of the left tapered roller bearing is connected to the spindle via an transition fit, and the outer ring of the left tapered roller bearing is connected to the crankshaft pulley via an interference fit.

[0009] Furthermore, the inner ring of the right tapered roller bearing is connected to the spindle via an transition fit, and the outer ring of the right tapered roller bearing is connected to the crankshaft pulley via an interference fit.

[0010] Furthermore, a coupling is provided at the right end of the mandrel.

[0011] Furthermore, the inner ring of the coupling is fixedly connected to the spindle, and the outer ring of the coupling is fixedly connected to the crankshaft pulley.

[0012] Furthermore, a left bearing cover is provided on the left side of the left tapered roller bearing, and the left bearing cover is fixedly connected to the crankshaft pulley.

[0013] Furthermore, a right bearing cover is provided on the right side of the right tapered roller bearing, and the right bearing cover is fixedly connected to the crankshaft pulley.

[0014] Furthermore, an axial elastic retaining ring is also fitted on the mandrel, and the axial elastic retaining ring is located on the right side of the right bearing cover.

[0015] Furthermore, the spindle is provided with a left shoulder, and the left side of the left tapered roller bearing abuts against the left shoulder.

[0016] Furthermore, the mandrel is also provided with a right shoulder, and the left side of the right tapered roller bearing abuts against the right shoulder.

[0017] The beneficial effects achieved by this utility model due to the adoption of the above technical solution are as follows:

[0018] This utility model discloses a crankshaft pulley structure comprising a connecting disc, a spindle, and a crankshaft pulley. The left end of the spindle is fixedly connected to the connecting disc, and the crankshaft pulley is sleeved on the outside of the spindle. The crankshaft pulley and the spindle are connected via a left-side tapered roller bearing and a right-side tapered roller bearing. In this utility model, the connecting disc and the crankshaft pulley are not directly connected, but rather connected via left-side and right-side tapered roller bearings. Using this crankshaft pulley structure effectively avoids problems such as transmission belt slippage due to torsional vibration, improves the stability and reliability of the ship's power transmission system, reduces maintenance costs, and effectively ensures the normal operation of equipment such as seawater pumps. Attached Figure Description

[0019] Figure 1 This is a structural schematic diagram of the crankshaft pulley structure of this utility model;

[0020] Figure 2 This is a schematic diagram of the structure of a crankshaft pulley in the prior art;

[0021] In the diagram: 1. Connecting disc; 2. Crankshaft pulley; 3. Mandrel; 4. Coupling; 5. Left tapered roller bearing; 6. Right tapered roller bearing; 7. Left bearing cap; 8. Right bearing cap; 9. Axial elastic retaining ring. Detailed Implementation

[0022] 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 the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present utility model and are not intended to limit the present utility model.

[0023] Combination Figure 1 As shown, this embodiment discloses a crankshaft pulley structure, which includes a connecting disc 1, a spindle 3, and a crankshaft pulley 2. The left end of the spindle 3 is fixedly connected to the connecting disc 1 by bolts. The crankshaft pulley 2 is sleeved on the outside of the spindle 3, and the crankshaft pulley 2 and the spindle 3 are connected by a left tapered roller bearing 5 and a right tapered roller bearing 6.

[0024] The mandrel 3 is made of QT600-3 pearlitic ductile iron, which has higher strength and can withstand greater stress without easily breaking or deforming, ensuring the reliability of the mandrel 3 under complex working conditions. It also has excellent wear resistance, reducing wear during use, extending service life, and lowering maintenance costs. Simultaneously, this material has good vibration damping properties, absorbing and dispersing some vibration energy, reducing the impact of vibration on the mandrel 3 and the entire mechanical system, and improving operational smoothness and safety.

[0025] Preferably, the inner ring of the left tapered roller bearing 5 is connected to the spindle 3 with an transition fit, and the outer ring of the left tapered roller bearing 5 is connected to the crankshaft pulley 2 with an interference fit.

[0026] More preferably, the inner ring of the right tapered roller bearing 6 is connected to the spindle 3 with an transition fit, and the outer ring of the right tapered roller bearing 6 is connected to the crankshaft pulley 2 with an interference fit.

[0027] The connection between the left tapered roller bearing 5 and the right tapered roller bearing 6, the spindle 3, and the crankshaft pulley 2 ensures both the relative rotational flexibility between the left and right tapered roller bearings 5 ​​and 6 and the spindle 3, and that the left and right tapered roller bearings 5 ​​and 6 fully bear the weight of the crankshaft pulley 2, while also ensuring good dynamic balance of the crankshaft pulley 2 relative to the crankshaft center, effectively transmitting belt torque. The left and right tapered roller bearings 5 ​​and 6 can withstand large radial and axial loads, making them suitable for heavy-load and impact-load operating conditions in marine propulsion systems.

[0028] Preferably, a coupling 4 is also provided at the right end of the mandrel 3.

[0029] More preferably, the inner ring of the coupling 4 is fixedly connected to the spindle 3 by bolts, and the outer ring of the coupling 4 is fixedly connected to the crankshaft pulley 2 by bolts.

[0030] The inner ring of coupling 4 is fixedly connected to the spindle 3 by bolts, and the outer ring of coupling 4 is fixedly connected to the crankshaft pulley 2 by bolts. The embedded rubber layer provides excellent elasticity and performance stability, enabling it to deform during transmission, absorb and reduce crankshaft torsional vibration energy, enhance axial and radial deformation compensation capabilities, further reduce vibration and impact transmission, effectively reduce torsional vibration, and improve the engine's ability to adapt to complex marine working environments.

[0031] Preferably, a left bearing cover 7 is provided on the left side of the left tapered roller bearing 5, and the left bearing cover 7 is fixedly connected to the crankshaft pulley 2 by bolts.

[0032] More preferably, a right bearing cover 8 is provided on the right side of the right tapered roller bearing 6, and the right bearing cover 8 is fixedly connected to the crankshaft pulley 2 by bolts.

[0033] The use of the left bearing cover 7 and the right bearing cover 8 can significantly reduce the wear and corrosion of the left tapered roller bearing 5 and the right tapered roller bearing 6 caused by the intrusion of contaminants, thereby effectively extending the service life of the left tapered roller bearing 5 and the right tapered roller bearing 6 and ensuring the stable operation and performance reliability of the crankshaft pulley structure.

[0034] Preferably, an axial elastic retaining ring 9 is also fitted on the mandrel 3, and the axial elastic retaining ring 9 is located on the right side of the right bearing cover 8.

[0035] More preferably, a left shoulder is provided on the spindle 3, and the left side of the left tapered roller bearing 5 abuts against the left shoulder.

[0036] More preferably, a right shoulder is also provided on the mandrel 3, and the left side of the right tapered roller bearing 6 abuts against the right shoulder.

[0037] The connecting disc 1 is press-fitted onto the free end of the crankshaft with an interference fit. The spindle 3 is bolted to the connecting disc 1. This fit ensures a tight connection between the spindle 3 and the crankshaft, enabling reliable power transmission. Axial positioning is achieved through a combination of a left and right shoulder and an axial elastic retaining ring 9. The left shoulder allows for axial movement of the left tapered roller bearing 5, while the right shoulder restricts axial movement of the right tapered roller bearing 6. The axial elastic retaining ring 9 further enhances the reliability of axial positioning, preventing axial movement of the left and right tapered roller bearings 5 ​​and 6 during operation.

[0038] The combustion pressure within a diesel engine cylinder is not perfectly uniform, and the ignition and power stroke times of different cylinders vary in each working cycle, causing periodic fluctuations in the engine's output torque. These fluctuations are transmitted to the drive pulleys through the transmission system, inducing torsional vibration. The crankshaft pulley structure of this invention, through a three-stage power transmission chain reorganization involving interference fit, buffering, and self-aligning, effectively reduces the torsional vibration generated when the engine output torque is applied.

[0039] Simultaneously, a two-stage vibration reduction system (tapered roller bearing anti-eccentric load - rubber coupling vibration absorption) is used to achieve stable transmission of the crankshaft pulley under complex alternating impact loads.

[0040] In the description of this specification, it should be understood that the orientation or positional relationship described by terms such as "left side", "right side", "left end", and "right end" is based on the orientation or positional relationship shown in the accompanying drawings. It is only for the convenience of describing this utility model and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this utility model.

[0041] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A crankshaft pulley structure, characterized in that, include: The assembly includes a connecting disc (1), a spindle (3), and a crankshaft pulley (2). The left end of the spindle (3) is fixedly connected to the connecting disc (1). The crankshaft pulley (2) is sleeved on the outside of the spindle (3). The crankshaft pulley (2) and the spindle (3) are connected by a left tapered roller bearing (5) and a right tapered roller bearing (6).

2. The crankshaft pulley structure according to claim 1, characterized in that, The inner ring of the left tapered roller bearing (5) is connected to the spindle (3) with a transition fit, and the outer ring of the left tapered roller bearing (5) is connected to the crankshaft pulley (2) with an interference fit.

3. The crankshaft pulley structure according to claim 1, characterized in that, The inner ring of the right tapered roller bearing (6) is connected to the spindle (3) with an transition fit, and the outer ring of the right tapered roller bearing (6) is connected to the crankshaft pulley (2) with an interference fit.

4. The crankshaft pulley structure according to claim 1, characterized in that, A coupling (4) is also provided at the right end of the mandrel (3).

5. The crankshaft pulley structure according to claim 4, characterized in that, The inner ring of the coupling (4) is fixedly connected to the spindle (3), and the outer ring of the coupling (4) is fixedly connected to the crankshaft pulley (2).

6. The crankshaft pulley structure according to claim 1, characterized in that, A left bearing cover (7) is provided on the left side of the left tapered roller bearing (5), and the left bearing cover (7) is fixedly connected to the crankshaft pulley (2).

7. The crankshaft pulley structure according to claim 1, characterized in that, The right side of the tapered roller bearing (6) is provided with a right bearing cover (8), which is fixedly connected to the crankshaft pulley (2).

8. The crankshaft pulley structure according to claim 7, characterized in that, An axial elastic retaining ring (9) is also fitted on the spindle (3), and the axial elastic retaining ring (9) is located on the right side of the right bearing cover (8).

9. The crankshaft pulley structure according to claim 1, characterized in that, The spindle (3) is provided with a left shoulder, and the left side of the left tapered roller bearing (5) abuts against the left shoulder.

10. The crankshaft pulley structure according to claim 1, characterized in that, The mandrel (3) is also provided with a right shoulder, and the left side of the right tapered roller bearing (6) abuts against the right shoulder.

Images