GB2099512A - First-order balance device for an internal combustion engine - Google Patents
First-order balance device for an internal combustion engine Download PDFInfo
- Publication number
- GB2099512A GB2099512A GB8214380A GB8214380A GB2099512A GB 2099512 A GB2099512 A GB 2099512A GB 8214380 A GB8214380 A GB 8214380A GB 8214380 A GB8214380 A GB 8214380A GB 2099512 A GB2099512 A GB 2099512A
- Authority
- GB
- United Kingdom
- Prior art keywords
- rotatable
- fly
- wheels
- forwardly
- internal combustion
- 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.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/22—Compensation of inertia forces
- F16F15/26—Compensation 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
- F16F15/264—Rotating balancer shafts
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Acoustics & Sound (AREA)
- Aviation & Aerospace Engineering (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
- Vibration Prevention Devices (AREA)
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
- Electrical Control Of Ignition Timing (AREA)
- Optical Communication System (AREA)
- Testing Of Balance (AREA)
- Jib Cranes (AREA)
- Supercharger (AREA)
Abstract
The device comprises forwardly- rotatable fly-wheels 4, 5, Figure 3 fitted on the ends of the crankshaft 3 and allowed to rotate in the same direction as the shaft 3, backwardly-rotatable fly-wheels 8, 9 connectible to the forwardly rotatable fly-wheels, counter-weights 15, 16 placed on the forwardly-rotatable fly-wheels, and counter-weights 17, 18 placed on the backwardly-rotatable fly-wheels and having a different weight from that of the forward-rotating counterweights. The device enables vertical and horizontal first-order unbalanced moments arising in an internal combustion engine during operation to be balanced simultaneously in an alternative embodiment, Figures 6 and 7 (not shown), the backwardly- rotatable fly-wheels are mounted on shafts lying parallel to the crankshaft. <IMAGE>
Description
SPECIFICATION
First-order balance device for an internal combustion engine
The present invention relates to a first-order balance device for an internal combustion engine by which vertical and horizontal first-order unbalanced moments arising in an internal combustion engine may simultaneously be balanced.
Generally in internal combustion engines, such as in a four-cylinder diesel engine for example, vertical and horizontal first-order unbalanced moments arise during the operation thereof. Such first-order unbalanced moments conventionally have been balanced by fitting fly-wheels, with counterweights placed thereon, on the front and rear ends of a crankshaft of a diesel engine, and allowing the fly-wheels to rotate with rotation of the shaft.
In the above-mentioned case, however, the sum of the vertical first-order unbalanced moment and the horizontal first-order unbalanced moment is maintained at a constant relationship, and when one of the first-order unbalanced moments is reduced by the compensation thereof, the other first-order unbalanced moment is increased thereby, causing the inconvenience that both vertical and horizontal moments may not be simultaneously balanced.
While chain-balancers or electric balancers have been conventionally used to balance the vertical second-order unbalanced moment and to decrease the vibrating force of one direction, namely the vertical direction, if chain-balancers or electric balancers are applied for balancing vertical and horizontal first-order unbalanced moments, the counterweights or the balancers become too big to be used on marine diesel engines.
According to the present invention there is provided a first-order balance device for an internal combustion engine comprising:
forwardly rotatable fly-wheels fittable one on each end of a crank shaft of the internal combustion engine to rotate in the same direction as the crank shaft,
rearwardly rotatable fly-wheels connectible respectively one to each of the forwardly rotatable fly-wheels to rotate in the opposite direction from the forwardly rotatable fly-wheels,
first counterweights attachable to the forwardly rotatable fly wheels to rotate therewith, and
second counterweights attachable to the rearwardly rotatable fly wheels to rotate therewith and having a different weight from that of the first counterweights.
For a better understanding of the present invention and to show how the same may be carried into effect, reference will now be made, by way of example, to the accompanying drawings, in which:
Figures 1 a and 1 b are front and side views of a first embodiment of a first-order balance device of the invention for an internal combustion engine,
Figure 2 is an enlarged view of a portion of
Figure 1;
Figure 3 is a perspective view of the main portion of Figure 1;
Figure 4 is a diagrammatic view of a balancing system of the first embodiment of Figure 1;
Figures 5a and 5b are graphical representations of compensation conditions of vertical and horizontal first-order unbalanced moments respectively, for different angles, for the first embodiment of Figure 1;;
Figures 6a and 6b are side and plan views of a second embodiment of a first-order balance device according to the invention, for an internal combustion engine, and
Figure 7 is an enlarged end part-section view of a portion of Figure 6.
