DE10257562A1 - Mass compensator for a vehicle combustion engine, has compensating shaft below crankshaft with through screws mounting bearing block onto engine block - Google Patents

Abstract

A combustion engine comprises a crankshaft (3) in a housing (1) having a compensating shaft (15) operating through and beneath it which is led into a single piece bearing block (16) which is attached to the engine block (2) by through screws (35) through the bearing block. An Independent claim is also included for a motor vehicle comprising a combustion engine as above.

Description

The invention relates to an internal combustion engine with at least one crankshaft and with at least two in particular designed as balancer shafts.

The DE 32 11 655 A1 discloses an internal combustion engine with a second order mass balance. For this purpose, two balancing shafts are provided with balancing weights and arranged on both sides of a crankshaft. One of the balance shafts is driven by the crankshaft via a chain drive. The other balancer shaft is driven with the interposition of a gear pair. This arrangement is very expensive to manufacture.

The DE 199 08 437 C1 discloses a device for mass and torque compensation, in which two balance shafts are provided which are driven by the crankshaft and rotate in opposite directions to one another at double crankshaft speed. The one balance shaft is provided with two gears, one of which is used to drive the balance shaft with a gear formed on the crankshaft, and of which the other is designed with a balance weight and rotates another gear that drives the one further balance weight trained balance shaft forms. The disadvantage of this solution is that numerous additional components are required, which require a lot of assembly work.

The invention is based, which to avoid the above disadvantages. This task is accomplished by the Object of the independent claims solved. advantageous Further training results from the respective subclaims.

With the invention, compensation units, for comfort reasons gain in importance, also provide for smaller engines. With the compensation units can be additional casing avoid with split bearings. Additional sub-levels with centering for the separate attachment to the engine block in corresponding additional Tapped holes can also eliminated.

When the invention is not omitted just one more Casing, but the camps are also undivided. Likewise, any are omitted additional sub-levels in addition to centering, as well as threaded holes for fastening the compensation unit to the engine block. This results in a drastic reduction in parts and additional processing, because At least two sub-levels and centering machining are completely eliminated. The motor unit becomes much lighter and much more compact, now that the balance shaft bearings with the crankshaft bearings in one piece can be connected.

There are very special advantages from the compact dimensions, especially the small width the compensation unit. Instead of the fastening screws directly There is no need to mount the balancer shaft bearings on the left and right this and the place for it is for other components gained.

Through the invention can now much larger rolling bearings in a crankcase with a relatively small oil pan be assembled for the previously left and right of the crankshaft bearings no place for a screw attachment was present. This allows unfavorable, complicated and expensive constructions can be avoided.

Compensation units with the Lancaster principle, the flanged below the crankshaft can now be in a very small size Distance left and right of the crankshaft bearing cover. at the mounting width of the compensation unit equal to the narrow screw spacing of the crankshaft bearing caps be what a cheap Force flow and a lower bending stress results. Thereby less material is used.

With the invention, durable balance shafts can be install with relatively little effort, the balance shaft bearing cover with an additional chen Partial plane with centering on each crankshaft bearing cap can be avoided. The invention provides a Lancaster principle in which the bearing cover for the Balance shaft bearings and the crankshaft bearing caps are made in one piece, which results in high stability with a cheaper one Power flow and even more compact dimensions results.

The assembly is very simple. To the Example two studs in threaded holes in the crankshaft bearing caps to be screwed in one piece with the compensation unit are connected by screwing the cylinder block and -headed and are clamped above the cylinder head with screw nuts become. There is also the possibility with long screws through the screw whistles of the cylinder head and -blocks are inserted, the compensation unit in the threaded holes screw the crankshaft bearing and fix it in the bearing bracket.

The compensation unit is managed as before as the crankshaft bearing caps in the crankcase bearings.

In order to save yourself long stud bolts or fastening screws in the manner of a tie rod, it is possible to use considerably shorter screws. These are arranged somewhat obliquely and attach the compensation unit in crankshaft bearing seats from the outside through the crankcase. This shapes the assembly on the Transfer road much easier. The balancer shafts can be stored in two separate, stable bearing caps, or in one piece in an even stiffer bearing frame, possibly without an additional housing.

The balance shafts can with Plain bearings can be stored, which, as usual, an additional oil circuit need. There is also a version with roller bearings possible, being the oil circuit omitted, or with a combination of plain and roller bearings.

