DAMPER PULLEY CONSTRUCTION

Abstract

Damper and pulley assembly (100), designed for use with a motor (10), comprising the damper and pulley assembly (100): a cylindrical pulley (110) with a first side (111) and a second side (113) opposite the first side and comprising a plurality of pulley air openings (112) extending through the cylindrical pulley, a plurality of pulley mounting openings (114) and a plurality of first slots (116) on the first side of the cylindrical pulley; a first cylindrical damper (130) with a first side (133) and a second side (131) opposite the first side and comprising a plurality of first damper air openings (132) extending through the first cylindrical damper and a plurality of first damper mounting openings (134); and a plurality of fastening elements (406), wherein each of the plurality of fastening elements is inserted into one of the plurality of pulley fastening openings (114) and one of the plurality of first damper fastening openings (134), wherein the first cylindrical damper and the cylindrical pulley are aligned along a central axis, the first side (133) of the first cylindrical damper (130) faces the first side (111) of the cylindrical pulley (110), and each of the plurality of pulley air openings (112) is aligned with corresponding air openings (132) of the plurality of first damper air openings; and wherein each of the plurality of pulley air openings (112) is arranged in a corresponding first slot (116) of the plurality of first slots.

Description

Technical area

[0001] The embodiments described herein relate generally to engine damper and pulley assemblies, and more particularly to the design of damper and pulley assemblies with increased airflow for improved heat dissipation. Background of the invention

[0002] The front section of an internal combustion engine crankshaft may be connected to a pulley (e.g., to drive the alternator) and one or more dampers to counteract the engine's torsional / harmonic vibrations. Dampers, by their very nature, generate large amounts of heat, which must be quickly dissipated from their surfaces (e.g., via air movement) to keep them and the engine running. However, due to space constraints in some engine compartments, the pulley and damper(s) may need to be arranged very closely, leaving little space for air movement around the dampers, which can cause them to overheat.

[0003] US 2019 / 0 383 323 A1 describes a heat dissipation structure for crankshaft dampers. A crankshaft damper comprises an elastomer element attached to a hub, an inertia ring connected to the hub via the elastomer element, and structures for cooling the elastomer element. The crankshaft damper may have openings, air baffles, and recesses that cooperate to increase airflow through the openings.

[0004] Furthermore, US 2016 / 0 102 730 A1 discloses torsional vibration dampers comprising: a hub having a plate extending radially outward around a shaft receiving member, a first portion of an inertia member defining a back surface and a bore therethrough and having an annular flange concentric about the axis of rotation, two elastomeric elements positioned against opposite sides of the plate, and a second portion of the inertia member secured to the first portion of the inertia member by one or more fasteners.

[0005] In addition, DE 37 31 041 A1 shows a torsional vibration damper for the crankshaft of an internal combustion engine in the form of a pulley with a primary part that can be attached to the crankshaft.

[0006] The present disclosure aims to overcome one or more of the problems identified by the inventors. Brief description of the invention

[0007] The object of the present invention is achieved by a damper and pulley arrangement and by a damper and pulley system according to the main claims. The subclaims relate to preferred embodiments of the invention.

[0008] In one embodiment, a damper and pulley assembly designed for use with an engine is disclosed. The damper and pulley assembly comprises: a cylindrical pulley having a first side and a second side opposite the first side, including a plurality of pulley air openings extending through the cylindrical pulley, a plurality of pulley mounting openings, and a plurality of first slots on the first side of the cylindrical pulley; a first cylindrical damper having a first side and a second side opposite the first side and including a plurality of first damper air openings extending through the first cylindrical damper and a plurality of first damper mounting openings;and a plurality of fasteners, each of the plurality of fasteners being inserted into one of the plurality of pulley mounting holes and one of the plurality of first damper mounting holes, the first cylindrical damper and the cylindrical pulley being aligned along a central axis, the first side of the first cylindrical damper facing the first side of the cylindrical pulley, and each of the plurality of pulley air holes being aligned with corresponding air holes of the plurality of first damper air holes, and each of the plurality of pulley air holes being disposed in a corresponding first slot of the plurality of first slots.