A first embodiment of the present invention is shown in Figures 1 to 5 of the accompanying drawings. In these Figures a crank 2 is installed in a four-cylinder diesel engine 1. A crank shaft 3 rotates with the rotation of the crank 2. Two forwardly rotatable fly-wheels 4 and 5 are fitted one on each end of the shaft 3 and rotate in the same direction as the shaft 3. Two forwardrotating gears 6 and 7 are provided on the forward-rotating fly-wheels 4 and 5, respectively.
Two rearwardly or backwardly rotatable flywheels 8 and 9 are fitted on the outer sides of forward-rotating fly-wheels 4 and 5, respectively, and two backward-rotating gears 10 and 11 are formed on the backward-rotating fly-wheels 8 and 9, respectively. Two bevel gears 1 2a and 1 2b are fitted between the forward-rotating gear 6 and the backward-rotating gear 10 at one end of the shaft, and allow the backward-rotating flywheel 8 to rotate in the opposite direction from the rotation of the forward-rotating fly-wheel 4.
The level gears 1 2a and 1 2b are held on a mount 1 3a. Two level gears 1 4a and 1 4b are fitted between the forward-rotating gear 7 and the backward-rotating gear 11 at the other end of the shaft, and allow the backward-rotating fly-wheel 9 to rotate in the opposite direction from the rotation of the forward-rotating fly-wheel 5. The level gears 1 4a and 1 4b are held on a mount 1 3b, in a similar manner to the level gears 1 2a and 1 2b. Two forward-rotational counterweights 1 5 and 1 6 are placed on the forward-rotating flywheels 4 and 5, respectively, and two backwardrotating fly-wheels 8 and 9, respectively.The backward-rotational counterweights 1 7 and 1 8 have a different weight from the forwardrotational counterweights 1 5 and 1 6. It is to be noted that arrows shown in Fig. 3 indicate the respective directions of rotation.
As shown in Fig. 4, by substituting two forward-rotating masses 15' and 16' for the forward-rotational counterweights 1 5 and 1 6, respectively, and substituting two backwardrotating masses 17' and 1 8' for the backwardrotational counterweights 17 and 18, respectively, and by setting the distance from the center of the shaft 3 to each of the masses 1 5' and 16' as Fr1 and also setting the distance from the center of the shaft 3 to each of the masses 17' and t8' as R2, the coupling moments for both forward-rotating masses 15' and 16' and both backward-rotating masses 17' and 1 8', ma and mb, respectively, may be expressed in equations (1) and (2) hereinafter shown: ma=(W/g).R1 R1 - .w2.L1 (1) mb=(w/g) R2 w.L2 (2) where W is the weight of the forward-rotational counterweights 1 5 and 1 6, w is the weight of the backward-rotational counterweights 17 and 18, w is an angular velocity at which the shaft 3 rotates, L1 is the distance between two forwardrotating masses 15' and 16', and L2 is the distance between two backward-rotating masses 1 7' and 18'. The vertical first-order unbalanced moment to be compensated arises as ma+mb, while the horizontal first-order unbalanced moment for compensation arises as ma-mb.
In so-called uncompensated conditions, vertical and horizontal first-order unbalanced moments, Mva and Mha, respectively may be expressed in simple equations (3) and (4) hereinafter shown:
Mva=mv COS(0+E) (3)
Mha=mh sin(0+) (4) where mv and mh are vertical and horizontal maximum first-order unbalanced moments, respectively, ü is the rotational angle and E is the initial phase.
Therefore, both first-order unbalanced moments Mva and Mha shown in equations (3) and (4) as being the vibrating moments in uncompensated conditions should be compensated by means of the forward-rotational counterweights 15 and 16 and the backwardrotational counterweights 17 and 18, and the both first-order unbalanced moments Mva and
Mha in uncompensated conditions may be balanced out by said both first-order unbalanced moments for compensation so that both compensated vertical and horizontal first-order unbalanced moments Mvb and Mhb become zero.
Here the compensated vertical and horizontal first-order unbalanced moments Mvb and Mhb may be expressed in equations (5) and (6) hereinafter shown respectively:
MvB=mv cos(0+)mv' . cos(O+y)=0 (5) Mhb=mh (6+)+mh' sin(6+y)=0 (6) where mv' and mh' are the maximum first-order unbalanced moments for compensation by means of the forward-rotational counterweights 15 and 16 and the backward-rotational counterweights 17 and 18, respectively, and y is the initial phase of said mv' and mh'.
Therefore, by adjusting the weight W of the
forward-rotational counterweights 15 and 16, the
weight w of the backward-rotational
counterweights 17 and 18, and the placing
positions of the counterweights 15, 16, 1 7 and
18 on the respective fly-wheels 4, 5, 8 and 9 so
that the following equalities may be achieved:
mv'=ma+mb=β mo, mh'=ma-mb=mo, and #=V+180 , where jB=mv'/mh', equations (5) and (6) may be transformed to
equations (7) and (8) hereinafter shown
respectively:
Mvb=mv Cos(#+#)+β mo cos(0±1 800)
=mv cos(#+#)-β mo COS(0+E) (7)
Mhb=mh sin(O+E)+mo sin(O±1 800)
=nh sin(0+)-mo sin(0+E) (8)
Furthermore, from the fact that equations (7)
and (8) always become zero, equations (9) and
(10) are derived:
mv=p mo=ma+mb (9) mh=mo=ma-mb (10) From equations (9) and (10), equations (11) and (12) are derived:: ma=(1+,B)-mo-(1/2) (11)
mb=(1--β) mo (1/2) (12)
Against the vertical first-order unbalanced moment Mva arising in uncompensated conditions as shown by a solid line in Fig. 5a, a vertical first-order unbalanced moment for compensation as shown by a dotted line in Fig. 5a acts as a counteracting moment, and the vertical first-order unbalanced moment in uncompensated conditions is balanced out by the vertical first-order unbalanced moment for compensation to be zero. Similarly, against the horizontal first-order unbalanced moment arising in uncompensated conditions as shown by a solid line in Fig. 5b, a horizontal first-order unbalanced moment for compensation as shown by a dotted line in Fig. 5b acts as a counteracting moment, and the horizontal first-order unbalanced moment in uncompensated conditions is balanced out by the horizontal first-order unbalanced moment for compensation to be zero.
The description hereinafter will discuss a second embodiment of the present invention with reference to Figs. 6 and 7.
The second embodiment is different from the first embodiment shown in Figs. 1 to 3 in that two forward-rotating fly-wheels 4' and 5' are fitted one on each end of the shaft 3 of an engine 1, forward-rotating gears 6' and 7' are formed on the forward-rotating fly-wheels 4' and 5', respectively, two backward-rotating fly-wheels 8' and 9' are fitted in parallel with the forwardrotating gears 6' and 7', backward-rotating gears 1 0' and 11' are formed on the backward-rotating fly-wheels 8' and 9' and engage with the forward-rotating gears 6' and 7', respectively, to rotate in the opposite direction from the rotation of the shaft 3, forward-rotational counterweights 15' and 16' with a weight of W are placed on the forward-rotating fly-wheels 4' and 5', respectively, and backward-rotational counterweights 17' and 1 8' with a weight of w are placed on the backward-rotating fly-wheels 8' and 9'. It is to be noted that arrows shown in
Fig. 7 indicate the respective directions of rotation.
When the forward-rotating fly-wheels 4' and 5r rotate in the same direction as the rotation of the shaft 3, the backward-rotating fly-wheels 8' and 9' rotate in the opposite direction from the rotation of the shaft 3 and the vertical and horizontal first-order unbalanced moments arising in uncompensated conditions are simultaneously balanced out by the vertical and horizontal firstorder unbalanced moments for compensation by means of the respective counterweights 1 5', 16', 17' and 18', in a similar manner as hereinbefore described.
Industrial utility
With the first-order balancer of an internal combustion engine of the present invention, vertical and horizontal first-order unbalanced moments arising during the operation of a diesel engine may be simultaneously balanced to zero, by placing forward-rotational counterweights with a weight of W on both forward-rotating flywheels, placing backward-rotational counterweights with a weight of w on both backward-rotating fly-wheels, and providing gearwheel mechanisms comprising forward-rotating gears, backward-rotating gears and level gears.
Claims (6)
1. A first-order balance device for an internal combustion engine comprising;
forwardly rotatable fly-wheels fittable one on each end of a crank shaft of the internal combustion engine to rotate in the same direction as the crank shaft,
rearwardly rotatable fly-wheels connectible respectively one to each of the forwardly rotatable fly-wheels to rotate in the opposite direction from the forwardly rotatable fly-wheels,
first counterweights attachable to the forwardly rotatable flywheels to rotate therewith, and
second counterweights attachable to the rearwardly rotatable flywheels to rotate therewith and having a different weight from that of the first counterweights.
2. A device according to claim 1, including a gear-wheel mechanism between each forwardly rotatable fly-wheel and its associated rearwardly rotatable fly-wheel, operative to rotate the rearwardly rotatable fly-wheel in the opposite direction to the forwardly rotatable fly-wheel when the latter is operatively rotated.
3. A device according to claim 2, wherein the forwardly rotatable fly-wheel and its associated rearwardly rotatable flywheel are attachable in facing, spaced relationship to the respective end of the engine crank shaft, and wherein the gear mechanism is formed by gear teeth rings provided one on each of the facing surfaces of the forwardly rotatable flywheel and its associated rearwardly rotatable flywheel and intermediate gear wheels meshing with both said gear teeth rings.
4. A device according to claim 2, wherein the forwardly rotatable flywheel is mountable on the crankshaft at or adjacent one of the ends thereof and the associated rearwardly rotatable flywheel is mountable in parallel with the forwardly rotatable flywheel, the gear mechanism being in the form of gear teeth rings provided around the radially outwardly directed periphery of the associated forwardly and rearwardly rotatable flywheels, which gear teeth rings mesh with one another.
5. A first-order balance device for an internal combustion engine, substantially as hereinbefore described with reference to Figures 1 to 5 or
Figures 6(a), 6(b) and -7 of the accompanying drawings.
6. An internal combustion engine fitted with a first-order balance device according to any one of claims 1 to 5.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56083419A JPS57200744A (en) | 1981-05-30 | 1981-05-30 | Apparatus for compensating primary unbalanced moment of internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB2099512A true GB2099512A (en) | 1982-12-08 |
| GB2099512B GB2099512B (en) | 1984-10-31 |
Family
ID=13801913
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB8214380A Expired GB2099512B (en) | 1981-05-30 | 1982-05-18 | First-order balance device for an internal combustion engine |
Country Status (7)
| Country | Link |
|---|---|
| JP (1) | JPS57200744A (en) |
| KR (1) | KR870000707B1 (en) |
| CH (1) | CH658885A5 (en) |
| DE (1) | DE3218956A1 (en) |
| DK (1) | DK156913C (en) |
| GB (1) | GB2099512B (en) |
| NO (1) | NO159206C (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2290597A (en) * | 1994-05-25 | 1996-01-03 | Volkswagen Ag | Three-part flywheel device for balancing changing moments and vibrations in a vehicle drive train |
| US11015675B2 (en) | 2019-01-21 | 2021-05-25 | Harley-Davidson Motor Company Group, LLC | Engine balancer |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60231042A (en) * | 1984-04-28 | 1985-11-16 | Mitsubishi Heavy Ind Ltd | Reciprocating engine |
| JP3346109B2 (en) * | 1995-07-31 | 2002-11-18 | ヤマハ発動機株式会社 | Internal combustion engine |
| GB2305488B (en) * | 1995-09-21 | 1999-04-28 | Moog Inc | Modular vibratory force generator, and method of operating same |
| DE19821170A1 (en) * | 1998-05-12 | 1999-11-18 | Volkswagen Ag | Crankshaft with additional mass balance, for road vehicle engine |
| GB2549294A (en) * | 2016-04-12 | 2017-10-18 | Elekta Ab | Torque reaction in rotating medical apparatus |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2610524A (en) * | 1948-06-23 | 1952-09-16 | Frederick K Maust | Counterbalancing device |
| JPS52132986U (en) * | 1976-04-03 | 1977-10-08 | ||
| JPS53141865A (en) * | 1977-05-17 | 1978-12-11 | Seiko Epson Corp | Oscilationproof mechanism |
-
1981
- 1981-05-30 JP JP56083419A patent/JPS57200744A/en active Granted
-
1982
- 1982-05-14 KR KR8202098A patent/KR870000707B1/en active
- 1982-05-18 GB GB8214380A patent/GB2099512B/en not_active Expired
- 1982-05-19 DE DE3218956A patent/DE3218956A1/en active Granted
- 1982-05-27 CH CH3286/82A patent/CH658885A5/en not_active IP Right Cessation
- 1982-05-27 DK DK240482A patent/DK156913C/en not_active IP Right Cessation
- 1982-05-28 NO NO82821790A patent/NO159206C/en unknown
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2290597A (en) * | 1994-05-25 | 1996-01-03 | Volkswagen Ag | Three-part flywheel device for balancing changing moments and vibrations in a vehicle drive train |
| GB2290597B (en) * | 1994-05-25 | 1997-11-26 | Volkswagen Ag | A device for the balancing of changing moments and of vibrations in the drive train of a motor vehicle |
| US11015675B2 (en) | 2019-01-21 | 2021-05-25 | Harley-Davidson Motor Company Group, LLC | Engine balancer |
Also Published As
| Publication number | Publication date |
|---|---|
| NO159206C (en) | 1988-12-07 |
| KR870000707B1 (en) | 1987-04-07 |
| DK156913B (en) | 1989-10-16 |
| DK156913C (en) | 1990-02-26 |
| CH658885A5 (en) | 1986-12-15 |
| GB2099512B (en) | 1984-10-31 |
| DE3218956A1 (en) | 1982-12-16 |
| JPS648221B2 (en) | 1989-02-13 |
| DE3218956C2 (en) | 1989-09-21 |
| JPS57200744A (en) | 1982-12-09 |
| NO821790L (en) | 1982-12-01 |
| DK240482A (en) | 1982-12-01 |
| NO159206B (en) | 1988-08-29 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PCNP | Patent ceased through non-payment of renewal fee |
Effective date: 19960518 |