Crankshaft Damper Elastomer Cooling via Segmented Inertia Ring
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Solution Overview
Problem
High temperature applications exceed the operating limits of existing elastomeric crankshaft damper materials, necessitating improved heat dissipation mechanisms to prevent damage and extend crankshaft life.
Innovation Solution
The crankshaft damper incorporates structural features such as non-cylindrical openings, vanes, and a thermally conductive sleeve to enhance heat dissipation through conduction, convection, and increased airflow, including venturi effects and radially extending bores to facilitate air flow and cooling of the elastomeric member.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Temperature
If high temperature crankshaft damper elastomers are used, then the temperature limit is increased, but some applications still exceed the temperature limit and require greater heat dissipation
Solution Approach 1:
The inertia ring is segmented with multiple openings (radial, axial, and oblique) to create pathways for air flow through the crankshaft damper. This segmentation allows hot air to be drawn in and circulated through the elastomeric member, significantly improving heat dissipation capability while maintaining structural integrity
Solution Approach 2:
The invention utilizes pneumatic principles by creating air flow paths through the crankshaft damper structure. The combination of radial, axial, and oblique openings in the inertia ring, along with air inlet and outlet openings in the hub, establishes a forced convection system that actively removes heat from the elastomeric member, enabling the damper to operate reliably at temperatures exceeding traditional elastomer limits
2Ease of manufacture
If the inertia ring has a solid structure, then the manufacturing is simpler, but the heat dissipation is insufficient
Solution Approach 1:
The inertia ring is divided into multiple sections by incorporating radial openings, axial openings, and oblique openings. This segmentation creates extensive internal surface area and air flow paths that dramatically improve heat dissipation. The openings are strategically positioned to maximize thermal exposure of the elastomeric member while maintaining the overall structural integrity and rotational balance of the inertia ring
Solution Approach 2:
The inertia ring is designed with a porous-like structure featuring multiple types of openings (radial, axial, oblique) that allow air penetration and circulation. This porous configuration increases the surface area available for heat transfer and facilitates efficient convective cooling of the elastomeric member without compromising the structural strength needed for torsional damping
3Temperature
If air flow is increased through the damper, then heat dissipation is improved, but the device complexity increases
Solution Approach 1:
The inertia ring serves multiple functions: it provides the necessary mass for torsional damping, acts as a structural component of the damper assembly, and simultaneously functions as a heat dissipation device through its integrated opening structure. The hub also serves dual purposes as both a mounting structure and an air flow management component with its own set of openings. This multi-functionality reduces the need for separate cooling components, thereby limiting the increase in overall device complexity
Solution Approach 2:
The cooling function is merged into the existing structural components of the crankshaft damper. The inertia ring's structural body incorporates radial, axial, and oblique openings, while the hub integrates air inlet and outlet openings. This merging of cooling pathways into structural elements creates an integrated thermal management system that improves heat dissipation without adding separate, complex cooling mechanisms
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
These features significantly improve heat dissipation, effectively managing high temperatures and extending the operational limits of the crankshaft damper, thereby reducing deflections and increasing the lifespan of the crankshaft.
Implementation Method 1
Vibrations of the crankshaft are damped by torsional shearing of the elastomeric member relative to the inertia ring
Implementation Method 2
Vibrations of the crankshaft are damped by torsional shearing of the elastomeric member relative to the inertia ring. The inertia of the ring and the torsional spring rate of the elastomeric member are selected to provide a specific natural frequency, at which resonance occurs resulting in maximum heat generation in the crankshaft damper
Implementation Method 3
The means for cooling the elastomer may improve heat dissipation through the damper by conduction, convection, increased surface area, and/or increased air flow
Implementation Method 4
The means for cooling the elastomer may improve heat dissipation through the damper by conduction, convection, increased surface area, and/or increased air flow
Implementation Method 5
The inertia ring may define a plurality of arcuate openings that extend axially through the inertia ring and function direct air through the openings to cool the elastomeric member
Implementation Method 6
The intermediate portion creates a venturi effect with increased air flow velocity to increase heat dissipation from an interior portion of the elastomeric member
Data Source
AI summary
A crankshaft damper for attachment to one end of a crankshaft of an engine. The crankshaft damper includes an elastomeric member attached to a hub, and an inertia ring connected to the hub through the elastomeric member. Several different structures for cooling the elastomeric member are disclosed that dissipate heat away from the elastomeric member. Air flow is induced near the elastomeric member by providing air flow openings in the inertia ring or the elastomeric member.