阅读说明：本技术 用于车辆的曲轴的黏性阻尼器 (Viscous damper for crankshaft of vehicle ) 是由 金成勇 崔城源 金晟广 于 2020-04-24 设计创作，主要内容包括：本发明涉及一种用于车辆的曲轴的黏性阻尼器。所述黏性阻尼器可以包括：壳体、第一惯性环、第二惯性环以及盖,所述壳体包括前表面、阻尼器凹槽以及带轮,所述前表面形成有将曲轴紧固于前表面的中心的毂,所述阻尼器凹槽沿着毂的圆周形成,由分隔壁限定被分为前侧空间和后侧空间的空间,所述带轮从阻尼器凹槽的后侧向后延伸；所述第一惯性环布置于阻尼器凹槽的后侧空间中并且与第一黏性体一起具有阻尼功能；所述第二惯性环布置于阻尼器凹槽的前侧空间中并且与第二黏性体一起具有阻尼功能；所述盖配置为封闭前侧空间的前部开口,使得盖和阻尼器凹槽封闭第一惯性环和第二惯性环。(The present invention relates to a viscous damper for a crankshaft of a vehicle. The viscosity damper may include: a housing including a front surface formed with a hub fastening a crankshaft at a center of the front surface, a damper groove formed along a circumference of the hub, a space divided into a front side space and a rear side space defined by a partition wall, and a pulley extending rearward from a rear side of the damper groove; the first inertia ring is arranged in the rear space of the damper groove and has a damping function together with the first viscous body; the second inertia ring is arranged in the front space of the damper groove and has a damping function together with the second viscous body; the cover is configured to close a front opening of the front side space such that the cover and the damper groove close the first inertia ring and the second inertia ring.)

1. A viscous damper for a crankshaft of a vehicle mounted to a front portion of the crankshaft of the vehicle, the viscous damper comprising:

a housing, comprising:

a front surface formed with a hub configured to fasten a crankshaft to a center of the front surface,

a damper groove formed along a circumference of the hub, arranged radially outside the hub, and configured to form a space divided into a front-side space and a rear-side space by a partition wall, an

A pulley extending rearward from a rear side of the damper groove;

a first inertia ring disposed in a rear space of the damper groove and having a damping function together with a first viscous body filled in the rear space;

a second inertia ring disposed in a front side space of the damper groove and having a damping function together with a second viscous body filled in the front side space; and

a cover configured to close a front opening of the front side space such that the cover and the damper groove close the first inertia ring and the second inertia ring.

2. A viscous damper for a crankshaft of a vehicle according to claim 1, wherein:

the first inertia ring is made of a cast iron material,

the position of the first inertia ring in the rear space is mounted at the center of the rear space by a first bearing,

the first bearing is disposed along an inner circumference of the rear space.

3. A viscous damper for a crankshaft of a vehicle according to claim 1, wherein:

the first viscous body fills a gap between the first inertia ring and the back space, and has a thickness in a range of about 0.45mm to 0.55 mm.

4. A viscous damper for a crankshaft of a vehicle according to claim 1, wherein:

the first adhesive is a silicone material having a low viscosity in the range of about 90 to 110 kilo-pascals.

5. A viscous damper for a crankshaft of a vehicle according to claim 1, wherein:

the second inertia ring is made of a cast iron material,

the position of the second inertia ring in the front space is mounted at the center of the front space by a second bearing,

the second bearing is arranged along an inner circumference of the front side space.

6. A viscous damper for a crankshaft of a vehicle according to claim 1, wherein:

the second adhesive body is filled in a gap between the second inertia ring and the front side space, and has a thickness in a range of about 0.65mm to 0.75 mm.

7. A viscous damper for a crankshaft of a vehicle according to claim 1, wherein:

the second adhesive body is a silicon material having a high adhesive property approximately in the range of 20 to 40 WancSt.

8. A viscous damper for a crankshaft of a vehicle according to claim 1, wherein:

the partition wall is mounted between the rear-side space and the front-side space by press-fitting, and is disposed at a central position in the front-rear direction of the damper groove.

9. A viscous damper for a crankshaft of a vehicle according to claim 1, wherein:

the ratio of the thickness of the first inertia ring to the second inertia ring is 1.2: 1.