[0009] In another embodiment, a damper and pulley system is disclosed. The damper and pulley system comprises: a first vibration damper having first air openings arranged at a first distance from a central axis of the first vibration damper, each of the first air openings being arranged at a second distance from two adjacent first air openings; a second vibration damper having second air openings arranged at a third distance from a central axis of the second vibration damper, each of the second air openings being arranged at a fourth distance from two adjacent second air openings;and a pulley including first slots on a first side of the pulley, second slots on a second side of the pulley, and pulley air openings extending from the first slots to the second slots and disposed a fifth distance from a central axis of the pulley, each of the pulley air openings being disposed a sixth distance from two adjacent pulley air openings, the first distance being equal to the third distance and the fifth distance, and the second distance being equal to the fourth distance and the sixth distance;

[0010] In another embodiment, an internal combustion engine is disclosed. The internal combustion engine comprises: a crankshaft; a first damper having first air openings extending from a first side of the first damper to a second side of the first damper; a second damper having second air openings extending from a first side of the second damper to a second side of the second damper; and a pulley having first slots in at least a first surface of the pulley and pulley air openings extending from the first slots through the pulley, wherein the first damper, the second damper, and the pulley are operatively connected to the crankshaft, and wherein each of the first air openings is aligned with corresponding second air openings and pulley air openings. Detailed description of the invention

[0011] The details of the embodiments of the present disclosure, both as to their construction and operation, may be learned in part by studying the accompanying drawings, in which like reference numerals refer to like parts and in which: Fig. 1 shows a damper and pulley system in an engine compartment according to one embodiment; Fig. 2 represents a pulley used in the system of Fig. 1, as well as a detailed view of a portion of the pulley according to an exemplary embodiment; Fig. 3 represents a pulley used in the system of Fig. 1 can be used according to another embodiment; Fig. 4 represents a damper that is used in the system of Fig. 1 may be used according to an exemplary embodiment; Fig. Figure 5 is an exploded view of the damper and pulley system of Fig. 1 according to an exemplary embodiment; Fig. Figure 6 is a cutaway close-up view of the upper section of the damper and pulley system Fig. 1 and Fig. 5, which according to an exemplary embodiment along the Fig. 5 shown cross section VI-VI; and Fig. 7 shows a cutaway close-up view of the damper and pulley system Fig. 1 and Fig. 5, which according to an exemplary embodiment along the Fig. 5 shown cross section VII-VII. Detailed description of the invention

[0012] The following detailed description, taken in conjunction with the accompanying drawings, is intended to describe various embodiments and is not intended to represent the only embodiments in which the disclosure may be practiced. The detailed description includes specific details in order to provide a thorough understanding of the embodiments. However, it will be apparent to those skilled in the art that embodiments of the invention may be practiced without these specific details. In some instances, well-known structures and components are shown in simplified form for the sake of brevity.

[0013] For clarity and ease of explanation, some areas and details may be omitted from the present description and figures. It should also be understood that the terms "side," "top," "bottom," "front," "rear," "above," "below," and the like are used for convenience to convey the relative positions of various components and do not imply any particular orientation of these components in absolute terms (e.g., relative to the external environment or the ground).

[0014] Fig. 1 illustrates an exemplary damper and pulley system or assembly 100 installed as part of an internal combustion engine 10 (partially shown). The damper and pulley assembly 100 includes a pulley 110 disposed between a first damper 130 and a second damper 150. As will be apparent from the descriptions of the various figures in the remainder of the disclosure, a wider portion of the pulley 110 (outer ring configured to receive a belt) is disposed outside the outer portions of one or both dampers. A belt (not shown) may be mounted on the pulley and connected to other parts of the engine.The damper-pulley assembly 100 may be connected to the front of a crankshaft either directly or via an adapter and may be configured to (i) counteract crankshaft vibrations via the dampers 130 / 150 and (ii) drive the alternator and / or other engine accessories via the pulley 110. The dashed line 160 indicates an engine compartment wall at the front of the engine.

[0015] The damper and pulley assembly 100 of Fig. 1 may be included in an engine of a vehicle. In one example, the damper and pulley assembly 100 may be part of an engine used in armored vehicles. However, the damper and pulley assembly 100 of the present disclosure may be implemented in other types of engines (e.g., 4-, 6-, 8-, 12-cylinder; gasoline, diesel, gas turbine, etc.) where the vibration damper and pulley(s) may be required to be in close proximity. Similarly, an engine having the damper-pulley 100 design of the present disclosure may be used in various types of machinery, such as mobile equipment associated with an industry (e.g., road building, mining, construction, transportation, power generation, agriculture, forestry, etc.), ordinary road vehicles (e.g., cars, race cars, semi-trailers, etc.), and other similar applications.), in aircraft, trains, sea vessels and / or in vehicles for military purposes (e.g. tanks, armoured personnel carriers, etc.).

