CN2765811Y - Three-dimensional vibration composite absorber for vehicular engine shafting - Google Patents
Three-dimensional vibration composite absorber for vehicular engine shafting Download PDFInfo
- Publication number
- CN2765811Y CN2765811Y CN 200420029392 CN200420029392U CN2765811Y CN 2765811 Y CN2765811 Y CN 2765811Y CN 200420029392 CN200420029392 CN 200420029392 CN 200420029392 U CN200420029392 U CN 200420029392U CN 2765811 Y CN2765811 Y CN 2765811Y
- Authority
- CN
- China
- Prior art keywords
- hub
- torsional oscillation
- rubber layer
- torsional
- vibration
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Images
Landscapes
- Pulleys (AREA)
Abstract
The utility model relates to the vibration damping and noise reduction technology of automobile engines, which is a three-dimensional vibration composite damper for vehicular engine shafting and is realized by three technical proposals. The utility model is characterized in that the utility model is composed of a torsional vibration damper and a longitudinal bending vibration damper. A rubber layer is embedded and sheathed between an outer hub and an inner hub, and the torsional vibration damper is composed of a torsional vibration outer hub, a torsional vibration rubber layer and a torsional vibration inner hub; a longitudinal bending inertia block is connected with a longitudinal bending inner hub through the rubber layer to form the longitudinal bending vibration damper; a composite vibration damper is formed by the connection of the torsional vibration damper and the longitudinal bending vibration damper through screw bolts. The second proposal is that the longitudinal bending inertia block is arranged in a cavity of the inner hub, the left end of the longitudinal bending inertia block is tightly attached to the rubber layer and the outer side of the longitudinal bending inertia block is sealed by a sealing ring so as to form the longitudinal bending vibration damper. The third proposal is that the rubber layer is arranged between the torsional vibration inner hub and the longitudinal bending inertia block to form the longitudinal bending vibration damper. After theoretical calculation and experimental verification, the utility model has the effect of obviously reducing shafting vibration and reducing the noise of the whole automobile engines.
Description
Technical field
The utility model is specifically related to a kind of technology of automotive engine vibration and noise reducing.
Background technology
The combustion engine bent axle effect of not only bearing gaseous tension and force of inertia at work, and will be with the output of the moment of torsion on each crank throw to drive other mechanical part rotation acting.Therefore bent axle is except bearing the effect that also will bear bending force the twist moment simultaneously.Because the constructional feature and the operating characteristic of bent axle and crank connecting link, under the effect of above-mentioned exciting force, the mode of vibration that causes bent axle is the combination of torsional oscillation, bending vibrattion and longitudinal vibration.In Structure of Internal-Combustion Engine, the skirt section position of crankshaft installed below body is by the crank journal position of main bearing fixed crankshaft.The multi-form vibration meeting of bent axle causes whole machine body vibration and radiated noise by the vibration in main bearing coupling body skirt section.Experimental results show that the internal combustion engine shafting vibration is the main driving source that causes Structure of Internal-Combustion Engine and engine installation vibration and noise.The research of internal combustion engine shafting torsional oscillation vibration insulating system has obtained huge development in nearly decades, has also obtained some important achievement.Can be divided into elastic suspension, damping shock absorber, damped elasticity shock absorber by vibration attenuation mechanism.Can be divided into silicon oil damper, rubber damper, lid Si Linge shock absorber etc. by used material.What generally use at present in the middle low power vehicular engine is rubber damper, its structure such as Fig. 1.The structure of rubber damper is shock absorber to be connected axis hole 4 by bent axle be installed on the bent axle, and the interior hub 3 of shock absorber rotates with bent axle, and its outer hub 1 (inertial mass) connects by rubber layer 2 and interior hub 3 and rotates with bent axle.When bent axle produced torsional oscillation under the exciting force effect, outer hub 1 was because its action of inertia keeps original rotating speed, produce relative motion between hub 1 and the interior hub 3 outside, shock damping action by rubber layer 2 consumes vibrational energy, reaches the purpose that reduces the crankshaft torsional vibrations amplitude.The design of this class shock absorber is a purpose with the torsion oscillations that reduces bent axle mainly, and can not carry out the actv. inhibition to the bending vibrattion and the longitudinal vibration of bent axle.The groundwork of this traditional torsional damping arrangement all is one and singly rocks system that it is inertia, damping coefficient and rubber rigidity according to the model for torsional vibration design shock absorber of I. C. engine crankshaft system shown in the model of Fig. 3.