10. A viscous damper for a crankshaft of a vehicle of claim 9, wherein:

the first adhesive body filled in the rear space together with the first inertia ring has a thickness thinner than that of the second adhesive body, so as to perform a damping function at a high temperature approximately in the range of 120 to 130 c,

the second adhesive body filled in the front side space together with the second inertia ring has a thickness thicker than that of the first adhesive body to function at a temperature ranging from about-30 ℃ to-20 ℃.

Technical Field

The present invention relates to a viscous damper for a crankshaft of a vehicle, and more particularly, to a viscous damper for a crankshaft of a vehicle capable of improving damping performance.

Background

The statements in this section merely provide background information related to the present disclosure and may not constitute prior art.

In general, when resonance occurs at a specific engine speed, a crankshaft of a vehicle generates longitudinal vibration, bending vibration, torsional vibration, and the like, which causes deterioration in riding comfort and causes a problem in durability of components.

Among them, a rubber damper for a crank has been used as a final suppression means because Torsional Vibration (TV) has a serious fatigue and breakage influence on a crank system.

Although the rubber damper is inexpensive and has constant characteristics, absorption of vibration energy is limited due to wide variation in the number of revolutions of the vehicle engine, and there is a disadvantage that resonance at a specific engine speed cannot be avoided.

In order to improve the problems of the rubber damper, a viscous damper filled with high-viscosity silicone oil is used.

A viscous damper refers to a damper that performs damping by using the principle of: the torsional resistance is increased by the shear resistance in the silicone oil due to the relative movement of the damper housing and the inertia ring.

Therefore, the viscous damper is not subject to mechanical strain as a rubber damper, so that it can be used in a wide range of uses, and has an excellent vibration damping effect even in an engine having many resonance points.

However, the applicant has found that viscous dampers according to the prior art have a rate of change of the silicon viscosity of about 200% as the temperature of the inertia ring varies.

In other words, a problem arises when the temperature is not at the optimum damping setting for a viscous damper.

Therefore, the viscous damper according to the related art cannot provide an optimal damping function at a low temperature or a high temperature, which is disadvantageous to NVH (noise, vibration, harshness) of the vehicle due to high torsional vibration. In addition, durability of the thermal load due to high torsional vibration may occur.

The above information disclosed in this background section is only for enhancement of understanding of the background of the invention and therefore the information that it may contain does not constitute prior art that is already known to a person of ordinary skill in the art.

Disclosure of Invention

The present invention provides a viscous damper for a crankshaft of a vehicle, which is capable of improving damping performance regardless of temperature by providing first and second viscous bodies having different viscosities.

In some exemplary forms of the present invention, a viscous damper mounted to a front portion of a crankshaft of a vehicle includes: a housing, a first inertia ring, a second inertia ring, and a cover, the housing comprising: a front surface formed with a hub configured to fix a crankshaft to a center of the front surface, a damper groove formed along a circumference of the hub, radially disposed outside the hub and configured to form a space divided into a front-side space and a rear-side space by a partition, and a pulley extending rearward from a rear side of the damper groove; the first inertia ring is arranged in the rear space of the damper groove and has a damping function together with the first viscous body filled therein; the second inertia ring is arranged in the front side space of the damper groove and has a damping function together with the second adhesive body filled therein; the cover is configured to close a front opening of the front side space such that the cover and the damper groove close the first inertia ring and the second inertia ring.

In some forms of the present invention, the first inertia ring may be made of a cast iron (Fe) material, and a position of the first inertia ring in the rear space is positioned or mounted at a center of the rear space in the front-rear direction by a first bearing. Specifically, the first bearing is arranged along an inner circumference of the rear-side space.

In some forms of the invention, the first adhesive may fill a gap between the first inertia ring and the posterior space, having a thickness in a range of about 0.45mm to 0.55 mm.

In some forms of the invention, the first adhesive may be a silicone material having a low viscosity in the range of about 90 kilo cSt (centistokes) to 110 kilo cSt.

In some forms of the invention, the second inertia ring may be made of a cast iron (Fe) material, and a position of the second inertia ring in the front space is positioned or mounted (fixed to) a center of the front space in a front-rear direction of the front space by a second bearing, and the second bearing is arranged along an inner circumference of the front space.