[0016] Fig. Figure 2 illustrates a pulley 110 used in the damper pulley assembly of Fig. 1. The pulley 110 is an annular or cylindrical pulley with a circular circumference, which can be defined as having a central axis C, an inner or intermediate hub portion 119, a central hub portion 121, and an outer ring portion 123. The perspective view of the pulley 110 in Fig. 2 primarily shows a first side 111 of the pulley, with the second, opposite side 113 not being visible.

[0017] The inner hub portion 119 extends from an inner periphery 115 (a first distance LP1 from the central axis C) of the pulley 110 to a second distance LP2 from the central axis C. The middle hub portion 121 extends from the second distance LP2 to the third distance LP3 from the central axis C. The outer ring 123 extends from the third distance LP3 to an outer periphery 117 of the pulley 110 (at a fourth distance LP4 from the central axis C). In one embodiment of the disclosure, LP1 is 78-80 mm, LP2 is 123-125 mm, LP3 is 208-210 mm, and LP4 is 218-220 mm. In one example, LP1 is 78.6 mm, LP2 is 124 mm, LP3 is 209.1 mm, and LP4 is 219.3 mm. However, the different distances LP1-P4 that define the parts of the pulley 110, as well as the thickness of each of the parts 119 / 121 / 123) may depend on a specific engine and / or damper design and are not limited to these examples or the representation of Fig. 2 limited.

[0018] The outer periphery 117 on the outer ring 123 of the pulley 110 may include one or more grooves 128 and lateral guides or flanges 129 (one on each of the sides 111 / 113 of the pulley) for a belt (not shown). The outer ring portion 123 of the pulley 110 may be wider / thicker than the other portions of the pulley 110, as shown in Fig. 2. That is, the distance between the first side 111 and the second side 113 of the pulley is greater at the ring portion 123 than at the other portions 119 / 121 of the pulley 110. Furthermore, the inner and middle portions 119 / 121 may be off-center with respect to the outer ring portion 123 along the central axis C. For example, the first side of the ring portion 123 may be flush with the first sides of the inner and middle hub portions 119 / 121, such that the first side 111 of the pulley is generally flat along all three areas 119 / 121 / 123 (and the outer ring 123 protrudes on the second side 113 of the pulley). Alternatively, the inner and middle hub portions 119 / 121 may be centered or slightly off-centered with respect to the outer ring 123 (so that the outer ring 123 protrudes evenly or unevenly on both sides 111 / 113 of the pulley).

[0019] The central hub portion 121 of the pulley 110 may include a plurality of annularly spaced central hub openings 122. In the example of Fig. 2, the pulley 110 has six central hub openings 122, although a smaller or larger number of openings 122 may be used. These openings 122 may have rounded corners and generally follow the shape of the central hub portion 121, as shown in Fig. 2, although other types of opening shapes can also be used.

[0020] As in Fig. 2, the inner hub portion 119 of the pulley includes a plurality of annularly spaced bolt / fastener or mounting holes / apertures 114 and air or cooling holes / apertures 112 between each adjacent pair of bolt openings. That is, the bolt openings 114 and the air openings 112 alternate around the inner hub portion 119 of the pulley 110. Each of the bolt and air openings 114 / 112 extends through the pulley 110 from the first side 111 to the second side 113 of the pulley 110. The air openings 112 are respectively located in first and second lateral slots or grooves 116 / 118 formed on the corresponding first and second surfaces 111 / 113 of the pulley 110. Therefore, the thickness t1 (ie along a direction of the central axis C) of the inner portion 119 of the pulley 110 at the slots 116 / 118 (iewhere the air openings 112 are located) is thinner than the thickness t2 of the inner portion 119 of the pulley 110 between the slots (i.e., where the bolt openings 114 are located). These areas of reduced thickness of the pulley 110 form air passage slots, as described in more detail below.

