CN222277370U - Crankshaft damper and automobile - Google Patents

Abstract

The utility model discloses a crankshaft damper and an automobile, wherein the crankshaft damper is connected to one end of a crankshaft through a mounting hole on a hub, and a secondary inertia ring is formed by a first inertia ring and a second inertia ring, so that the rotational inertia of the end part of the crankshaft is increased, and the vibration frequency of the damper is effectively reduced. And the first elastic vibration reduction piece positioned at the outer side of the hub reduces radial vibration and torsional vibration generated during the operation of the crankshaft through the elastic deformation in the radial direction, and the second elastic vibration reduction piece positioned at one side away from the mounting hole reduces axial vibration generated during the operation of the crankshaft through the elastic deformation in the axial direction, so that the problem that abnormal sound is generated by the bending of the crankshaft after long-term operation and the interference of other parts or the fatigue damage of the crankshaft after high-speed rotation is reduced, and the service life of the crankshaft is prolonged. The transmission process of the automobile with the crankshaft damper is smoother, and riding comfort of the automobile is improved.

Description

Crankshaft vibration damper and automobile

Technical Field

The utility model relates to the technical field of automobile parts, in particular to a crankshaft damper and an automobile.

Background

The crankshaft is one of the most important parts in an engine, and is used for outputting force generated by reciprocating motion of a piston connecting rod, and torque is output through the crankshaft to drive other accessories on the engine to work through a crank pulley at the front end of the crankshaft. Therefore, the crankshaft in the engine is subjected to the combined action of the centrifugal force of the rotating mass, the periodically changing gas inertia force and the reciprocating inertia force, so that the crankshaft is subjected to bending and torsion loads, and serious vibration can occur to the crankshaft under multiple acting forces. Therefore, a vibration damping member is generally provided at the output end of the crankshaft.

The patent document (publication number CN 213628776U) in China discloses a crank pulley with double rubber rings, which comprises a second-stage vibration damping system, wherein the second vibration damping system of the first vibration damping system is arranged at intervals along the axial direction of a hub and is used for inhibiting torsional vibration of a crank shaft in a high-speed rotation region and a low-speed rotation region. However, when the crankshaft rotates, both radial vibration in the direction perpendicular to the axis of the rotary shaft and axial vibration in the axial direction are generated. In addition, torsional vibrations about the axis are sometimes encountered. The first vibration damping system and the second vibration damping system which are arranged at intervals are used for inhibiting vibration in the radial direction of the crankshaft, and vibration damping in the axial direction is not special. With the improvement of the performance of automobiles, the rotating speed of the engines is higher and higher, so that the bending vibration and the torsional vibration of crankshafts are aggravated.

In the prior art, vibration reduction parts of the crankshaft are mainly used for inhibiting vibration in the radial direction of the crankshaft, the vibration reduction effect is poor, the crankshaft can be bent, and the service life of the crankshaft is shortened.

Disclosure of utility model

The utility model aims to solve the technical problems that vibration reduction parts of a crankshaft in the prior art are mainly used for inhibiting vibration in the radial direction of the crankshaft, so that the vibration reduction effect is poor, the crankshaft can be bent under the action of bending moment, and the service life of the crankshaft is shortened.

In order to solve the technical problems, the embodiment of the utility model discloses a crankshaft damper, which comprises a hub, a first damping part and a second damping part, wherein one end of the hub is provided with a mounting hole, the mounting hole is used for assembling a crankshaft, the first damping part is positioned on the circumferential outer side of the hub, and the second damping part is positioned on one side of the hub, which is away from the mounting hole.

The first vibration reduction component comprises a first elastic vibration reduction piece and a first inertia ring which are sequentially arranged along the radial direction of the hub, the inner wall surface of the first inertia ring is connected with the corresponding part of the outer wall surface of the hub through the first elastic vibration reduction piece, the other end of the first inertia ring opposite to the hub extends along the direction deviating from the mounting hole, so that an accommodating space is formed, and the first elastic vibration reduction piece at least has the capability of deforming along the radial direction.

The second vibration reduction part comprises a second elastic vibration reduction part and a second inertia ring which are sequentially arranged along the axis direction of the hub, the second elastic vibration reduction part is at least partially positioned in the accommodating space, the second elastic vibration reduction part is connected to one side of the hub, which is away from the mounting hole, the end face of the second inertia ring, which is close to one side of the mounting hole, is connected to the second elastic vibration reduction part, and the second elastic vibration reduction part at least has the capability of deforming along the axis direction.

By adopting the technical scheme, the crankshaft damper is connected to one end of the crankshaft through the mounting hole on the hub, and the first inertia ring and the second inertia ring form a second-level inertia ring, so that the rotational inertia of the end part of the crankshaft is increased, and the vibration frequency of the damper is effectively reduced. And the first elastic vibration reduction piece positioned at the outer side of the hub reduces radial vibration and torsional vibration generated during the operation of the crankshaft through the elastic deformation in the radial direction, and the second elastic vibration reduction piece positioned at one side away from the mounting hole reduces axial vibration generated during the operation of the crankshaft through the elastic deformation in the axial direction, so that the problem that abnormal sound is generated by the bending of the crankshaft after long-term operation and the interference of other parts or the fatigue damage of the crankshaft after high-speed rotation is reduced, and the service life of the crankshaft is prolonged.

In addition, the first elastic vibration damper is positioned between the outer wall surface of the hub and the inner wall surface of the first inertia ring and protected by the first inertia ring, and the second elastic vibration damper can shake radially in the vibration damping process, and skillfully passes through an accommodating space formed by the first inertia ring so as to protect the second elastic vibration damper from being damaged by other hard parts of the automobile.

The embodiment of the utility model also discloses a crankshaft damper, wherein the periphery of the end surface of the second inertia ring, which is close to one side of the mounting hole, is provided with a side wall extending towards the hub along the axial direction, and the side wall of the second inertia ring extends into the accommodating space.

By adopting the technical scheme, the accommodating space formed by the first inertia ring not only can play a role in protecting the second elastic vibration reduction piece, but also can limit the lateral wall of the second inertia ring to generate overlarge displacement along the radial direction, so that the second inertia ring is prevented from generating larger swing along the radial direction during rotation, and the overlarge centrifugal force is generated to damage the second elastic vibration reduction piece, so that the deformation quantity of the second elastic vibration reduction piece is reduced, and the service life of the second elastic vibration reduction piece is prolonged.

The embodiment of the utility model also discloses a crankshaft damper, which further comprises a cylindrical limiting piece, wherein the limiting piece is positioned in the accommodating space, the outer wall surface of the limiting piece is abutted against the inner wall surface of the first inertia ring, and the inner wall surface of the limiting piece is abutted against the side wall of the second inertia ring.

By adopting the technical scheme, the limiting piece is respectively abutted with the inner wall surface of the first inertia ring and the side wall of the second inertia ring, so that the second inertia ring is limited to swing along the radial direction relative to the first inertia ring. Meanwhile, the limiting piece enables the second inertia ring to be sealed with the inner wall surface of the first inertia ring, and the working environment of the second elastic vibration damper in the accommodating space is guaranteed.

The embodiment of the utility model also discloses a crankshaft damper, wherein the end face of one end of the limiting piece, which is far away from the hub, is provided with a turned edge, one side of the turned edge is abutted against the end face of the first inertia ring, which is far away from the hub, and the other side of the turned edge is abutted against the end face of the second inertia ring, which is close to the hub.

By adopting the technical scheme, the flanging of the limiting piece can ensure the assembly position between the limiting piece and the first inertia ring, so that one end of the limiting piece is aligned with one end of the first inertia ring, which is far away from the hub, and the outer wall surface and the inner wall surface of the limiting piece can be just and respectively abutted with the inner wall surface of the first inertia ring and the side wall of the second inertia ring, thereby playing a role in limiting the displacement of the second inertia ring.

The embodiment of the utility model also discloses a crankshaft damper, wherein the first elastic damping piece is first damping rubber, and the torsional rigidity of the first damping rubber ranges from 11000Nm/rad to 17000Nm/rad.

The second elastic vibration damper is second vibration damper rubber, and the torsional rigidity of the second vibration damper rubber ranges from 200Nm/rad to 1000Nm/rad.

By adopting the technical scheme, the first vibration damping rubber of the crankshaft vibration damper is high in rigidity and mainly used for reducing vibration and torsion of a crankshaft in the radial direction, and meanwhile, the first inertia ring is arranged on the circumferential outer side of the hub, so that the generated centrifugal force is high, and the first vibration damping rubber is high enough in rigidity and is used for supporting the first inertia ring.

In addition, the second vibration damping rubber of the crankshaft vibration damper is small in rigidity, is mainly used for reducing bending vibration of one end of the crankshaft in the axial direction, and meanwhile, the second inertia ring is limited in the accommodating space formed by the first inertia ring through the limiting piece, so that large shaking cannot occur, the second vibration damping rubber is small in rigidity, and bending vibration of the crankshaft can be effectively reduced.

The embodiment of the utility model also discloses a crankshaft damper, which further comprises a supporting part, one end of the supporting part is connected with one side of the hub, which is away from the mounting hole, and the other end of the supporting part is connected with the second damping rubber.

By adopting the technical scheme, the supporting part is arranged between the hub and the second vibration damping rubber, can play a role in supporting the second vibration damping rubber, and simultaneously improves the structural strength of the whole crankshaft vibration damper.

The embodiment of the utility model also discloses a crankshaft damper, wherein a connecting part is arranged on one side of the hub, which is away from the mounting hole, the connecting part is matched with one end of the supporting part, one end of the supporting part is in interference fit with the connecting part, the other end of the supporting part extends along the circumferential direction and is provided with an end face matched with the second damping rubber, and the end face of the other end of the supporting part is in vulcanization connection with the second damping rubber.

By adopting the technical scheme, when the crankshaft damper is assembled, the second damping rubber is connected with the other end of the supporting part through vulcanization, and then the connecting part of the supporting part and the hub is assembled together.

The embodiment of the utility model also discloses a crankshaft damper, wherein the outer wall of the first inertia ring is provided with a transmission tooth part arranged along the circumferential direction of the outer wall, and the transmission tooth part is used for being connected with a transmission belt.

By adopting the technical scheme, the first inertial measurement unit plays a role in vibration reduction and simultaneously gives consideration to the effect of output power, a transmission part is not required to be additionally arranged, and parts of the crankshaft vibration damper are reduced. Simultaneously, first inertia ring passes through first damping rubber and connects in wheel hub's circumference outside, can slow down the torsional vibration transmission that the bent axle produced when rotating and to first inertia ring to make first inertia ring export smoother power through the drive tooth portion.

The embodiment of the utility model also discloses a crankshaft damper, wherein the hub is provided with a plurality of lightening holes which are arranged at intervals along the circumferential direction of the hub.

By adopting the technical scheme, the vibration damping holes arranged on the periphery of the hub can lighten the weight of the crankshaft vibration damper and has the advantage of light weight.

The embodiment of the utility model also discloses an automobile comprising any one of the crankshaft vibration absorbers.

By adopting the technical scheme, the crankshaft damper is arranged at the end part of the crankshaft of the engine of the automobile, and power is transmitted to the transmission through the crankshaft damper. Because this kind of bent axle shock absorber has the first damping part that sets up along wheel hub circumference outside and the second damping part that wheel hub deviates from mounting hole one side and sets up, be used for reducing the radial vibration that the bent axle produced when the during operation and the axis direction vibration that the bent axle produced when the during operation respectively, also can be better slow down the vibration of the power take off in-process of bent axle to the transmission ride comfort and the riding comfort of this kind of car have been improved.

The beneficial effects of the utility model are as follows:

the utility model discloses a crankshaft damper, which is connected to one end of a crankshaft through a mounting hole on a hub, and a secondary inertia ring is formed by a first inertia ring and a second inertia ring, so that the rotational inertia of the end part of the crankshaft is increased, and the vibration frequency of the damper is effectively reduced. And the first vibration reduction component positioned at the outer side of the hub reduces radial vibration and torsional vibration generated during the operation of the crankshaft through elastic deformation in the radial direction, and the second vibration reduction component positioned at one side away from the mounting hole reduces axial vibration generated during the operation of the crankshaft through elastic deformation in the axial direction, so that the problem that abnormal sound is generated by bending and interference with other components after the long-term operation of the crankshaft or fatigue damage is generated after the high-speed rotation of the crankshaft is reduced, and the service life of the crankshaft is prolonged. The crankshaft damper skillfully passes through the accommodating space formed by the first inertia ring so as to protect the second elastic damping piece from being damaged by other hard parts of the automobile due to enough circumferential space swinging.

In addition, the side wall of the second inertia ring stretches into the accommodating space formed by the first inertia ring, and a limiting piece is arranged between the first inertia ring and the second inertia ring. The limiting piece is respectively abutted with the inner wall surface of the first inertia ring and the side wall of the second inertia ring, so that the second inertia ring is limited to swing along the radial direction relative to the first inertia ring. Meanwhile, the limiting piece enables the second inertia ring to be sealed with the inner wall surface of the first inertia ring, and the working environment of the second elastic vibration damper in the accommodating space is guaranteed.

Drawings

FIG. 1 is an axial cross-sectional view of a crankshaft damper provided in an embodiment of the present utility model;

fig. 2 is an assembly schematic diagram of a crankshaft damper according to an embodiment of the present utility model assembled on a crankshaft.

Reference numerals illustrate:

10. A crankshaft damper;

100. A hub;

110. Mounting holes, 120, mounting walls, 130, connecting parts, 140, lightening holes;

200. A first vibration damping member;

210. A first inertial ring; 211, an accommodating space 212, a transmission tooth part;

220. 221, a first vibration damping rubber;

300. a second vibration damping member;

310. 311, side walls;

320. 321, second vibration damping rubber;

400. 410, flanging;

500. A support member;

20. a crankshaft;

20A, a crank;

30. A crankshaft sprocket;

40. A bolt;

A. The axial direction.

Detailed Description

Further advantages and effects of the present utility model will become apparent to those skilled in the art from the disclosure of the present specification, by describing the embodiments of the present utility model with specific examples. While the description of the utility model will be described in connection with the preferred embodiments, it is not intended to limit the inventive features to the implementation. Rather, the purpose of the utility model described in connection with the embodiments is to cover other alternatives or modifications, which may be extended by the claims based on the utility model. The following description contains many specific details for the purpose of providing a thorough understanding of the present utility model. The utility model may be practiced without these specific details. Furthermore, some specific details are omitted from the description in order to avoid obscuring the utility model. It should be noted that, without conflict, the embodiments of the present utility model and features of the embodiments may be combined with each other.

It should be noted that in this specification, like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further definition or explanation thereof is necessary in the following figures.

In the description of the present embodiment, it should be noted that the azimuth or positional relationship indicated by the terms "upper", "lower", "inner", "bottom", etc. are based on the azimuth or positional relationship shown in the drawings, or the azimuth or positional relationship in which the inventive product is conventionally put in use, are merely for convenience of describing the present utility model and simplifying the description, and are not indicative or implying that the apparatus or element to be referred to must have a specific azimuth, be configured and operated in a specific azimuth, and therefore should not be construed as limiting the present utility model.

The terms "first," "second," and the like are used merely to distinguish between descriptions and are not to be construed as indicating or implying relative importance.

In the description of the present embodiment, it should also be noted that, unless explicitly specified and limited otherwise, the terms "disposed," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, integrally connected, mechanically connected, electrically connected, directly connected, indirectly connected through an intermediate medium, or communicating between two elements. The specific meaning of the above terms in the present embodiment can be understood in a specific case by those of ordinary skill in the art.

For the purpose of making the objects, technical solutions and advantages of the present utility model more apparent, embodiments of the present utility model will be described in further detail below with reference to the accompanying drawings.

An embodiment of the present utility model discloses a crankshaft damper, as shown in fig. 1, such a crankshaft damper 10 includes a hub 100, a first damper part 200, and a second damper part 300, one end of the hub 100 having a mounting hole 110, the mounting hole 110 being used for assembling a crankshaft, the first damper part 200 being located at a circumferential outer side of the hub 100, the second damper part 300 being located at a side of the hub 100 facing away from the mounting hole 110.

Specifically, the first vibration damping member 200 includes a first inertia ring 210 and a first elastic vibration damping member 220 sequentially disposed along a radial direction of the hub 100, portions of an inner wall surface of the first inertia ring 210 corresponding to an outer wall surface of the hub 100 are connected by the first elastic vibration damping member 220, and the other end of the first inertia ring 210 opposite to the hub 100 extends in a direction away from the mounting hole 110 to form an accommodating space 211, and the first elastic vibration damping member has at least a capability of deforming in the radial direction.

More specifically, the second vibration reducing part 300 includes a second inertia ring 310 and a second elastic vibration reducing member 320 sequentially disposed along an axial direction of the hub 100, the second elastic vibration reducing member 320 is at least partially disposed in the accommodating space 211, the second elastic vibration reducing member 320 is connected to a side of the hub 100 facing away from the mounting hole 110, an end surface of the second inertia ring 310 near the side of the mounting hole 110 is connected to the second elastic vibration reducing member 320, and the second elastic vibration reducing member 320 has at least a capability of deforming along the axial direction a.

More specifically, each of the first and second elastic vibration-damping members 220 and 320 may be made of rubber, and the rigidity of the first and second elastic vibration-damping members 220 and 320 may be designed according to actual situations and specific requirements. Preferably, in the present embodiment, the first inertia ring 210 is disposed at the circumferential outer side of the hub 100, and centrifugal force generated at the time of rotation is greater than that of the second inertia ring 310 disposed at the end of the hub 100 remote from the mounting hole 110, and thus, the rigidity of the first elastic vibration damping member 220 is greater than that of the second elastic vibration damping member 320 to satisfy the supporting effect of the first inertia ring 210.

More specifically, the second elastic vibration damper 320 is located in the accommodating space 211 formed by the first inertia ring 210 along one fifth, three quarters, one half or the whole of the second elastic vibration damper 320 along the axis direction a, or any part of the second elastic vibration damper along the axis direction a may be located in the accommodating space 211, which may be designed by those skilled in the art according to practical situations and specific requirements. Preferably, in the present embodiment, the second elastic vibration damper 320 is located at the accommodation space 211 in four fifths of the axial direction a, and the second elastic vibration damper 320 can be well protected while reducing the vibration of the crankshaft damper 10.

More specifically, an end of hub 100 adjacent to second vibration damping member 300 extends in a circumferential direction and forms a mounting wall 120 extending in axial direction a, and mounting wall 120 of hub 100 is adapted to be coupled to first elastic vibration damping member 220.

More specifically, hub 100, first inertia ring 210, and second inertia ring 310 may be formed of aluminum, iron, steel, or materials commonly used in the art. Preferably, in the present embodiment, the hub 100 is made of iron, and the first inertia ring 210 and the second inertia ring 310 are made of an aluminum alloy.

More specifically, the inner wall surface of the mounting hole 110 of the hub 100 may be coated with an electroplating layer, provided with a sliding bearing or other wear-preventing means commonly used in the art, and those skilled in the art may design the mounting hole according to practical situations and specific requirements, which is not specifically limited in this embodiment.

More specifically, as shown in fig. 2, the crankshaft damper 10 is coupled to one end of the crankshaft 20 through the mounting hole 110 of the hub 100, and a secondary inertia ring is formed by the first inertia ring 210 and the second inertia ring 310, thereby increasing the rotational inertia of the end of the crankshaft 20 and effectively reducing the vibration frequency of the crankshaft damper 10. In addition, the first elastic vibration damper 220 located at the outer side of the hub 100 reduces radial vibration and torsional vibration generated during operation of the crankshaft 20 by elastic deformation in the radial direction, and the second elastic vibration damper 320 located at the side away from the mounting hole 110 reduces axial vibration generated during operation of the crankshaft by elastic deformation in the axial direction a, so that problems that abnormal sound is generated due to bending of the crankshaft 20 after long-term operation and interference with other components or fatigue damage is generated after high-speed rotation of the crankshaft 20 are reduced, and further the service life of the crankshaft 20 is prolonged.

More specifically, the first elastic vibration damper 220 is located between the outer wall surface of the hub 100 and the inner wall surface of the first inertia ring 210, and is protected by the first inertia ring 210, while the second elastic vibration damper 320 is subjected to radial vibration during vibration damping, so that the second elastic vibration damper 320 is skillfully passed through the accommodating space 211 formed by the first inertia ring 210, and has enough circumferential space to swing without being damaged by other hard components of the automobile.

More specifically, as shown in fig. 2, in the present embodiment, the crankshaft damper 10 is connected to the front end of the crankshaft 20 through the mounting hole 110 of the hub 100, the axial direction of the crankshaft 20 is parallel to the axial direction a of the crankshaft damper 10, and two crankshaft sprockets 30 are further provided between the crankshaft 20 and the crankshaft damper 10 in the axial direction of the crankshaft 20, and the two crankshaft sprockets 30 are respectively connected to intake and exhaust camshafts (not shown in the drawing) through belt transmission for driving intake and exhaust valves. The crankshaft damper 10 is fixedly coupled to the crankshaft 20 by fasteners (e.g., bolts 40) engaging mounting holes 110 in the hub 100 and drivingly coupled to the transmission by a first inertia ring 210 of the crankshaft damper 10 to output power. The crankshaft damper 10 may be provided with a power take-off member on the outer side in the circumferential direction of the hub 100, the power take-off member being provided at a distance from the first inertia ring 210 in the axial direction a, and the power take-off member being configured to take off power.

More specifically, as shown in FIG. 2, during engine operation, the magnitude and direction of the force transmitted to the crankpin via the connecting rod is periodically varied, as is the instantaneous angular velocity at which the throw 20A of the crankshaft 20 is caused to revolve. Since a flywheel (not shown) fixed to the crankshaft 20 has a large moment of inertia, its instantaneous angular velocity can be regarded as substantially uniform. Thus, the bell crank 20A suddenly rotates faster and slower than the flywheel, creating a torsional oscillation relative to the flywheel, i.e., torsional vibration of the crankshaft 20. The crankshaft damper 10 provided in this embodiment is disposed at the front end of the crankshaft, and the torsional vibration energy of the crankshaft 20 is gradually consumed in the crankshaft damper 10 through the two damping components, so that the amplitude is gradually reduced, and smooth rotation is output.

Further, the embodiment of the present utility model also discloses a crankshaft damper, as shown in fig. 1, the outer circumference of the end surface of the second inertia ring 310 near the side of the mounting hole 110 has a sidewall 311 extending toward the hub 100 along the axis direction a, and the sidewall 311 of the second inertia ring 310 protrudes into the accommodating space 211.

Specifically, in the present embodiment, a clearance is formed between the sidewall 311 of the second inertia ring 310 and the inner wall surface of the first inertia ring 210, the distance of the clearance ranges from 1mm to 5mm, and the distance of the clearance between the sidewall 311 of the second inertia ring 310 and the inner wall surface of the first inertia ring 210 may be 1mm, 2mm, 3mm or 5mm, or any size within the above clearance range. Preferably, in the present embodiment, the gap distance between the sidewall 311 of the second inertia ring 310 and the inner wall surface of the first inertia ring 210 is 3mm.

In another embodiment, the sidewall 311 of the second inertia ring 310 is adapted to the inner wall surface of the first inertia ring 210 such that the sidewall 311 of the second inertia ring 310 is adapted to the inner wall surface of the first inertia ring 210. The inner wall surface of the first inertia ring 210 can directly restrict the swing of the second inertia ring 310 in the radial direction.

More specifically, the accommodating space 211 formed by the first inertia ring 210 not only can play a role in protecting the second elastic vibration damper 320, but also can limit the lateral wall 311 of the second inertia ring 310 from excessively displacing in the radial direction, so as to avoid the second inertia ring 310 from greatly swinging in the radial direction during rotation, and thus, the generated centrifugal force damages the second elastic vibration damper 320, further, the deformation of the second elastic vibration damper 320 is reduced, and the service life of the second elastic vibration damper 320 is prolonged.

Still further, as shown in fig. 1, the crankshaft damper 10 further includes a cylindrical limiting member 400, the limiting member 400 is located in the accommodating space 211, an outer wall surface of the limiting member 400 abuts against an inner wall surface of the first inertia ring 210, and an inner wall surface of the limiting member 400 abuts against a side wall 311 of the second inertia ring 310.

Specifically, the stopper 400 abuts against the inner wall surface of the first inertia ring 210 and the side wall 311 of the second inertia ring 310, respectively, so that the second inertia ring 310 is restricted from swinging in the radial direction relative to the first inertia ring 210. Meanwhile, the stopper 400 seals between the second inertia ring 310 and the inner wall surface of the first inertia ring 210, and ensures the working environment of the second elastic vibration damper 320 in the accommodating space 211.

Still further, as shown in fig. 1, the end surface of the limiting member 400, which is far away from the hub 100, has a flange 410, one side of the flange 410 abuts against the end surface of the first inertia ring 210, which is far away from the hub 100, and the other side abuts against the end surface of the second inertia ring 310, which is near the hub 100.

Specifically, the flange 410 of the limiting member 400 can ensure an assembling position with the first inertia ring 210, so that one end of the limiting member 400 is aligned with one end of the first inertia ring 210 away from the hub 100, and therefore, the outer wall surface and the inner wall surface of the limiting member 400 can just abut against the inner wall surface of the first inertia ring 210 and the side wall 311 of the second inertia ring 310 respectively, and the displacement of the second inertia ring 310 is limited.

More specifically, the thickness of the limiting member 400 is matched with the gap between the sidewall 311 of the second inertia ring 310 and the inner wall surface of the first inertia ring 210, which is not described herein.

More specifically, the length of the stopper 400 is adapted to the length of the sidewall 311 of the second inertia ring 310.

Still further, the embodiment of the utility model also discloses a crankshaft damper, wherein the first elastic damping piece 220 is a first damping rubber 221, and the torsional rigidity of the first damping rubber 221 ranges from 11000Nm/rad to 17000Nm/rad.

Specifically, the torsional rigidity of the first vibration damping rubber 221 may be 11000Nm/rad, 12000Nm/rad, 13500Nm/rad, 1450Nm/rad, 17000Nm/rad, or any torsional rigidity in any of the above-mentioned torsional rigidity ranges. Preferably, in the present embodiment, the torsional rigidity of the first vibration damping rubber 221 is 15000Nm/rad, and the rigidity of the first vibration damping rubber 221 of such a crankshaft damper 10 is large, mainly for reducing vibration and torsion of the crankshaft in the radial direction, and at the same time, since the first inertia ring 210 is disposed on the circumferential outer side of the hub 100, the generated centrifugal force is large, and the first vibration damping rubber 221 has a sufficient rigidity for supporting the first inertia ring 210.

More specifically, the second elastic vibration damper 320 is a second vibration damper 321, and the torsional rigidity of the second vibration damper 321 is in the range of 200Nm/rad to 1000Nm/rad.

More specifically, the torsional rigidity of the second vibration damping rubber 321 may be 200Nm/rad, 250Nm/rad, 300Nm/rad, 500Nm/rad, 700Nm/rad, 1000Nm/rad, or any torsional rigidity in any of the above-mentioned torsional rigidity ranges. Preferably, in the present embodiment, the torsional rigidity of the second vibration damping rubber 321 is 500Nm/rad, and the second vibration damping rubber 321 of such a crankshaft damper 10 has a small rigidity, mainly for reducing bending vibration of one end of the crankshaft in the axial direction a, and at the same time, since the second inertia ring 310 is restrained in the accommodating space 211 formed by the first inertia ring 210 by the stopper 400, no great vibration occurs, and the second vibration damping rubber 321 has a smaller rigidity, so that bending vibration of the crankshaft can be effectively reduced.

More specifically, the first vibration damping rubber 221 and the second vibration damping rubber 321 can be connected with the connected parts through vulcanization, so that the connection strength of the vibration damping rubber and the connected parts is ensured.

Still further, an embodiment of the present utility model also discloses a crankshaft damper, and as shown in fig. 1, the crankshaft damper 10 further includes a supporting member 500, one end of the supporting member 500 is connected to a side of the hub 100 facing away from the mounting hole 110, and the other end of the supporting member 500 is connected to the second vibration damping rubber 321.

Specifically, the support member 500 is disposed between the hub 100 and the second vibration damping rubber 321, and can function to support the second vibration damping rubber 321 while improving the structural strength of the entire crankshaft damper 10.

Still further, the embodiment of the present utility model further discloses a crankshaft damper, wherein a connecting portion 130 is disposed at a side of the hub 100 facing away from the mounting hole 110, the connecting portion 130 is adapted to one end of the supporting member 500, one end of the supporting member 500 is interference fitted with the connecting portion 130, the other end of the supporting member 500 has an end face extending along a circumferential direction and adapted to the second damping rubber 321, and the end face of the other end of the supporting member 500 is vulcanization-connected with the second damping rubber 321.

Specifically, in the assembling of the crankshaft damper 10, the second vibration damping rubber 321 is first connected to the other end of the support member 500 by vulcanization, and then the support member 500 is assembled to the connecting portion 130 of the hub 100, which has an advantage of easy assembly, compared to the prior art in which the rubber is directly vulcanized to the end of the hub 100.

More specifically, as shown in fig. 2, a through hole is formed in the center of the supporting member 500, a blind hole is formed at one end of the crankshaft 20, an internal thread is formed on the inner side wall of the blind hole, and the bolt 40 sequentially penetrates through the through hole of the supporting member 500 and the mounting hole 110 on the hub 100 and cooperates with the internal thread on the blind hole to fixedly connect the crankshaft damper 10 to the crankshaft 20, and a spacer is further provided between the contact surfaces of the bolt 40 and the supporting member 500 for preventing and reducing wear. The specific model and specification of the bolt 40 can be designed according to the actual situation and specific requirements, and this embodiment is not particularly limited.

Still further, an embodiment of the present utility model also discloses a crankshaft damper, as shown in fig. 1, the outer wall of the first inertia ring 210 has a driving tooth part 212 disposed along the circumferential direction thereof, and the driving tooth part 212 is used for connecting with a driving belt.

Specifically, the first inertia ring 210 plays a role in vibration reduction and also plays a role in output power, and no transmission part is required to be additionally arranged, so that parts of the crankshaft damper 10 are reduced. Meanwhile, the first inertia ring 210 is connected to the circumferential outer side of the hub 100 through the first vibration damping rubber 221, so that torsional vibration generated during rotation of the crankshaft can be reduced and transmitted to the first inertia ring 210, and thus the first inertia ring 210 outputs smoother power through the driving gear portion 212.

More specifically, the tooth shape of the driving tooth portion 212 may be configured as triangular teeth, wedge teeth or rectangular teeth commonly used in a driving belt, and those skilled in the art may design the tooth shape according to practical situations and specific requirements, which is not specifically limited in this embodiment. Preferably, the tooth form of the driving tooth portion 212 in this embodiment is a triangular tooth.

Still further, an embodiment of the present utility model also discloses a crankshaft damper, as shown in fig. 1, the hub 100 has a plurality of lightening holes 140 spaced apart along the circumference of the hub 100.

Specifically, the vibration damping hole provided in the outer periphery of the hub 100 can reduce the weight of the crankshaft damper 10, and has the advantage of weight reduction.

More specifically, the hub 100 may be provided with 2, 3, 4 or 5 lightening holes 140 at intervals along the circumference thereof, which are designed by those skilled in the art according to the actual situation and specific requirements. Preferably, in this embodiment, the hub 100 is provided with 4 lightening holes 140 at intervals along the circumferential direction thereof, and the diameter of the lightening holes 140 can be designed according to the size of the hub 100, so that the mass of the hub 100 is reduced as much as possible while the strength of the hub 100 is ensured.

Embodiments of the present utility model also disclose an automobile comprising any of the crankshaft dampers 10 described above.

Specifically, the end portion of the crankshaft of the engine of such an automobile is provided with the above-described crankshaft damper 10, and power is transmitted to the transmission through the crankshaft damper 10. Since the crankshaft damper 10 has the first damper member 200 disposed along the circumferential outer side of the hub 100 and the second damper member 300 disposed on the side of the hub 100 away from the mounting hole 110, the radial vibration generated by the crankshaft during operation and the axial direction a vibration generated by the crankshaft during operation are reduced, respectively, that is, the vibration during the power output process of the crankshaft can be better reduced, thereby improving the driving smoothness and riding comfort of the automobile.

While the utility model has been shown and described with reference to certain preferred embodiments thereof, it will be understood by those skilled in the art that the foregoing is a further detailed description of the utility model with reference to specific embodiments, and it is not intended to limit the practice of the utility model to those descriptions. Various changes in form and detail may be made therein by those skilled in the art, including a few simple inferences or alternatives, without departing from the spirit and scope of the present utility model.

Claims (10)

1. A crankshaft vibration damper is characterized by comprising a hub, a first vibration damping part and a second vibration damping part, wherein one end of the hub is provided with a mounting hole for mounting a crankshaft, the first vibration damping part is positioned on the circumferential outer side of the hub, the second vibration damping part is positioned on one side of the hub away from the mounting hole,

The first vibration reduction component comprises a first elastic vibration reduction piece and a first inertia ring which are sequentially arranged along the radial direction of the hub, wherein the part, corresponding to the outer wall surface of the hub, of the inner wall surface of the first inertia ring is connected through the first elastic vibration reduction piece, the first inertia ring extends along the direction deviating from the mounting hole relative to the other end of the hub so as to form an accommodating space, and the first elastic vibration reduction piece at least has the capacity of elastically deforming along the radial direction;

the second vibration reduction part comprises a second elastic vibration reduction part and a second inertia ring which are sequentially arranged along the axis direction of the hub, the second elastic vibration reduction part is at least partially positioned in the accommodating space, the second elastic vibration reduction part is connected to one side of the hub, which is away from the mounting hole, the end face, close to one side of the mounting hole, of the second inertia ring is connected to the second elastic vibration reduction part, and the second elastic vibration reduction part has the capability of elastic deformation along the axis direction.

2. The crankshaft damper of claim 1, wherein:

The periphery of the end face of the second inertia ring, which is close to one side of the mounting hole, is provided with a side wall extending towards the hub along the axis direction, and the side wall of the second inertia ring extends into the accommodating space.

3. The crankshaft damper of claim 2, further comprising a cylindrical stopper located in the accommodating space, an outer wall surface of the stopper abutting against an inner wall of the first inertia ring, and an inner wall surface of the stopper abutting against the side wall of the second inertia ring.

4. A crankshaft damper as claimed in claim 3, wherein an end face of the stopper remote from the hub has a flange, one side of the flange being abutted against an end face of the first inertia ring remote from the hub, and the other side being abutted against an end face of the second inertia ring close to the hub.

5. The crankshaft damper of claim 1, wherein:

The first elastic vibration damper is first vibration damper rubber, and the torsional rigidity of the first vibration damper rubber ranges from 11000Nm/rad to 17000Nm/rad;

The second elastic vibration damper is second vibration damper rubber, and the torsional rigidity of the second vibration damper rubber ranges from 200Nm/rad to 1000Nm/rad.

6. The crankshaft damper of claim 5, further comprising a support member having one end connected to a side of the hub facing away from the mounting hole and the other end connected to the second damping rubber.

7. The crankshaft damper as claimed in claim 6, wherein a connection portion is provided at a side of the boss facing away from the mounting hole, the connection portion is adapted to one end of the supporting member, and one end of the supporting member is interference fitted with the connection portion, the other end of the supporting member has an end face extending in a circumferential direction and adapted to the second vibration damping rubber, and the end face of the other end of the supporting member is vulcanization-connected to the second vibration damping rubber.

8. A crankshaft damper as claimed in any one of claims 1 to 7, wherein the outer wall of the first inertia ring has a driving tooth portion provided along a circumference thereof, the driving tooth portion being for connection with a driving belt.

9. The crankshaft damper of any one of claims 1-7, wherein the hub has a plurality of lightening holes spaced apart along a circumference of the hub.

10. An automobile comprising a crankshaft damper according to any one of claims 1 to 9.