The balance shafts can with Chain or gear drive can be driven, or with a combination from both.

The presented compensation units can in gasoline and diesel engines and other different internal combustion engines to be built in.

The advantages of the invention are:

• - Elimination of a housing made of heavy material,
• - Balance shaft bearing cover are undivided,
• - No additional Partial level and no centering for fastening the compensation unit to the engine block required
• - Compensation unit is much easier due to the elimination of the differential housing, additional Fastening screws, centering and smaller dimensions,
• - engine block is easier by eliminating additional attachment points for the Compensation unit,
• - Less stress on the compensation unit due to the fact that it lies close together Mounting points on the engine block,
• - Less Design effort, especially the compensation unit,
• - Less Manufacturing effort by eliminating the housing division, an additional Sub-level, the associated Centering, separate attachments of the compensation unit, and Eliminate additional Machining the engine block.
• - Little Dimensions of the compensation unit when fastening, especially in execution with roller bearings, without enlarging the oil pan,
• - Assembly effort is low,
• - just Few parts are required due to the omission of additional bearings, split bearing shells, Mounting screws, additional Sub-levels and additional centering,
• - Little Additional costs are eliminated Machining of the compensation unit and the engine block, less Assembly and material,
• - smaller Installation space due to the omission of the housing surrounding the balancer shafts and narrower Bearing cap.

The invention is suitable for all internal combustion engines, Otto and diesel engines with different numbers of cylinders, especially for the 4-cylinder engine with 2- and multi-valve drive.

The invention is in the drawing based on several embodiments illustrated.

1 shows a cross section through an internal combustion engine according to the invention, namely in a view from the side,

2 shows a further cross section through the internal combustion engine 1 , cut in a view transverse to the crankshaft along the section plane AA,

3 shows a further cross section through the internal combustion engine 1 , in a view cut transversely to the crankshaft along the section plane BB,

4 shows a further cross section through the internal combustion engine 1 , cut in a view transverse to the crankshaft along the sectional plane CC,

5 shows a further cross section through the internal combustion engine 1 , in a view cut transversely to the crankshaft along the section plane FF,

6 shows a cross section through another combustion engine according to the invention, namely in a view from the side,

7 shows a cross section through a further internal combustion engine according to the invention, namely in a view from the side, and

8th shows a cross section through a further internal combustion engine according to the invention, namely in a view from the side.

In 1 . 2 . 3 . 4 and in 5 is a first internal combustion engine according to the invention 1 shown partially cut. From the internal combustion engine 1 only three cylinders are shown here. It has four cylinders, whereby the fourth cylinder and the associated parts and components are not visible due to the sectional view provided here. The internal combustion engine 1 is divided into a motor housing 2 in which a crankshaft 3 is recorded, as well as in an oil pan 4 , The crankshaft 3 has three connecting rod journals 5 on each of which a connecting rod 6 is attached. One connecting rod pin each 5 is thereby from a connecting rod cheek 7 limited, with one of the connecting rod cheeks 7 as a connecting rod cheek 7a is trained.

The drive connecting rod cheek 7a has a circumferential crankshaft gear groove 8th in which a crankshaft sprocket 9 is arranged.

The crankshaft 3 is at four crankshaft bearings 10 in the motor housing 2 rotatable around its crankshaft axis 11 stored. It is a crankshaft guide bearing point 10 ' for exact positioning of the crankshaft 3 intended. One crankshaft bearing cap each 12 at both ends of the crankshaft 3 ensures a tight fit while rotating. At the in 1 inner crankshaft guide bearing on the left Job 10 ' is a balance shaft holder 13 trained bearing cover provided for the crankshaft. The balance shaft holder 13 each has a bearing on its underside surface 14 for one balancer shaft each 15 on how best to get in 2 sees. The depository 14 provides an exact positioning of the balance shafts 15 ready, their position exactly above the crankshaft guide bearing point 10 ' is set. At the in 1 crankshaft bearing point on the right 10 inside the motor housing 2 is the bearing cap in question as a timing chain bracket 16 educated. The timing chain bracket 16 points like the balance shaft holder 13 one bearing on each of its downward facing surfaces 17 , shown here as a floating bearing, for the two balancer shafts 15 on.

The two balancer shafts 15 are along their long axis 18 each with a balance weight 19 provided, on which in 1 right-hand end of each output shaft 15 a balance shaft pinion designed as a chain wheel 20 is screwed on.

How best to be in 1 and 4 see is in the area of the timing chain bracket 16 another pulley designed as a chain sprocket 21 provided that on a mounting screw 22 with a roller bearing 23 is stored.

As in 4 the best thing to see is a roller chain 24 around the crankshaft gear 9 to the two balancer pinions 20 and around the idler wheel 21 wrapped. The inside of the roller chain 24 from the crankshaft gear 9 from which in 3 left balancer pinion 20 and from the deflection wheel 21 applied. The outside of the roller chain 24 is from the in 4 balance shaft pinion on the right 20 applied. This leadership of the roller chain 24 represents a movement of the two balancer pinions 20 in the opposite direction safely when the crankshaft sprocket 9 rotates. The balance shaft pinions advantageously rotate 20 twice as fast as the crankshaft gear 9 , In the area between the deflection wheel 21 and the in 3 left balancer pinion 20 is a guide rail 25 provided that on the outside of the roller chain 24 is present and prevents the chain center located in the immediate vicinity from beating.

In the area between the in 4 left balancer pinion 20 and the crankshaft gear 9 is a chain tensioner 26 arranged of the roller chain 24 keeps under tension. The chain tensioner 26 can be hydraulically, pneumatically or mechanically re-tensioned.

How best to be in 1 see is the area above the balancer pinion 20 and the deflection wheel 21 with a cover 27 Mistake. This will cause foaming due to the moving roller chain 24 and the rotating balancer pinion 20 and the deflection wheel 21 counteracts in the engine oil that is inside the oil pan 4 stands.

In the present exemplary embodiment, the balancing shaft is designed to be divided, specifically at one division point 28 , A centering pin 29 ensures a positionally accurate arrangement of a first balancer shaft section 30 and a second balance shaft section 31 to each other. One through the first balance shaft section 30 running through screw 32 provides a firm and permanent connection between the first balancer shaft section 30 , the second balance shaft section 31 and the balancer pinion 20 for sure.

2 shows a section along the section line AA 1 , As you can see particularly well in this view, the balance shaft holder 13 especially in the area around the depository 14 undivided and made in one piece, with dividing points in the area of the bearing points 14 be avoided. The supply of the depository 14 with pressure oil takes place via oil supply holes 33 starting from the crankshaft guide bearing point 10 ' , The balance shaft holder 13 not only serves to support the two balancer shafts 15 , but he also provides the crankshaft bearing point 10 ' ready. This is the balance shaft holder 13 on its top, each with a blind hole 34 with internal thread, the left and right of the crankshaft 3 are arranged. About two draw bolts 35 through corresponding through holes in the cylinder head 36 as well as in the motor housing 2 run, is the balance shaft holder 13 firmly with the motor housing 2 screwed.

3 shows a section through the internal combustion engine 1 along the line BB 1 , As you can see particularly well in this view, the timing chain bracket 16 the bearing for the two balancer shafts 15 and at a crankshaft bearing point 10 for the crankshaft 3 ready. The timing chain bracket 16 is in the area of the balance shafts 15 made in one piece and undivided. The bearings 17 are about oil guide holes 33 starting from the crankshaft bearing point 10 supplied with pressure oil. tension bolt 35 screw the timing chain bracket 16 firmly with the motor housing 2 ,

5 shows a section along the line FF for illustration 1 ,

For mounting the internal combustion engine 1 the procedure is as follows. In a first step, the crankshaft 3 in the motor housing 2 used and with the balance shaft holder 13 and the timing chain bracket 16 fixed. Then the crankshaft bearing caps 12 screwed. Then the balance shaft section 30 and the second balance shaft section 31 in the balance shaft holder 13 and in the timing chain bracket 16 inserted and with the push-through screw 32 screwed. Then the rest of the 1 to 5 shown compo components of the internal combustion engine.

6 shows a further version of an internal combustion engine according to the invention 1' which in many parts with the internal combustion engine 1 from the 1 to 5 matches. The same parts have the same reference numbers.

In the internal combustion engine 1' are instead of plain bearings for supporting the balance shafts 15 ' a first balance shaft roller bearing 37 and a second balance shaft roller bearing 38 intended. This allows oil supply holes 33 in balance shaft holder 13 ' and in the timing chain bracket 16 ' be avoided.

In the internal combustion engine 1' is in the in 6 left bearing of the balancer shaft 15 ' a cylindrical roller bearing is provided as a fixed bearing. The second balance shaft roller bearing 38 is designed as a roller ball bearing, which is arranged as a floating bearing.

In an embodiment not shown here, the first balancer shaft roller bearing 37 replaced by a particularly load-resistant plain bearing that the in 1 slide bearing shown 14 equivalent.

7 shows a cross section through an internal combustion engine according to the invention 1'' , The internal combustion engine 1'' largely corresponds to the internal combustion engine 1 and the internal combustion engine 1' according to the 1 to 6 , The same parts are therefore provided with the same reference numbers.

The balance shaft is different from the versions mentioned above 15 '' made from a single piece, including the balancer pinion 20 ' with the balance shaft 15 '' is trained.

In the in 7 The bearing point shown on the left is a roller ball bearing as a fixed bearing in the balancer shaft holder 13 '' intended. In the in 7 The bearing point shown on the right is a plain bearing in the timing chain bracket 16 '' provided that high bearing forces can absorb.

For mounting the internal combustion engine 1'' becomes the balance shaft 15 '' through the timing chain bracket 16 '' pushed through until it is in the balance shaft holder 13 '' comes to rest.

Instead of a chain drive, a gear drive or a combination of chain drive and gear drive can also be provided in an embodiment not shown here. So the two balancer shafts 15 '' with gear drive rotate against each other at double speed while driving a balancer shaft 15 '' via the crankshaft, namely via the in 7 sprockets shown.

8th shows an internal combustion engine 1''' in cross section. The internal combustion engine 1''' corresponds in many parts to internal combustion engines 1 . 1' . 1'' from the 1 to 7 , The same parts are labeled with the same reference numbers.

As you can see particularly well in this view, the balance shaft holder 13 ''' with two oblique blind holes 34 ' Mistake. Opposite the in 1 shown embodiment of the internal combustion engine 1 this results in a low weight and easier assembly.

1,1 ', 1' ', 1' ''

combustion

engine

2

motor housing

3

crankshaft

4

oil pan

5

connecting rod journals

6

pleuel

7

Pleuelwange

7a

Antriebspleuelwange

8th

Kurbelwellenradnut

9

crankshaft gear

10

crankshafts

stock stelle

10 '

crankshaft

Guide bearing

11

crankshaft axis

12

crankshaft bearings

cover

13,13 ', 13' ', 13' ''

balancer shafts

holder

14

depository

15,15 ', 15' '

balancer shaft

16,16 ', 16' '

timing chains

bracket

17

depository

18

longitudinal axis

19

counterweight

20.20 '

balancer shafts

pinion

21

guide wheel

22

mounting

screw

23

roller bearing

24

roller chain

25

guide rail

26

chain tensioner

27.27 '

cover

28

bifurcation

29

Centering

30.30 '

first compensation

shaft portion

31.31 '

second compensation

shaft portion

32

Through bolt

33

oil feed

34.34 '

blind

35.35 '

tension bolt

36

cylinder head

37

first compensation

wave rolling bearings

38

second compensation

wave rolling bearings

Claims (5)

Internal combustion engine with one in a motor housing ( 1 ) arranged crankshaft ( 3 ) and with at least one through the crankshaft ( 3 ) operated and below the crankshaft ( 3 ) arranged balance shaft ( 15 ), which at least at one point in a one-piece bearing block ( 13 . 16 ) is guided, the bearing block with in through holes in the engine block ( 2 ) through bolts ( 35 ) on the engine block ( 2 ) is attached. Internal combustion engine according to claim 1, characterized in that the through screws ( 35 ' ) in the area to the side of the crankshaft ( 3 ) with respect to the longitudinal direction of combustion cylinders obliquely through the engine block ( 2 ) run. Internal combustion engine according to claim 1 or claim 2, characterized in that the balance shaft ( 15 ) in the area of the bearing block ( 13 ) is made divisible. Internal combustion engine according to one of the preceding claims, characterized in that the bearing block ( 13 . 16 ) has a plain bearing that has a pressure oil hole ( 33 ) with an oil circuit of the internal combustion engine ( 2 ) is connected. Motor vehicle with an internal combustion engine according to a of the preceding claims.