[0021] The example of Fig. Figure 2 shows twelve bolt holes 114, twelve air holes 112, and twenty-four slots 116 / 118 (twelve on each side of the pulley) located on the inner hub portion 119 of the pulley 110. However, the disclosure is not limited to these particular numbers of holes / grooves. In one embodiment, the pulley may already be designed to meet the installation specifications of a motor / damper (e.g., with a particular number of bolt holes 114 at particular locations). The number of grooves 116 / 118 and air holes 112 may be selected to match the given installation specifications (e.g., to have the same number of air holes 112 as the required number of bolt holes).For example, if a particular engine and / or damper design requires the pulley 110 to have six bolt holes 114 for installation, the pulley 110 may have six air holes 112 disposed between the bolt holes 114 and located in twelve slots 116 / 118 (six on each side 111 / 113 of the pulley). Additionally, the number of air holes 112 need not equal the number of bolt holes 114. For example, the air holes 112 (and the corresponding slots 116 / 118) may be located every other (or every third, etc.) space between two adjacent bolt holes 114.

[0022] In an exemplary embodiment, a diameter D1 of the bolt holes 114 differs from a diameter D2 of the air holes 112 (e.g., bolt holes with a diameter of 13.8 mm and air holes with a diameter of 11.5 mm). This can ensure that the correct holes are used during assembly / installation of the pulley. In one example, the air holes 112 have a different shape (e.g., oblong, rectangular, etc.) than the bolt holes 114. In the example of Fig. 2, the air holes 112 are located at the same distance from the centerline C of the pulley 110 as the pin holes, when measured from the centers of the air holes and pin holes. However, in alternative embodiments, the air holes 112 may be located closer or farther from the centerline C (e.g., so that the air holes 112 and pin holes 114 form a zigzag pattern).

[0023] The slots / grooves 116 / 118 are aligned along the radial direction of the pulley 110 (orthogonal to the central axis C) and promote airflow over the engine dampers when the pulley 110 is installed in the damper pulley system 100. The slots 116 / 118 have an axial depth HG (i.e., along a direction of the central axis C), a radial length LG, and a circumferential or annular width WG (which may be constant if the slots are perfectly rectangular, or alternatively, gradually changes as the slots become wider as they move outward from the central axis C). Each slot is defined by two opposing walls extending in the radial direction and having dimensions LG of HG. In one embodiment, the axial depth HG of the grooves 116 / 118 is 3-6 mm, for example, 4±0.5 mm or 5.0±0.5 mm. In a concrete example, the height HG is 4.8 mm.

[0024] Finally, the pulley 110 includes a central opening defined by the inner periphery 115 for mounting on the nose of a crankshaft adapter operatively connected to a crankshaft. In an alternative embodiment, the pulley may be directly connected to the nose of the crankshaft itself. The size of the inner periphery of the pulley may be dictated by the installation requirements of the specific engine (or crankshaft or crankshaft adapter of the engine) for which the pulley is intended to be used.

[0025] In an alternative embodiment, Fig. 3 shows the pulley 310. Various features of the pulley 310 in Fig. 3, except for the design of the center hub openings, may generally be the same as the features of the pulley 110 in Fig. 2. Remove the pulley 310 from Fig. 3 can be found in the Fig. 1 described pulley damper system 100. In the embodiment of Fig. 3, the center hub portion 121 of the pulley 310 includes openings 126 with angled fan blades 125 that help draw air through the openings 126. In one embodiment, each fan blade 125 occupies one-third of the area of ​​its opening 126. However, in various other embodiments, the fan blades 125 may be smaller or larger, depending, for example, on the specifications of the pulley design.

[0026] Fig. 4 illustrates a damper 130 or 150 that, according to an exemplary embodiment, is incorporated into the damper pulley assembly 100 of Fig. 1 can be used. The 130 / 150 damper is an annular or cylindrical damper with a circular circumference.

[0027] Each damper 130 / 150 in the assembly 100 includes (i) an inner hub portion 139 extending from an inner damper periphery 135 (a first distance LD1 from the axis C) to a second distance LD2 from the axis, and (ii) an outer ring portion 141 extending from the second distance LD2 to an outer periphery 137 (a third distance LD3 from the axis). Note that the axis C in Fig. 4 runs into / out of the page and is illustrated as a point.

[0028] The inner hub portions 139 of the dampers 130 / 150 include bolt / fastener or mounting holes / openings 134 and air holes / openings 132 aligned with the bolt openings 114 and air openings 112 of the pulley 110, respectively.

[0029] In an exemplary embodiment, both sides of each of the dampers 130 / 150 have a plurality of cooling elements or fins 144 that increase the heat-dissipating surfaces of the dampers 130 / 150. In the exemplary embodiment, the cooling fins 144 are projections in the shape of half cylinders arranged in two rows on each side of the outer rings 141 of the dampers 130 / 150 ( Fig. 4 illustrates only one of the two sides of the damper. A longitudinal axis of each cooling fin is aligned along the radial direction. However, other cooling fin designs and configurations (e.g., elongated / extended protrusions or simple orthogonal wall protrusions in any number of rows) may be used, as long as the cooling fins fit into the design of the damper-pulley assembly 100 and increase the heat-dissipating surfaces of the dampers 130 / 150. In other embodiments, the dampers 130 / 150 may have cooling elements / fins on only one side or may not have any specific cooling elements / fins. In this case, heat dissipation in the dampers 130 / 150 is provided by the flat surfaces of the dampers themselves.

[0030] Fig. 5 illustrates an exploded view of the damper pulley assembly 100 Fig. 1 together with a crankshaft adapter 400 and a crankshaft 450 (in Fig. 5). The front of the adapter 400 includes a nose portion 403 designed to fit into the center openings of the dampers 130 / 150 and the pulley 110. The connecting plate 401 of the adapter 400 is connected to the crankshaft of an engine (not shown) via additional mounting holes / features (not shown). The damper-pulley assembly 100 may have the configurations described above with reference to Fig. 2 and Fig. 3 described pulley 110 (or 310) and the one in Fig. 4. The damper-pulley assembly 100 includes the pulley 110 disposed between a first damper 130 and a second damper 150. Both dampers 130 / 150 are aligned with the pulley 110 along the central axis C. The first damper 130 has a first side 131 (facing the crankshaft) and a second side 133 (facing the first side 111 of the pulley 110). The second damper 150 has a first side 151 (facing the second side 113 of the pulley 110) and a second side 153 (facing the front wall of the engine compartment 160, shown in Fig. 1). The outer hub portion 141 of each damper 130 / 150 is wider / thicker than the inner hub portion 139 (this is the case, for example, with the damper 150 in Fig. 5). Additionally, the inner hub portion 139 of each damper 130 / 150 may not be centered along the central axis with respect to the outer ring portion 141. For example, the second side 133 of the first damper 130 may be flat, while the first side 131 of the first damper 130 includes the outer ring portion 141 protruding from the inner hub portion 139. Similarly, the first side 151 of the second damper 150 may be flat, while the second side 153 has a protruding outer ring portion 141.

[0031] In the damper-pulley assembly 100, the inner part of the outer ring portion 123 of the pulley 110 is slightly spaced (in the radial direction) from the outer peripheries 137 of the dampers 130 / 150. That is, the third distance LD3 of the dampers 130 / 150 is smaller than the third distance LP3 of the pulley 110.

[0032] Because the outer ring portion 123 of the pulley 110 protrudes beyond the rest of the pulley 110 on one or both sides 111 / 113, a portion of the damper (or both dampers) facing that side(s) of the pulley will fit into / under the protruding portion of the outer ring 123 when all components are assembled. The assembled system 100 includes a slight clearance between the outer periphery 137 of the damper (130 and / or 150) and the overlying portion of the outer ring 123 (due to the difference between the third distance LP3 of the pulley 110 and the third distance LD3 of the dampers), so that the outer ring 123 of the pulley 110 and the damper (or dampers) 130 / 150 over which it extends are slightly spaced.

[0033] When the dampers 130 / 150 and the pulley 110 are assembled and installed in the engine, bolts or fasteners 406 are inserted into the corresponding (i) bolt holes 134 of the second damper 150, (ii) bolt holes 114 of the pulley 110, (iii) bolt holes 134 of the first damper 130, and (iv) bolt holes 404 of a connecting plate / flange 401 of the crankshaft adapter 400 (or the crankshaft 450 itself), as shown in Fig. 5. Alternatively, instead of (or in addition to) the connecting plate 401, a central connecting bolt can be inserted into the center of the adapter nose 403 (or the nose of the crankshaft 450) to connect the dampers 130 / 150 and the pulley 110 to the engine. Although in Fig. 5 only two bolts 406 are illustrated, it should be apparent that in the assembly and installation of the damper pulley system 100, twelve bolts 406 are used to correspond to the twelve bolt openings in each of the dampers 130 / 150, the pulley 110, and the adapter plate 401. Furthermore, the disclosure, as above with reference to Fig. 2, is not limited to a specific number of bolt holes, as long as the pulley 110, the two dampers 130 and the connecting plate 401 have the same number and position of the corresponding bolt holes 114 / 134 / 404.

[0034] A rod / nose portion 403 of the crankshaft adapter 400 fits through the center openings of the dampers 130 / 150 and the pulley 110 during installation. In an exemplary embodiment, the inner peripheries 135 of the dampers 130 / 150 are generally aligned with the inner periphery 115 of the pulley 110 and can be mounted around the periphery of the nose 403.

[0035] When the pulley and dampers are assembled, the air openings 132 on the inner hub sections 139 of the two dampers 130 / 150 are aligned with the air openings 112 of the pulley 110. In addition, if the connecting plate 401 is present, the air openings 112 / 132 are aligned with the air openings 402 in the connecting plate 401. The size and shape of the damper air openings 132 can generally also correspond to the size and shape of the pulley air openings 112 (and, if applicable, the adapter plate air openings 402).

[0036] The Fig. 1 and Fig. 5 includes a pulley 110 disposed between two dampers 130 / 150. However, the advantages of the present disclosure also apply to a pulley associated with a single damper (e.g., either the first damper 130 or the second damper 150 in the arrangement of Fig. 1 and Fig. 4). In such an embodiment, the other side of the pulley 110 (i.e., the side not in contact with the individual damper) may be substantially flat. In other words, the other side of the pulley could not have grooves 116 / 118, and the outer ring of the pulley 123 would not protrude on that side. Industrial applicability

[0037] Fig. 6 and Fig. 7 show various cross-sectional views of a portion of the device described above with reference to Fig. 1-5. Both figures also illustrate a ring of material 146 (inertia ring / weight) located inside the housing of the outer ring portion 141 of each of the dampers 130 / 150 and surrounded by thin layers of a viscous fluid (not shown). During engine operation, the inertia rings 146 rotate freely inside their outer ring 141 (helping to convert crankshaft vibrations into heat, which must then be dissipated). In another embodiment, the outer portions 141 of the dampers 130 / 150 are made of a single solid material. In other embodiments, various other damper designs may be used as long as the bolt holes 134 and the air holes 132 are arranged to align with the bolt holes 114 and the air holes 112 of the pulley, as previously explained.In addition to or instead of inertia rings, the 130 / 150 dampers can, for example, include one or a combination of: solid rubber parts, spring elements, foam or foam-like elements, etc.

[0038] Fig. 6 shows an enlarged cross-sectional view of the damper pulley assembly 100 of Fig. 1 and Fig. 5, which runs along a line VI-VI (shown in Fig. 5) and contains the air openings 112, 132 and 142 of the pulley 110, the dampers 130 / 150 and the crankshaft adapter 400, respectively. During operation of the engine, as in Fig. 6, the damper-pulley system 100 is rotated by the crankshaft. As various components (e.g., pulley 110 and dampers 130 / 150) of the damper-pulley system 100 rotate, the air pressure around the inner hub portions 139 / 119 of the dampers 130 / 150 and pulley 110 is naturally higher than the air pressure around the outer portions of the components because the air at the outer damper-pulley portions would have the greater velocity (and according to Bernoulli's principle, an increase in the velocity of a fluid produces a decrease in pressure). The pressure difference allows the air to flow radially outward along the surfaces of the dampers 130 / 150 (and pulley 110). Fig. 6, arrows 502-510 represent the air movement through and around the assembly 100.

[0039] The slots 116 / 118 on both sides of the pulley 110 provide passages for the displaced air along both sides 111 / 113 of the pulley and the inner surfaces 133 / 151 of the dampers 130 / 150 (which are in Fig. 5 labeled surfaces). The air openings 112 in the pulley 110, the air openings 132 in the dampers 130 / 150 and the air openings 402 of the crankshaft adapter plate 401 are (i) aligned with each other so that air can flow from each side of the assembly to the slots 116 / 118 of the pulley (shown by movement arrows 506 / 508) and (ii) lead directly to the grooves 116 / 118 so that air can flow from the outer surfaces 131 / 153 of the dampers 130 / 150 through the damper openings 132 and via the grooves 116 / 118 radially along the inner surfaces 111 / 113 of the dampers 130 / 150 (as indicated by arrows 502 / 504). As the air moves through and around the cooling fins 144 (located on either side of each damper 130 / 150), the fins 144 help to dissipate heat from the dampers 130 / 150. Additionally, the shape / orientation of the cooling fins (e.g.,Arranged along the radial direction and with minimal resistance to the air moving radially along the surfaces of the dampers), the air movement 502 / 504 along the surfaces of the dampers. The center hub openings 122 (or 126) of the pulley 110 further allow the movement of air around the cooling fins 136 (as shown by arrow 510).

[0040] As in Fig. 6, the distance between the pulley 110 and the two dampers 130 / 150 may be quite narrow (and defined by the height HG of the slots 116 / 118, which may be, for example, 3-6 mm), so increased airflow may be required to achieve sufficient heat dissipation. The outer ring 123 of the pulley 110 may fit over the outer ring portion 141 of the second damper 150. As described elsewhere in the disclosure, the outer ring 123 may be slightly spaced (e.g., by a distance d1) from the outer periphery 137 of the damper 150 to allow air to flow outward (arrow 504). In another embodiment, the outer ring 123 of the pulley may fit over the first damper 130.In yet another alternative embodiment, the outer ring 123 of the pulley 110 may be fully or partially centered so that one side of the outer ring 123 is disposed over the first damper 130 and the other side of the outer ring 123 is disposed over the second damper 150.

[0041] Fig. Figure 7 shows an enlarged cross-sectional view of the damper pulley assembly 100 of Fig. 1 and Fig. 5, which runs along a line VII-VII (shown in Fig. 5) and includes one of the bolt holes 406, but none of the air holes. The bolts 406 are mounted through the bolt holes 134 (in the dampers 130 / 150), 114 (in the pulley 110), and 404 (in the connecting plate 401 of the crankshaft adapter). Fig. 7 does not represent air movement and is included in the Revelation primarily to demonstrate the benefits of the Fig. 6 to demonstrate the cooling functions (e.g. air openings and slots).

[0042] As previously explained, the damper-pulley assembly 100 of the present disclosure is not limited to a specific number, shape, or location of the air openings and grooves (in the pulley). The number, shape, and location of the air openings and grooves may depend, for example, on the installation requirements and specifications of a particular engine. However, after assembly, the air openings 132 of the dampers 130 / 150 should be aligned with the grooves 116 / 118 and the air openings 112 of the pulley 110, as described above with reference to Fig. 5 and Fig. 6 explained.

[0043] It is understood that the advantages described above may relate to one or more embodiments. Aspects described in connection with one embodiment are intended to be applicable to the other embodiments as well. All explanations given in connection with one embodiment apply to similar features of the other embodiments, and elements of multiple embodiments may be combined to form other embodiments. The embodiments are not limited to those that solve one or all of the stated problems or that have one or all of the stated advantages and benefits.

[0044] The foregoing detailed description is merely exemplary and is not intended to limit the invention or the application and uses of the invention. The described embodiments are not limited to use in connection with any particular type of engine or machine. Although the present embodiments are illustrated and described as implemented in a specific engine for convenience, it should be understood that they may be implemented in various other types of engines and machines. Furthermore, there is no intention to be bound by the theories presented in any of the preceding sections.It is also understood that the illustrations may contain exaggerated dimensions and graphic representations to better illustrate the reference items shown and are not to be considered limiting unless expressly stated as such.

Claims

[1] A damper and pulley assembly (100) designed for use with an engine (10), the damper and pulley assembly (100) comprising: a cylindrical pulley (110) having a first side (111) and a second side (113) opposite the first side and including a plurality of pulley air openings (112) extending through the cylindrical pulley, a plurality of pulley mounting openings (114) and a plurality of first slots (116) on the first side of the cylindrical pulley; a first cylindrical damper (130) having a first side (133) and a second side (131) opposite the first side and including a plurality of first damper air openings (132) extending through the first cylindrical damper and a plurality of first damper mounting openings (134); and a plurality of fastening elements (406), each of the plurality of fastening elements being inserted into one of the plurality of pulley fastening openings (114) and one of the plurality of first damper fastening openings (134), wherein the first cylindrical damper and the cylindrical pulley are aligned along a central axis, the first side (133) of the first cylindrical damper (130) faces the first side (111) of the cylindrical pulley (110), and each of the plurality of pulley air openings (112) is aligned with corresponding air openings (132) of the plurality of first damper air openings; and wherein each of the plurality of pulley air openings (112) is disposed in a corresponding first slot (116) of the plurality of first slots. [2] The damper and pulley assembly of claim 1, wherein the first damper (130) further comprises an inner hub portion (139) including the plurality of first damper air holes (132) and an outer portion (141) having an inertia ring (146); and wherein the cylindrical pulley (110) further comprises an inner hub portion (119) including the plurality of pulley air holes (112) and an outer peripheral surface (117) having a belt groove (128) formed therein. [3] The damper and pulley assembly of claim 1, wherein each of the plurality of first slots (116) includes first sidewalls and second opposite sidewalls and is open along third and opposite fourth sides, and wherein the first and second sidewalls extend radially from the central axis. [4] The damper and pulley assembly of claim 1, wherein each of the plurality of first damper air openings (132) is aligned with a corresponding first slot (116) of the plurality of first slots. [5] The damper and pulley assembly of claim 1, wherein the first damper further includes first cooling fins (144) on both the first side and the second side of the first damper. [6] The damper and pulley assembly of claim 5, wherein each of the first cooling fins (144) has an elongated shape, and wherein the elongated shape of each of the first cooling fins is aligned along a radial direction of the first damper. [7] The damper and pulley assembly of claim 5, wherein the first slots (116) are configured to direct airflow radially outwardly along the first side of the first cylindrical damper and toward at least some of the first cooling fins (144). [8] The damper and pulley assembly of claim 1, wherein each of the plurality of pulley air holes (112) is identical in size to each other, each of the plurality of pulley mounting holes (114) is identical in size to each other, and a diameter of the pulley air holes is different from a diameter of the mounting holes. [9] The damper and pulley assembly of claim 1, wherein an outer portion (123) of the cylindrical pulley (110) is disposed over an outer periphery (137) of the first damper (130). [10] The damper and pulley assembly of claim 9, wherein the outer portion (123) of the cylindrical pulley (110) is spaced from the outer periphery (137) of the first damper (130). [11] The damper and pulley assembly of claim 1, further comprising: a second cylindrical damper (150) having a first side and a second side, including a plurality of second damper air openings (132) and a plurality of second damper mounting openings (134), wherein the cylindrical pulley (110) is disposed between the first cylindrical damper (130) and the second cylindrical damper (150) such that the first side of the second cylindrical damper faces the second side of the cylindrical pulley; the cylindrical pulley further includes a plurality of second slots (118) on the second side of the cylindrical pulley; the second cylindrical damper (150) is aligned along the central axis; and each of the plurality of pulley air openings (112) is further aligned with corresponding air openings (132) of the plurality of second damper air openings. [12] Damper and pulley system (100) comprising: a first vibration damper (130) having first air openings (132) arranged at a first distance from a central axis of the first vibration damper, each of the first air openings being arranged at a second distance from two adjacent first air openings; a second vibration damper (150) having second air openings (132) arranged at a third distance from a central axis of the second vibration damper, each of the second air openings being arranged at a fourth distance from two adjacent first air openings; and a pulley (110) having first slots (116) on a first side of the pulley, second slots (118) on a second side of the pulley, and pulley air openings (112) extending from the first slots to the second slots and arranged at a fifth distance from a central axis of the pulley, each of the pulley air openings being arranged at a sixth distance from two adjacent pulley air openings, wherein the first distance is equal to the third distance and the fifth distance, and wherein the second distance is equal to the fourth distance and the sixth distance. [13] The damper and pulley system (100) of claim 12, wherein the first air openings (132), the second air openings (132) and the pulley air openings (112) have the same diameter.

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