Summary of the invention
For overcoming parameter optimization problem in above-mentioned shock absorber vibration damping direction mono-shortcoming and the insoluble shock absorber design that takes into account the multidimensional vibration reduction effect, the purpose of this utility model is that to propose a kind of axle that is used for automotive engine be three-dimensional vibrating (torsional oscillation, bending vibrattion, longitudinal vibration) combined vibration-damping device, gasoline engine vibration and noise can be reduced to reduce.
The utility model can be achieved by following three technical schemes (in conjunction with the accompanying drawings 2～6).The vehicular engine axle is that the major technique feature of three kinds of schemes of three-dimensional vibrating combined vibration-damping device all is made up of torsional damping arrangement and vertical, crooked shock absorber two parts.
First kind of scheme is: nested torsional oscillation rubber layer 2 between the hub 3 in hub 1 and the torsional oscillation outside torsional oscillation promptly constitutes torsional damping arrangement by hub 3 in the outer hub 1 of torsional oscillation, torsional oscillation rubber layer 2 and the torsional oscillation.Vertical curved inertial mass 5 by vertical curved rubber layer 6 with vertical curved in hub 7 connects, promptly by vertical curved inertial mass 5, vertical curved rubber layer 6 and vertically bend that interior hub 7 constitutes vertically, bending vibration damper.Connect with hub 3 in the torsional oscillation torsional damping arrangement and vertical, bending vibration damper composition combined vibration-damping device by bolt 8.Vertical curved interior hub 7 directly links to each other with the bent axle of combustion engine by connecting axis hole 4.
Second kind of scheme is: nested torsional oscillation rubber layer 2 between the hub 3 in hub 1 and the torsional oscillation outside torsional oscillation constitutes torsional damping arrangement by hub 3 in the outer hub 1 of torsional oscillation, torsional oscillation rubber layer 2 and the torsional oscillation.Indulge curved inertial mass 5 and place in the cavity of hub 3 in the torsional oscillation, its left end is adjacent to vertical curved rubber layer 6, outermost seal ring 9 sealings.By hub 3 in seal ring 9, vertical curved rubber layer 6, the torsional oscillation and vertical curved inertial mass 5 constitute vertically, bending vibration damper.Hub 3 directly links to each other with the bent axle of combustion engine by connecting axis hole 4 in the torsional oscillation.
The third scheme is: be outside torsional oscillation in the hub 1 and torsional oscillation nested torsional oscillation rubber layer 2 between the hub 3, constitute torsional damping arrangement by hub 3 in the outer hub 1 of torsional oscillation, torsional oscillation rubber layer 2 and the torsional oscillation, vertical curved inertial mass 5 places in the cavity of hub 3 in the torsional oscillation, vertical curved rubber layer 6 places hub 3 and vertical bending between the inertial mass 5 in the torsional oscillation, by hub 3 in vertical curved rubber layer 6, the torsional oscillation and vertical curved inertial mass 5 constitute vertically, bending vibration damper, hub 3 directly links to each other with the bent axle of combustion engine by connection axis hole 4 in the torsional oscillation.
Reverse when bent axle produces, vertically and during bending vibrattion, torsional damping arrangement has played the damping of vibrations of torsional oscillation to bent axle, and when vertical and bending vibrattion take place bent axle, vertical curved interior hub 7 produces corresponding vibration with bent axle, because the flexible effect of rubber, so vertical curved inertial mass 5 has been formed a quality elastic system with vertical curved rubber layer 6, its bending direction and longitudinal direction form the damping of vibrations of an elasticity frequency modulation, and because the shock damping action of rubber, also can consume the energy of crooked and longitudinal vibration, reach the purpose of elastic damping and damping vibration attenuation.
The axle that the utility model proposes is its basic vibration damping of three-dimensional vibrating combined vibration-damping device has in essence different with principle of design and traditional torsional damping arrangement.The groundwork of traditional torsional damping arrangement is shown in the model of Fig. 3, and it is one and singly rocks system.The outer hub of torsional damping arrangement is reduced to inertia I
d, the flexibility and the damping of rubber are reduced to e
dAnd c
d, and according to the vibration shape of the engine crankshaft of required vibration damping, the inertia of the inertia before the node and the interior hub of torsional damping arrangement is reduced to inertia I according to the relative amplitude size
g, flexibility is reduced to e
g, the excitation moment of driving engine is reduced to Me
J ω tDesign inertia, damping coefficient and the rubber rigidity of shock absorber according to the model for torsional vibration of I. C. engine crankshaft system.And for the three-dimensional that the utility model proposes (vertically, crooked, reverse) vibration combined vibration-damping device, system is rocked by the branch of its groundwork two quality as shown in Figure 4.The outer hub of torsional damping arrangement is reduced to inertia I
d, the flexibility and the damping of rubber are reduced to e
dAnd c
d, the inertial mass of vertical curved shock absorber is reduced to inertia I
b, the flexibility and the damping of rubber are reduced to e
bAnd c
b, and according to the vibration shape of the engine crankshaft of required vibration damping, the inertia of the inertia before the node and the interior hub of torsional damping arrangement is reduced to inertia I according to the relative amplitude size
g, flexibility is reduced to e
g, the excitation moment of driving engine is reduced to Me
J ω tThe three-dimensional vibration damping of bent axle torsional oscillation direction and combined influence vertical, bending vibrattion both direction parameter have been considered.
Advantage of the present utility model and beneficial effect are to have the effect that significantly reduces shafting vibration and reduce total noise of centrifuge.When corner frequency was 225Hz, for 3 to 9 between humorous time 8 humorous time bending vibrattions had been obtained 33.3% to 68.4% effectiveness in vibration suppression; For 3 to 9 between humorous time 8 humorous time longitudinal vibrations except 4.5,5,6 humorous times, have obtained 25% to 50% effectiveness in vibration suppression; Aspect the reduction noise, the sound pressure level in the shock absorber outside is minimum when corner frequency is 225Hz, than former confidential low 1dB nearly; 175Hz is minimum when 2200r/min, secondly is 225Hz, compares with former machine and can reduce about noise 0.5dB.What noise reduction was best is that frequency is under the 225Hz shock absorber 1800r/min, and effect is 0.8dB, and effect reduces gradually when high speed.Illustrate that the reasonably vertical curved shock absorber of coupling can reduce the noise radiation of skirt section and belt pulley.
Description of drawings
Accompanying drawing 1 is the rubber torsional vibration damper constructional drawing.
Accompanying drawing 2 is a constructional drawing of the present utility model.
Accompanying drawing 3 is single torsional damping arrangement groundwork figure.
Accompanying drawing 4 is vertical, crooked, torsional vibration damper groundwork figure.
Accompanying drawing 5 is the constructional drawing of the utility model embodiment 2.
Accompanying drawing 6 is the constructional drawing of the utility model embodiment 3.
Accompanying drawing 7 is the test system arrangement plan of the utility model embodiment.
Accompanying drawing 8 is that crooked frequency adjusting damping device is to the influence (6 humorous torsion oscillations) of crankshaft torsion to vibration.
Accompanying drawing 9 is the influence of shock absorber to the noise radiation of diesel engine front end.
Accompanying drawing 10 is the influence of shock absorber to the noise radiation of diesel engine skirt section.
Wherein: the outer hub of 1-torsional oscillation; 2-torsional oscillation rubber layer; Hub in the 3-torsional oscillation; 4-connects axis hole; The vertical curved inertial mass of 5-; The vertical curved rubber layer of 6-; The vertical curved interior hub of 7-; The 8-bolt; The 9-seal ring; The 10-driving engine; The 11-flywheel; The 12-computing machine; The 13-data collecting card; The tuning bump leveller of 14-; The 15-bent axle is turned round/is bent/the longitudinal vibration survey meter; The 16-charge amplifier; The 17-microphone; The 18-acceleration pick-up; 19-USB.
The specific embodiment
By the following examples and in conjunction with the accompanying drawings 2～6 pairs of the utility model are described further.In order to study the mechanism of action and the effectiveness in vibration suppression that the vehicular engine axle is a three-dimensional vibrating combined vibration-damping device, designed a kind of tuner-type bump leveller that can regulate natural bending frequency continuously and be installed on the torsional damping arrangement.Its principle is to be equal to groundwork shown in Figure 4.Its frequency-tuning range is between 175Hz～275Hz.Experimental work is to carry out on a cylinder diameter is the 6 cylinder inline type automotive diesel engines of 102mm.Proving installation as shown in Figure 7.
The utility model sees Table 1 and table 2 respectively to the effectiveness in vibration suppression of bending vibrattion and longitudinal vibration.
Table 1 combined vibration-damping device to axle be each humorous time peak swing of bending vibrattion (*
10-4M)
By table as seen, for 3 humorous time humorous inferior to 9 humorous times 8, the effectiveness in vibration suppression for bending vibrattion during 225Hz is respectively 47.8%, 36.4%, and 68.4%, 33.3%, 53.3%, 37.5%, 60.7%, 62.5%.
Each peak swing of humorous time of axial vibration of shafting under the crooked damper action of table 2 (*
10-4M)
By table as seen, for 3 humorous time humorous inferior to 9 humorous times 8, the effectiveness in vibration suppression for longitudinal vibration during 225Hz is respectively 45%, 47.4%, and-14.3% ,-12.5% ,-50%, 50%, 25%, 44.4%.
Crooked frequency adjusting damping device to crankshaft torsion to the influence of vibrating (6 humorous torsion oscillationss) as shown in Figure 8.
As can be seen from the figure for 2200 rev/mins and 2600 rev/mins of these two peak values, the effectiveness in vibration suppression during 225Hz reaches 24.5% and 8% respectively.
The combined vibration-damping device is seen Fig. 9 and Figure 10 to the noise reduction of driving engine.Fig. 9 is the influence of shock absorber to the noise radiation of diesel engine front end; Figure 10 is the influence of shock absorber to the noise radiation of diesel engine skirt section.
The sound pressure level in the shock absorber outside is that 225Hz is minimum at corner frequency, than former confidential low 1dB nearly; 175Hz is minimum when 2200r/min, secondly is 225Hz, compares with former machine and can reduce about noise 0.5dB; And arrived 2800r/min, corner frequency be 275H sound pressure level and former machine be more or less the same, a little less than about former machine noise 0.2dB, and 225Hz is the highest.The skirt section sound pressure level changes similar, and what noise reduction was best is that frequency is under the 225Hz shock absorber 1800r/min, and effect is 0.8dB, and effect reduces gradually when high speed.Illustrate that the rational crooked shock absorber of coupling can reduce the noise radiation of skirt section and belt pulley.
Claims (3)
1. the vehicular engine axle is a three-dimensional vibrating combined vibration-damping device, it is characterized in that in hub outside torsional oscillation (1) and the torsional oscillation nested torsional oscillation rubber layer (2) between the hub (3), by the outer hub (1) of torsional oscillation, hub (3) constitutes torsional damping arrangement in torsional oscillation rubber layer (2) and the torsional oscillation, vertical curved inertial mass (5) is passed through vertical curved rubber layer (6) and is connected with vertical curved interior hub (7), by vertical curved inertial mass (5), vertical curved rubber layer (6) and vertical curved interior hub (7) constitute vertically, bending vibration damper, connect with hub 3 in the torsional oscillation torsional damping arrangement and vertical by bolt (8), bending vibration damper is formed the combined vibration-damping device, and vertical curved interior hub (7) directly links to each other with the bent axle of combustion engine by connecting axis hole (4).
2. the vehicular engine axle is a three-dimensional vibrating combined vibration-damping device, it is characterized in that in hub outside torsional oscillation (1) and the torsional oscillation nested torsional oscillation rubber layer (2) between the hub (3), by the outer hub (1) of torsional oscillation, hub (3) constitutes torsional damping arrangement in torsional oscillation rubber layer (2) and the torsional oscillation, vertical curved inertial mass (5) places in the cavity of hub (3) in the torsional oscillation, its left end is adjacent to vertical curved rubber layer (6), outermost seals with seal ring (9), by seal ring (9), vertical curved rubber layer (6), hub (3) in the torsional oscillation, and vertical curved inertial mass (5) constitutes vertically, hub (3) directly links to each other with the bent axle of combustion engine by connecting axis hole (4) in the bending vibration damper, torsional oscillation.
3. the vehicular engine axle is a three-dimensional vibrating combined vibration-damping device, it is characterized in that in hub outside torsional oscillation (1) and the torsional oscillation nested torsional oscillation rubber layer (2) between the hub (3), by the outer hub (1) of torsional oscillation, hub (3) constitutes torsional damping arrangement in torsional oscillation rubber layer (2) and the torsional oscillation, vertical curved inertial mass (5) places in the cavity of hub (3) in the torsional oscillation, vertical curved rubber layer (6) places hub (3) and vertical bending between the inertial mass (5) in the torsional oscillation, by vertical curved rubber layer (6), hub (3) and vertical curved inertial mass (5) constitute vertically in the torsional oscillation, hub (3) directly links to each other with the bent axle of combustion engine by connecting axis hole (4) in the bending vibration damper, torsional oscillation.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 200420029392 CN2765811Y (en) | 2004-07-27 | 2004-07-27 | Three-dimensional vibration composite absorber for vehicular engine shafting |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 200420029392 CN2765811Y (en) | 2004-07-27 | 2004-07-27 | Three-dimensional vibration composite absorber for vehicular engine shafting |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN2765811Y true CN2765811Y (en) | 2006-03-22 |
Family
ID=36606475
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN 200420029392 Expired - Fee Related CN2765811Y (en) | 2004-07-27 | 2004-07-27 | Three-dimensional vibration composite absorber for vehicular engine shafting |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN2765811Y (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105179592A (en) * | 2015-10-15 | 2015-12-23 | 广西玉柴机器股份有限公司 | Crankshaft damping device |
| CN110500381A (en) * | 2019-07-18 | 2019-11-26 | 佛山科学技术学院 | A kind of combined type crankshaft tortional vibration damper |
| CN115076295A (en) * | 2022-06-17 | 2022-09-20 | 中国第一汽车股份有限公司 | Torsion damper |
-
2004
- 2004-07-27 CN CN 200420029392 patent/CN2765811Y/en not_active Expired - Fee Related
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105179592A (en) * | 2015-10-15 | 2015-12-23 | 广西玉柴机器股份有限公司 | Crankshaft damping device |
| CN110500381A (en) * | 2019-07-18 | 2019-11-26 | 佛山科学技术学院 | A kind of combined type crankshaft tortional vibration damper |
| CN115076295A (en) * | 2022-06-17 | 2022-09-20 | 中国第一汽车股份有限公司 | Torsion damper |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US8973463B2 (en) | Recessed belt damper | |
| JPS6253745B2 (en) | ||
| CN2765811Y (en) | Three-dimensional vibration composite absorber for vehicular engine shafting | |
| CN1598352A (en) | Three-dimensional vibrating composite damper of engine axis for vehicle | |
| CN201554821U (en) | Novel double-level crankshaft torsional vibration damper device | |
| CN202251640U (en) | Novel air suspension | |
| US20080047392A1 (en) | Torsional vibration damper hub assembly for an engine | |
| CN201723646U (en) | Novel elementary substance bimodule crankshaft torsional vibration damper | |
| CN102937047B (en) | Automobile engine wheel train drive system | |
| CN2844568Y (en) | Crank torque shock absorber of diesel engine | |
| GB2312941A (en) | Fuel System Vibration Damper | |
| JP6774261B2 (en) | Centrifugal pendulum dynamic vibration absorber | |
| CN201779210U (en) | Silicon oil damper | |
| KR102581054B1 (en) | Vehicle Generator | |
| CN209839032U (en) | Circular support of pure electric vehicles | |
| KR200179587Y1 (en) | Viscous damper of crank for internal combustion engine | |
| KR100839739B1 (en) | A damper for crank pulleys | |
| JP2607565Y2 (en) | Diesel engine fuel injection pump drive | |
| KR950007124Y1 (en) | Damper device | |
| KR20030039473A (en) | Balance shaft apparatus | |
| KR200146871Y1 (en) | Tortional vibration damper device of crank shaft | |
| JP2586875Y2 (en) | Mounting structure of torsional viscous damper for fuel injection pump | |
| JP2003247598A (en) | Torque fluctuation absorbing damper | |
| JPH0949543A (en) | Power unit supporting device | |
| Mireei et al. | Modeling, Dynamic Analysis and Optimization of Budsan Truck Engine Mount |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| C19 | Lapse of patent right due to non-payment of the annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |