DE19835145A1 - Tubular low cost automotive crankshaft mass balancing shaft is shrouded to reduce air noise or foaming of oil at high engine speeds - Google Patents

Tubular low cost automotive crankshaft mass balancing shaft is shrouded to reduce air noise or foaming of oil at high engine speeds

Info

Publication number
DE19835145A1
DE19835145A1 DE1998135145 DE19835145A DE19835145A1 DE 19835145 A1 DE19835145 A1 DE 19835145A1 DE 1998135145 DE1998135145 DE 1998135145 DE 19835145 A DE19835145 A DE 19835145A DE 19835145 A1 DE19835145 A1 DE 19835145A1
Authority
DE
Germany
Prior art keywords
shaft
balance
internal combustion
combustion engine
characterized
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.)
Withdrawn
Application number
DE1998135145
Other languages
German (de)
Inventor
Thomas Kettner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Daimler AG
Original Assignee
DaimlerChrysler AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by DaimlerChrysler AG filed Critical DaimlerChrysler AG
Priority to DE1998135145 priority Critical patent/DE19835145A1/en
Publication of DE19835145A1 publication Critical patent/DE19835145A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16FSPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/22Compensation of inertia forces
    • F16F15/26Compensation of inertia forces of crankshaft systems using solid masses, other than the ordinary pistons, moving with the system, i.e. masses connected through a kinematic mechanism or gear system
    • F16F15/264Rotating balancer shafts
    • F16F15/268Hollow shafts

Abstract

An internal combustion engine has at least one balancer shaft arranged in a crankcase. At least one crankshaft is located in the crankcase, with which the at least one balancer shaft is in drive connection. The balance shaft is tubular. At least one balance weight is arranged within the tubular balance shaft.

Description

The invention relates to an internal combustion engine at least one arranged in a crankcase Balance shaft according to that in the upper handle of claim 1 Art.

DE 28 22 589 A1 describes a generic type of burning Engine with two balancer shafts in this case known, for reasons of space saving inner half of the first, hollow balancer shaft the second balancer shaft is arranged.

Other internal combustion engines with balancer shafts are also from DE 37 05 346 C2, DE 38 01 715 C2, known from DE 40 05 616 A1, DE 41 34 399 A1 and DE-GM 91 04 812.

These balancer shafts are used for the Internal combustion engines due to rotating parts, which have certain eccentricities  Compensate for vibrations. Mostly the out same shafts either with screwed on or on other way attached balance weights provided, or they are machined made from a semi-finished product or a casting. A disadvantage of these known embodiments is the very cost-intensive production, the strong Ge noise development as well as through such compensation resulting drive power losses. Under other such losses arise from the so-called Splashing of the balance shafts in oil, if these in Crankcase or are arranged in the oil pan. Of others cause balance shafts rotating in oil disadvantageously very strong oil foaming.

It is therefore an object of the present invention to To create internal combustion engine, at least one Balance shaft is inexpensive to manufacture and even at high speeds no air noises and oil foaming generated.

According to the invention, this task is characterized by the drawing part of claim 1 mentioned features solved.

Due to the arrangement of the compensation Ge according to the invention important things within the balance shaft receive the same an evenly smooth and even outer surface, which are very even in both air and oil can rotate. There is therefore no disadvantage Plucking, which is a foaming of oil as well leads to increased drive power losses.  

The training according to the invention results in which is a light and stiff balancer shaft, through which the rotating masses of the internal combustion engine machine can be reduced. Furthermore results simplified processing is advantageous the balance shaft, in particular the proportion of machining can be reduced.

Advantageous refinements and developments of Invention result from the dependent claims and from which in principle is based on the drawing below provided embodiment.

It shows:

Fig. 1 is a crankcase of an internal combustion engine with two disposed therein, according to the invention of balancer shafts formed in a section along the line II of Figure 2. and

FIG. 2 shows a section along the line II-II from FIG. 1.

Fig. 1 shows a crankcase 1 of an internal combustion engine, not shown in its entirety. In the crankcase 1 in this case four cylinders 2 are arranged in a known manner with Lichen cylinder liners 3 therein. In the Zylin derlaufbuchsen 3 are pistons 4 which are connected via connecting rods 5 with a crankshaft, not shown.

In Fig. 2 crankshaft bearings 6 of the crankshaft not shown Darge can be seen. At one end of the crankshaft a sprocket 7 is attached, which is connected via a chain, not shown, with two Kettenrit cells 8 . The two chain sprockets 8 are each individually attached to a balance shaft 10 via a connecting screw 9 , both balance shafts 10 running parallel to the crankshaft.

As can be seen in FIG. 1, a total of two balancer shafts 10 are thus provided, both of which are driven by the crankshaft and rotate at a double speed belwell speed in the opposite direction. Thus, the balancing waves 10 are so-called Lanceter waves. Of course, it is also possible to provide only one or more than two balancer shafts 10 .

The balance shafts 10 are each formed tubular, and there is a balance weight 11 in their interior. The balance weight 11 is made of a pressed sheet metal part, adapted to the inner contour of the balance shaft 10 and connected to it by soldering or spot welding. These are two very simple methods of making the connection between the balancing weight 11 and the balancer shaft 10 . Each balancer shaft 10 is thus completely smooth on its surface and cannot lead to oil foaming within the crankcase 1 even if, as shown, it is arranged directly in an oil chamber 12 . Due to the uniformly flat surface, the balancer shafts 10 do not generate any air noise or splash work in the oil that is in the oil chamber 12 even at very high speeds.

In Fig. 2 it is shown that at the end at which the chain sprocket 8 is located, the compensating waves 10 are each mounted in the crankcase 1 via a ball bearing 12 Ku. At the opposite ends, the balance shafts 10 are each supported by a needle bearing 13 in the crankcase 1 . For this purpose, bearing journals 15 and 16 are located at both ends of the balancer shafts 10 , the bearing journal 15 being supported in each case by the ball bearing 13 and the bearing journal 16 in each case by the needle bearing 14 .

The balancer shafts 10 can be made together with the bearing pin 15 and 16 very easily by hydroforming. Alternatively, it is also possible to manufacture the journals 15 and 16 as separate construction parts and then by a suitable method, such as, for. B. welding to connect to the respective balance shaft 10 .

The balance weight 11 runs in the present case over the entire length of the respective tubular balance shaft 10 , which cannot be seen in both figures. In order to compensate for different imbalances of the rotating masses of the internal combustion engine via the counterweights 11 of the counterbalance shafts 10 , there are various options: the counterweights 11 can be guided over a smaller or larger angular range than shown in FIG. 1, the thickness of the counterweights 11 , the material and thus the density of the balance weights 11 and the length over which the balance weights 11 run in the respective balance shaft 10 can be changed. So z. B. with diesel internal combustion engines due to the larger rotating masses larger balance weights 11 than in gasoline engines.

Claims (7)

1. Internal combustion engine with at least one balancer shaft arranged in a crankcase, wherein in the crankcase there is at least one crank shaft with which the at least one balancer shaft is in drive connection, and where the balancer shaft is tubular, characterized in that within the tubular Balance shaft ( 10 ) at least one balance weight ( 11 ) is arranged.
2. Internal combustion engine according to claim 1, characterized in that the balance weight ( 11 ) is designed as a bent sheet metal part adapted to the inner contour of the balance shaft ( 10 ).
3. Internal combustion engine according to claim 1 or 2, characterized in that the balance weight ( 11 ) extends over the entire length of the balance shaft ( 10 ).
4. Internal combustion engine according to one of claims 1, 2 or 3, characterized in that the balance weight ( 11 ) with the balance shaft ( 10 ) is connected by soldering.
5. Internal combustion engine according to one of claims 1, 2 or 3, characterized in that the balance weight ( 11 ) with the balance shaft ( 10 ) is connected by spot welding.
6. Internal combustion engine according to one of claims 1 to 5, characterized in that the balance shaft ( 10 ) is made by Innenhochdruckum formation, both ends of the balance shaft ( 10 ) attached bearing journal ( 15 , 16 ) are also made by hydroforming.
7. Internal combustion engine according to one of claims 1 to 5, characterized in that at both ends of the balance shaft ( 10 ) angeord Nete journal ( 15 , 16 ) are connected by welding to the balance shaft ( 10 ).
DE1998135145 1998-08-04 1998-08-04 Tubular low cost automotive crankshaft mass balancing shaft is shrouded to reduce air noise or foaming of oil at high engine speeds Withdrawn DE19835145A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE1998135145 DE19835145A1 (en) 1998-08-04 1998-08-04 Tubular low cost automotive crankshaft mass balancing shaft is shrouded to reduce air noise or foaming of oil at high engine speeds

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE1998135145 DE19835145A1 (en) 1998-08-04 1998-08-04 Tubular low cost automotive crankshaft mass balancing shaft is shrouded to reduce air noise or foaming of oil at high engine speeds

Publications (1)

Publication Number Publication Date
DE19835145A1 true DE19835145A1 (en) 2000-02-10

Family

ID=7876388

Family Applications (1)

Application Number Title Priority Date Filing Date
DE1998135145 Withdrawn DE19835145A1 (en) 1998-08-04 1998-08-04 Tubular low cost automotive crankshaft mass balancing shaft is shrouded to reduce air noise or foaming of oil at high engine speeds

Country Status (1)

Country Link
DE (1) DE19835145A1 (en)

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10207459A1 (en) * 2002-01-22 2003-07-24 Opel Adam Ag - Mass balance shaft made in sections with weight zones for automotive piston engine
DE10207452A1 (en) * 2002-01-22 2003-07-24 Opel Adam Ag Unit for compensating for inertial force of crankshaft on IC engine comprises compensating shaft connected to crankshaft, compensating section of shaft having non-homogeneous mass distribution
DE10207458A1 (en) * 2002-01-22 2003-07-31 Opel Adam Ag IC engine has two balancing shafts below crankshaft whose bearings fit into mountings attached to frame on which crankshaft bearings are mounted
US8413630B2 (en) 2007-06-14 2013-04-09 Herzog Intertec Gmbh Balancing shaft
US8413631B2 (en) 2007-06-14 2013-04-09 Herzog Intertec Gmbh Balancing shaft
US8413629B2 (en) 2006-04-18 2013-04-09 Herzog Intertec Gmbh Balancing shaft
WO2014048424A1 (en) 2012-09-26 2014-04-03 Schaeffler Technologies AG & Co. KG Imbalance shaft
WO2014064523A1 (en) * 2012-10-24 2014-05-01 Toyota Jidosha Kabushiki Kaisha Internal combustion engine
DE102013207800A1 (en) * 2013-04-29 2014-10-30 Magna Powertrain Ag & Co. Kg balancer shaft
US8939123B2 (en) 2009-07-30 2015-01-27 Herzog Intertec Gmbh Countershaft
EP1775484B2 (en) 2005-10-13 2016-01-20 Schaeffler Technologies AG & Co. KG Radial bearing
US10677179B2 (en) 2016-05-18 2020-06-09 Ford Global Technologies, Llc Method and system for operating an engine

Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10207452A1 (en) * 2002-01-22 2003-07-24 Opel Adam Ag Unit for compensating for inertial force of crankshaft on IC engine comprises compensating shaft connected to crankshaft, compensating section of shaft having non-homogeneous mass distribution
DE10207458A1 (en) * 2002-01-22 2003-07-31 Opel Adam Ag IC engine has two balancing shafts below crankshaft whose bearings fit into mountings attached to frame on which crankshaft bearings are mounted
DE10207459A1 (en) * 2002-01-22 2003-07-24 Opel Adam Ag - Mass balance shaft made in sections with weight zones for automotive piston engine
EP1775484B2 (en) 2005-10-13 2016-01-20 Schaeffler Technologies AG & Co. KG Radial bearing
EP2014935B2 (en) 2005-10-13 2016-01-20 Schaeffler Technologies AG & Co. KG Radial bearing
US8413629B2 (en) 2006-04-18 2013-04-09 Herzog Intertec Gmbh Balancing shaft
US8413630B2 (en) 2007-06-14 2013-04-09 Herzog Intertec Gmbh Balancing shaft
US8413631B2 (en) 2007-06-14 2013-04-09 Herzog Intertec Gmbh Balancing shaft
US8939123B2 (en) 2009-07-30 2015-01-27 Herzog Intertec Gmbh Countershaft
DE102012217476A1 (en) 2012-09-26 2014-04-17 Schaeffler Technologies Gmbh & Co. Kg unbalanced shaft
WO2014048424A1 (en) 2012-09-26 2014-04-03 Schaeffler Technologies AG & Co. KG Imbalance shaft
WO2014064523A1 (en) * 2012-10-24 2014-05-01 Toyota Jidosha Kabushiki Kaisha Internal combustion engine
DE102013207800A1 (en) * 2013-04-29 2014-10-30 Magna Powertrain Ag & Co. Kg balancer shaft
US10677179B2 (en) 2016-05-18 2020-06-09 Ford Global Technologies, Llc Method and system for operating an engine

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