The crankshaft of an automobile engine is a very important component, and its manufacturing process is complicated and the quality is high. When the engine is operating, the vibration of the crankshaft is mainly the vibration in the torsional direction, and the bending direction may also generate vibration. How to reduce the vibration of the crankshaft is one of the important contents of the engine crankshaft design. A common means of reducing crankshaft vibration is to install a damper at the front end of the crankshaft. At present, rubber damping type single-stage torsional vibration dampers are widely used in automobile engine crankshaft systems, and the damping value is too small, which often fails to meet the vibration reduction requirements of the crankshaft system. This paper introduces several complex structural forms of automobile engine crankshaft dampers, which are widely used in foreign engines. It is hoped that domestic engine manufacturers should adopt these crankshaft dampers with good vibration damping performance when developing new models. The new structure to improve the life of domestic engine crankshafts and reduce engine vibration and noise.
Single stage torsional vibration damper
Figure 1 shows a two-stage torsional vibration damper of two common configurations, wherein the inertia ring of Figure 1a also serves as the pulley 1, so that the rubber member 2 of Figure 1a is subjected to both torsional and radial loads; Figure 1b The inertia ring 1 is not used as a transmission member, and the rubber member 2 only bears the dynamic load in the torsional direction, and the fatigue life of the rubber is easier to meet the design requirements than the fatigue life of the rubber in Fig. 1a. Therefore, in the design of a single-stage crankshaft torsional vibration damper, the structural form shown in Figure 1b should be prioritized.
Multi-stage rubber damping torsional vibration damper
1. Multi-stage parallel torsional vibration damper
Figure 2 shows a two-stage parallel torsional vibration damper. The part 7 is a hub, which is a connecting part of the torsional vibration damper and the engine crankshaft; the steel ring 1 and the pulley 2 (ring gear) are tightly fitted, and are combined into an inertia ring, and the rubber member 8 constitutes a first-stage torsional vibration damper. The friction rings 6 and 5 are members made of a Teflon material, so that the pulley 2 and the hub 7 can rotate with each other. The inertia ring 4 is another inertial mass and constitutes a first-order torsional vibration damper with the rubber member 3. The rubber members 3 and 8 are vulcanized on the hub 7 and the other side is vulcanized in inertia mass. Therefore, the torsional vibration damper shown in Fig. 2 is a two-stage parallel torsional vibration damper.
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