In some forms of the invention, a second adhesive may fill a gap between the second inertia ring and the front space to have a thickness in a range of about 0.65mm to 0.75 mm.

In some forms of the invention, the second adhesive may be a high-adhesion silicone material having a range of about 20 to 40 ten thousand cSt.

In some forms of the invention, the partition wall may be mounted between the rear-side space and the front-side space by press-fitting, and arranged at a central position in the front-rear direction of the damper groove.

In some forms of the invention, a ratio of thicknesses of the first inertia ring to the second inertia ring may be 1.2: 1.

In some forms of the present invention, the first inertia ring may be formed to be thicker than the second inertia ring, and the first adhesive body filled in the rear side space together with the first inertia ring may have a thickness thinner than that of the second adhesive body so as to function as a damper at a high temperature ranging from 120 ℃ to 130 ℃. In one form, the second inertia ring may be thinner than the first inertia ring, and the second adhesive filled in the front side space together with the second inertia ring may have a thickness thicker than the first adhesive to function at a low temperature ranging from-30 ℃ to-20 ℃.

A viscous damper for a crankshaft of a vehicle according to an exemplary form of the present invention divides a damper groove into a one-side space and another-side space, and then fills first and second viscous bodies having different viscosities and different thicknesses. Therefore, the optimum damping performance can be ensured regardless of the temperature, so that the torsional vibration can be reduced.

Furthermore, a viscous damper for a crankshaft of a vehicle according to an exemplary form of the present invention can reduce a thermal load by reducing torsional vibration, thereby reducing costs by removing a previously applied heat sink.

Further, the effects that can be obtained or predicted by the forms of the present application will be disclosed directly or implicitly in the detailed description of the forms of the present invention. That is, various effects predicted according to the form of the present application will be disclosed in a detailed description described later.

Further areas of applicability will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure.

Drawings

In order that the invention may be well understood, its various forms will now be described, by way of example only, with reference to the accompanying drawings, in which:

FIG. 1 is a diagram showing an assembled viscous damper for a crankshaft of a vehicle;

FIG. 2 is a perspective view of a viscous damper for a crankshaft of a vehicle;

FIG. 3 is a cross-sectional view of a viscous damper for a crankshaft of a vehicle;

fig. 4 is an enlarged view of a portion a of fig. 3.

Description of reference numerals:

1: crankshaft 10: viscous damper

20: the housing 21: hub

23: damper groove 25: mounting groove

27 a: rear side space 27 b: front space

29: pulley 30: first inertia ring

31: first bearing 33: first adhesive body

40: second inertia ring 41: second bearing

43: second adhesive body 50: cover

60: partition wall 70: a transmission belt.

The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way.

Detailed Description

The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features.

The present invention now will be described more fully hereinafter with reference to the accompanying drawings, in which exemplary forms of the invention are shown. Those skilled in the art will recognize that the form described can be modified in various different ways without departing from the spirit or scope of the present invention.

The drawings and description are to be regarded as illustrative in nature, and not as restrictive. Throughout the specification, like elements are referenced with like reference numerals.

Fig. 1 is a view showing an assembled viscous damper for a crankshaft of a vehicle according to an exemplary form of the present invention, fig. 2 is a perspective view of the viscous damper for a crankshaft of a vehicle according to an exemplary form of the present invention, fig. 3 is a sectional view of the viscous damper for a crankshaft of a vehicle according to an exemplary form of the present invention, and fig. 4 is an enlarged view of a portion "a" of fig. 3.

Referring to fig. 1 and 2, a viscous damper 10 for a crankshaft of a vehicle is mounted at a front portion of the crankshaft 1.

In the related art, generally, a vehicle body longitudinal direction (assembly conveyance direction) is referred to as a T direction, a vehicle width direction is referred to as an L direction, and a height direction of a vehicle body is referred to as an H direction.

However, in an exemplary form of the present invention, based on the drawings, the LTH direction described above is not set as the reference direction, but the front-rear direction is set as the reference direction (see fig. 1 and 3).

Since the definition of the reference direction as described above has a relative meaning, and since the direction may vary depending on the reference position of the viscous damper 10 or the reference position of the assembly member, the reference direction is not necessarily limited to the reference direction of the present form.

The viscous damper 10 includes a housing 20, a first inertia ring 30, a second inertia ring 40, and a cover 50.

The torsional vibration is generated when the crankshaft 1 rotates, and the torsional vibration is transmitted to the first inertia ring 30 and the second inertia ring 40 and is absorbed by the first inertia ring 30 and the second inertia ring 40.

At this time, when the crankshaft 1 is rotated by engine driving, torsional vibration is generated in a forward or reverse direction of the rotational direction due to acceleration.

When torsion occurs by rotation of the crankshaft 1, a restoring force proportional to the torsion angle acts, and the vibration caused by the restoring force is torsional vibration.

As described above, the torsional vibration is absorbed by the first inertia ring 30 and the second inertia ring 40.

That is, the viscous damper 10 is attributed to relative movements of the housing 10 and the first and second inertia rings 30 and 40 (to be described later), the first and second viscous bodies 31 and 41 (shear resistance is generated in 41), and thus the damping action is performed by using the principle of increase in torsional resistance.

On the other hand, the housing 20 has a front surface formed with a boss 21 that fixes the crankshaft 1 to a central portion of the front surface.

The front end of the crankshaft 1 is inserted into the hub 21 by a predetermined length, and is fixed to each other by bolts.

In addition, the housing 20 has a damper groove 23, and the damper groove 23 is formed along the circumference of the hub 21.

The damper groove 23 is arranged radially outside the hub 21 formed in the central portion of the front surface.

The damper groove 23 may have the following specific setting values.

Referring to fig. 3, the range of the damper groove 23 in the front-rear direction of the housing 20 may be set within 14mm to 16 mm.

In addition, at the front of the damper groove 23, a mounting groove 25 to be described connected to the cover 50 (to be described below) is formed.

The damper groove 23 is partitioned by a partition wall 60 and divided into a one-side space 27a (e.g., a rear-side space) and a front-side space 27b (e.g., a front-side space). The first inertia ring 30 is installed in the rear side space 27a, and the second inertia ring 40 is installed in the front side space 27 b.

At this time, the partition wall 60 is formed in a thin disk shape penetrating the central portion and having a predetermined thickness, and the partition wall 60 may also be mounted to the central portion by an interference fit according to the front depth and the rear depth of the damper groove 23.

That is, the damper groove 23 has a rear side space 27a closed by the partition wall 60, and a front side space 27b is close to the cover 50 fitted into the partition wall 60 and the mounting groove 25. As shown in fig. 4, the cover 50 is configured to close the front opening of the front side space 27b, so that the cover and the damper groove close the first inertia ring 30 and the second inertia ring 40.

Here, the first inertia ring 30 may be disposed in the rear space 27a of the damper groove 23, that is, the first inertia ring 30 may be disposed in the rear space of the damper groove 23.

The first inertia ring 30 may be made of a cast iron (Fe) material.

In addition, the first inertia ring 30 is formed in a plate-like annular shape having a predetermined thickness, which may be set in a range of 5mm or more to 6mm or more.

The first inertia ring 30 is disposed at the center of the rear side space 27a partitioned by the partition wall 60 based on the depth direction of the damper groove 23. The position of the first inertia ring 30 may be limited by a first bearing 31 installed and disposed along the inner circumference of the rear space 27 a. In one form, the position of the first inertia ring 30 in the rear space 27a is mounted to the center of the rear space in the front-rear direction through a first bearing 31.

In addition, the first adhesive body 33 is filled in the rear side space 27 a.

That is, in the state where the first inertia ring 30 is mounted to the rear space 27a, the first adhesive body 33 is filled in the remaining space.

At this time, the first adhesive body 33 may be filled in the gap between the first inertia ring 30 and the rear space 27a so as to have a thickness in the range of 0.45mm to 0.55 mm.

In addition, the first adhesive body 33 is characterized in that: it has a low viscosity in the range of 90 to 110 kilo cSt (centistokes).

cSt (centistokes) is a unit of kinematic viscosity, one percent of one stokes in size.

The units of stokes are square centimeters per second, for example, the kinematic viscosity of water at room temperature can be expressed as about 1 cSt.

The first adhesive body 33 can absorb high temperature damping energy at high temperature.

In other words, since the viscosity of the silicone oil is reduced at high temperature, the first adhesive body 33 has a low viscosity in the rear space 27a and a thickness thereof is thin, so as to have an optimal damping efficiency in a high temperature region.

The second inertia ring 40 may be disposed in the front side space 27b of the housing 20, that is, the second inertia ring 40 may be disposed in a front space of the damper groove 23.

The second inertia ring 40 may be made of a cast iron (Fe) material.

In addition, the second inertia ring 40, like the first inertia ring 30, is formed in a plate-like ring shape having a predetermined thickness, and the thickness may be set in a range of 4mm or more and 5mm or less.

In one form, the ratio of the thickness of the first inertia ring 30 to the second inertia ring 40 may be 1.2: 1.

The second inertia ring 40 is disposed at the center of the front side space 27b of the damper groove 23 based on the front-to-rear depth of the damper groove 23. The second inertia ring 40 may be installed and disposed along the inner circumference of the front side space 27b such that its position may be limited by the second bearing 41. In one form, the position of the second inertia ring 40 in the front space 27b is mounted at the center of the front space 27b in the front-rear direction by the second bearing 41.

The second bearing 41 may have a thicker side surface than the first bearing 31.

That is, the second bearing 41 is used to position the second inertia ring 40 thinner than the first inertia ring 30, and the thickness of the side surface of the second bearing 41 is in place. This requires the second bearing 41 to be formed thicker than the first bearing 31.

In addition, the second adhesive body 43 is filled in the front side space 27 b.

That is, with the second inertia ring 40 installed in the front side space 27b, the second adhesive body 43 is filled in the remaining space.

At this time, the second adhesive body 43 may be filled in the gap between the second inertia ring 40 and the front space 27b so as to have a thickness in a range of 0.65mm or more and 0.75mm or less.

In addition, the second adhesive body 43 is characterized in that: it has a high viscosity in the range of 20 to 40 million cSt.

The second adhesive body 43 can absorb low-temperature damping energy at low temperature.

In other words, since the viscosity of the silicone oil increases at a low temperature, the second adhesive body 43 having a low viscosity is filled in the front space 27b, and thus the thickness of the second adhesive body 43 is thicker than the thickness of the first adhesive body 33. Therefore, it is possible to have the optimum damping efficiency in the low temperature region.

The first and second adhesive bodies 33 and 43 may selectively absorb high temperature damping energy consumption at a high temperature and low temperature damping energy consumption at a low temperature.

In addition, the first inertia ring is thicker than the second inertia ring, and the first viscous body filled in one side space together with the first inertia ring is made of a thinner structure than the second viscous body. The first inertia ring and the first viscous body have a damping function at a high temperature of about 125 ℃. On the other hand, the second inertia ring is thinner than the first inertia ring, and the second viscous body filled in the other side space together with the second inertia ring has a filled structure thicker than that of the first viscous body. The two inertia rings and the second viscous body are configured to function as a damping function at a low temperature of about-25 ℃.

And a pulley 29 to which a transmission belt 70 is attached is integrally formed on the rear side of the housing 20 (see fig. 1). In one form, a pulley 29 extends rearwardly from the rear side of the damper groove.

Therefore, in the viscous damper 10 for a crankshaft of a vehicle according to the exemplary form of the present invention, the first inertia ring 30 and the first viscous body 33 are arranged in the rear side space 27a, and the second inertia ring 40 is arranged in the front side space 27 b. The two inertia rings 30 and 40 and the first and second masses 33 and 43 are arranged to improve damping performance regardless of temperature, thereby reducing torsional vibration.

In addition, the viscous damper 10 for a crankshaft of a vehicle improves vibration energy by reducing torsional vibration, thus reducing thermal load, thereby removing previously applied fins, thereby reducing cost.

Therefore, the viscous damper 10 for a crankshaft of a vehicle is improved in durability performance, and NVH (noise, vibration, harshness) of a timing chain (not shown) can be improved.

While the invention has been described in connection with what is presently considered to be practical exemplary forms, it is to be understood that the invention is not to be limited to the disclosed forms, but on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims.