JP2005003063A - Vibration reducing device for internal combustion engine - Google Patents

Vibration reducing device for internal combustion engine Download PDF

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Publication number
JP2005003063A
JP2005003063A JP2003166075A JP2003166075A JP2005003063A JP 2005003063 A JP2005003063 A JP 2005003063A JP 2003166075 A JP2003166075 A JP 2003166075A JP 2003166075 A JP2003166075 A JP 2003166075A JP 2005003063 A JP2005003063 A JP 2005003063A
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Japan
Prior art keywords
internal combustion
combustion engine
vibration
equivalent
inertia
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Pending
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JP2003166075A
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Japanese (ja)
Inventor
Yasuyuki Asahara
康之 浅原
Original Assignee
Nissan Motor Co Ltd
日産自動車株式会社
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Publication date
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Priority to JP2003166075A priority Critical patent/JP2005003063A/en
Publication of JP2005003063A publication Critical patent/JP2005003063A/en
Application status is Pending legal-status Critical

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Abstract

<P>PROBLEM TO BE SOLVED: To solve the problem that, when the antiresonance frequency of a vibration system corresponds to a given frequency, great vibration reducing effects are obtained near the antiresonance frequency but vibration is in turn increased near a resonance frequency. <P>SOLUTION: To vary an equivalent moment of inertia of a subsidiary inertial mass against the rotation of the rotating shaft of an engine corresponding to the rotating speed of the rotating shaft, an electromagnetic clutch 17 is provided for cutting an alternator rotor 15 as the subsidiary inertial mass off a pulley 4a. At an idling rotation speed, the vibration is reduced by the antiresonance of the vibration system including the subsidiary internal mass. In a resonant rotation speed region, the resonance is avoided by cutting the electromagnetic clutch 17 off. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vibration reducing device that reduces vibrations of an internal combustion engine, mainly roll vibrations during idle operation or vibrations associated with rotational speed fluctuations.
[0002]
[Prior art]
Patent Document 1 discloses a sub inertial mass body that generates inertial force by rotating, and a driving force transmission mechanism for transmitting the rotational driving force of a crankshaft of an internal combustion engine coupled with a flywheel to the subinertial mass body. And the driving force transmission mechanism is provided with an elastic body to form a vibration system, and the anti-resonance frequency of the vibration system is set to n / of the rotation frequency at a predetermined rotation speed (for example, idle rotation speed) of the internal combustion engine. A vibration reduction device for an internal combustion engine is disclosed in which the vibration of the internal combustion engine in the operating state is reduced by substantially matching any one of the frequencies multiplied by 2 (n = natural number).
[0003]
[Patent Document 1]
Japanese Patent Laid-Open No. 11-325186
[Problems to be solved by the invention]
However, in the conventional technique described in Patent Document 1, although a large vibration reduction effect is obtained in the vicinity of the antiresonance frequency, the vibration increases conversely in the vicinity of the resonance frequency in a frequency range slightly higher than the antiresonance frequency. There is a problem. The majority of the operating range for actual operation does not include this resonance frequency part, which is not a big problem, but for a short time, the vibration increases when passing through the resonance frequency part transiently. Will end up.
[0005]
For example, when the anti-resonance frequency is set so that an anti-resonance vibration reduction effect can be obtained at an idling rotation speed (for example, 600 rpm), the engine rotation speed is reduced when the vehicle starts or immediately before the vehicle stops after decelerating. When the rotational speed corresponding to the resonance frequency of the vibration system is reached, the vibration is temporarily deteriorated.
[0006]
Therefore, an object of the present invention is to provide an internal combustion engine vibration reducing apparatus that solves such a problem.
[0007]
[Means for Solving the Problems]
The vibration reduction device for an internal combustion engine according to the present invention connects a sub-inertial mass body that generates inertial force by rotating and a rotation shaft of the internal combustion engine via a driving force transmission mechanism, and is connected to the driving force transmission mechanism. An elastic body is provided to form a vibration system, the anti-resonance frequency of the vibration system against the roll vibration of the internal combustion engine or the rotation fluctuation of the rotation shaft, and the rotation frequency at a predetermined rotation speed of the internal combustion engine is n / 2 (n = natural number). It is premised on a vibration reduction device for an internal combustion engine that reduces vibrations by substantially matching the multiplied frequency.
[0008]
In the present invention, variable means for changing the equivalent inertia moment of the sub inertia mass body according to the rotational speed of the rotation shaft of the internal combustion engine is provided.
[0009]
In such a vibration reduction device for an internal combustion engine, vibration systems having different equivalent moments of inertia can be configured in regions where the rotation speed of the rotation shaft of the internal combustion engine is different, and optimum characteristics can be obtained according to conditions.
[0010]
【The invention's effect】
According to the present invention, the variable means for changing the equivalent inertia moment of the sub inertial mass body with respect to the rotation of the rotation shaft according to the rotation speed of the rotation shaft is provided. It is possible to change from a system to a vibration system with a different equivalent moment of inertia, and the vibration system can be selected so that optimum characteristics can be obtained according to conditions, and vibration other than anti-resonance, especially anti-resonance Resonance at a slightly higher rotational speed can be prevented.
[0011]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of a vibration reducing device for an internal combustion engine according to the present invention will be described as Examples 1-4.
(Example 1)
First, Example 1 is shown.
[0012]
As shown in FIGS. 1 (a) and 1 (b), an alternator 4 is attached to an automobile engine (internal combustion engine) 1 as an auxiliary machine that constitutes a sub inertia mass body. The rotary shaft (crankshaft) 3 is driven. As shown in FIG. 1B, a flywheel 11 is attached to one end of the rotary shaft 3, and a crank pulley 3a is attached to the other end. The belt 2 is wound around the crank pulley 3a, the alternator pulley 4a of the alternator 4, the pulleys 5a and 6a of the other auxiliary machines 5 and 6, and the idlers 7 and 8. Here, the outer peripheral surface (rear surface) of the belt 2 is wound around the alternator pulley 4a, whereby the alternator pulley 4a rotates in the opposite direction to the crank pulley 3a.
[0013]
The crank pulley 3a includes an inner peripheral portion 9 and an outer peripheral portion 10 as shown in FIGS. In other words, the inner peripheral portion 9 directly coupled to the rotary shaft 3 via the bolt 12, and the outer peripheral portion 10 that is relatively rotatably supported on the inner peripheral portion 9 via the bearing 20 and on which the belt 2 is hung. It is equipped with. A torsion spring mechanism 14 in which four coil springs (elastic bodies) 13 are combined is interposed between the inner peripheral portion 9 and the outer peripheral portion 10 that are rotatable with respect to each other. Here, the rotating shaft 3 that is the rotating portion of the engine 1 and the inertial mass of the flywheel 11 coupled to the rotating shaft 3, and the inertial mass of the alternator rotor 15 that is the rotating portion of the alternator 4 shown in FIG. A vibration system coupled through the torsion spring mechanism 14 is configured. Then, the torsion spring is set so that the anti-resonance frequency of the engine roll vibration is a frequency in the vicinity of the frequency (rotation frequency × number of cylinders / 2) at the rotation basic order at a rotation speed of 600 rpm (predetermined rotation speed) during idling. The spring constant of the mechanism 14 is set. As a result, engine roll vibration during idling is reduced.
[0014]
As shown in FIG. 3, an electromagnetic clutch (variable means) 17 is provided between an alternator pulley 4a attached to the input shaft 4b of the alternator 4 and an alternator rotor (sub inertia mass body) 15 attached to the output shaft 4c. The electromagnetic clutch 17 can be disconnected by a signal from the control unit 16. Normally, the electromagnetic clutch 17 is connected, and in the connected state, the alternator rotor 4 rotates with the engine 1 to generate electric power. However, when the electromagnetic clutch 17 is disconnected, the alternator rotor 15 serving as a sub inertia mass body rotates the engine 1. Can be separated from. That is, the equivalent moment of inertia of the sub inertia mass body in the vibration system changes.
[0015]
Next, the operation will be described with reference to FIG. When the engine 1 is idling, the electromagnetic clutch 17 is connected, so the alternator rotor 15 rotates in the direction opposite to the rotating shaft 3 and has a relatively large equivalent moment of inertia (A). The anti-resonance of the engine greatly reduces the roll vibration of the engine, and therefore the vibration during idling is greatly reduced.
[0016]
When the vehicle is started by depressing the accelerator during idling, the engine speed increases. At this time, in the vibration system (A), as shown by the broken line in FIG. On the contrary, when passing through the resonance at the position, the deterioration of the vibration occurs. Therefore, in the vicinity of resonance, the electromagnetic clutch 17 is disengaged and the alternator rotor 4 is disconnected, whereby the inertial mass of the alternator rotor 4 is eliminated, and the equivalent moment of inertia smaller than that when the alternator rotor 4 is connected (the first equivalent of claim 6) A vibration system (b) having a moment of inertia) is formed. For this reason, the resonance part in the region slightly higher than the idle is eliminated, and the deterioration of the vibration can be prevented.
[0017]
That is, since the equivalent inertia moment of the sub inertia mass body is controlled so that the frequency obtained by multiplying the rotation frequency at the predetermined rotation speed of the engine 1 by n / 2 (n = natural number) and the resonance frequency of the vibration system do not substantially coincide with each other. The equivalent moment of inertia is changed when the engine rotational order is close to the resonance of the vibration system, and resonance is avoided.
[0018]
Here, “the frequency obtained by multiplying the rotational frequency at a predetermined rotational speed by n / 2 (n = natural number)” means that the rotational frequency at the predetermined rotational speed N (rpm) is fn and the frequency is X, X = fn × n / 2, and n = 1, 2, 3, 4, 5, 6... This is because in the case of a four-cycle engine, one explosion occurs every two revolutions per cylinder, so the number of explosions per revolution becomes (1/2). On the other hand, in the multi-cylinder engine 1, the number of explosions per rotation is (1/2) m for m cylinders. For this reason, the excitation force is strongest at a frequency that is m / 2 times the rotational frequency, such as a secondary cylinder for four cylinders and a tertiary cylinder for six cylinders. Therefore, it is desirable to control the equivalent moment of inertia of the sub-inertial mass body so that resonance does not occur at this m / 2 times frequency.
[0019]
As described above, the equivalent inertia moment of the sub inertial mass body is set so that the frequency obtained by multiplying the rotational frequency at the predetermined rotational speed of the engine 1 by m / 2 (m = the number of cylinders) does not substantially coincide with the resonance frequency of the vibration system. By controlling this, when the fundamental order with the highest level among the rotational orders of the engine 1 is close to the resonance of the vibration system, the equivalent moment of inertia is changed to avoid operation at resonance. Vibration deterioration can be reliably prevented.
[0020]
Note that when the electromagnetic clutch 17 is disengaged, no power is generated by the alternator 4, but after passing through the resonance, the electromagnetic clutch 17 is connected again to generate electric power. It is very short time and does not cause any problems.
[0021]
On the other hand, the engine 1 passes through the resonance region even when the rotational speed of the engine 1 decreases toward the idle rotation speed, such as when the vehicle is stopped. Set to prevent.
[0022]
By doing as described above, it is possible to prevent the deterioration of vibration due to resonance while obtaining a large vibration reduction effect due to anti-resonance during idling.
[0023]
In the above embodiment, the variable means is configured to change the equivalent inertia moment in two stages by disconnecting or connecting a part of the sub inertia mass body from the driving force transmission mechanism. It can also be configured to be disconnected.
[0024]
Further, in the above embodiment, the equivalent inertia moment of the sub inertia mass body can be changed in two or more steps as in claim 6, and the first equivalent inertia moment is set sufficiently smaller than other equivalent inertia moments. Among the operating conditions in which the frequency obtained by multiplying the rotational frequency at a predetermined rotational speed of the engine 1 by m / 2 (m = the number of cylinders) is close to the resonance frequency when other equivalent moment of inertia is used. In at least one, the first equivalent moment of inertia is used as the equivalent moment of inertia.
(Example 2)
Next, Example 2 will be described.
[0025]
As shown in FIGS. 5 (a) and 5 (b), the automobile engine of the second embodiment uses the idler 7 alone, and the inner peripheral surface of the belt 2 is wound around the alternator pulley 4 a of the alternator 4. Thus, the alternator pulley 4a is configured to rotate in the same direction as the rotation shaft 3 of the engine 1. In the second embodiment, as shown in FIG. 6, a speed change mechanism (variable means) 18 is provided between the alternator rotor 15 and the alternator pulley 4a in the alternator 4, and this speed change mechanism is generated by a signal from the control unit 16. By operating 18, the rotational speed of the alternator rotor 15 with respect to the rotation of the alternator pulley 4 a can be changed in two stages. The transmission mechanism 18 is configured to rotate the alternator rotor 15 in the reverse direction with respect to the rotation direction of the alternator pulley 4a.
[0026]
Since the speed change ratio of the alternator rotor 15 with respect to the rotating shaft 3 is changed in two steps by the control of the speed change mechanism 18 as described above, the equivalent inertia of the alternator rotor 15 with respect to the rotating shaft 3 is expressed by the following equation (1). The moment can be changed in two stages.
[0027]
[Expression 1]
I e = ρ 2 I p (1)
I e: equivalent inertia moment of the alternator rotor relative to the axis of rotation of the engine I p: moment of inertia of the alternator rotor [rho: As can be seen from the speed increasing ratio above formula of the alternator rotor (1) relative to the engine rotational axis, the equivalent moment of inertia I e Increases in proportion to the square of the speed increasing ratio ρ with respect to the moment of inertia I p of the alternator rotor 15 itself.
[0028]
Since the speed of the alternator rotor 15 can be increased in two stages by the speed change mechanism 18 in this way, the rotating shaft 3 that is the rotating portion of the engine 1 and the inertial mass of the flywheel 11 coupled to the rotating shaft 3 and the alternator The inertial mass of the alternator rotor 15, which is the rotating part 4, and the torsion spring mechanism 14 of the crank pulley 3 can be configured substantially in two types. Then, as shown in FIG. 7, the anti-resonance frequency of the engine roll vibration of the vibration system (a) having a relatively small equivalent moment of inertia, that is, the vibration system (b) having a small speed increase ratio is the basic rotation order during idle operation. The spring constant of the torsion spring mechanism 14 and the speed increasing ratio are set so as to be in the vicinity of the frequency (rotation frequency × number of cylinders / 2). On the other hand, increase the speed so that the resonance frequency of the vibration system with a relatively large equivalent moment of inertia, that is, the vibration system with a large speed increase ratio (C), is smaller than the frequency near the rotation basic order during idle operation. The ratio is set. The former corresponds to the first equivalent moment of inertia of claim 7 and the latter corresponds to the second equivalent moment of inertia.
[0029]
During idle operation, the speed increase ratio must be reduced so that the vibration system (A) can be obtained, and the speed increase ratio must be increased so that the vibration system (C) can be achieved in the rotation speed range beyond the idle speed. Thus, as shown in FIG. 7, it is possible to prevent the deterioration of vibration due to resonance while obtaining a vibration reduction effect with a large anti-resonance during idle operation.
[0030]
Thus, in the above embodiment, the equivalent inertia moment of the sub-inertial mass body can be changed in two or more stages as in claim 7, and the anti-resonance of the vibration system when the first equivalent inertia moment is used. In this example, the frequency is set to be higher than the resonance frequency of the vibration system when the second equivalent moment of inertia is used, and the rotational frequency at a predetermined rotational speed of the engine 1 is multiplied by m / 2 (m = number of cylinders). Under operating conditions where the frequency is in the vicinity of the anti-resonance frequency when the first equivalent moment of inertia is used, the first equivalent moment of inertia is used as the equivalent moment of inertia, and the second equivalent moment of inertia is used at higher rotational speeds. I use it. Therefore, while obtaining the effect of anti-resonance at the set predetermined rotation speed, the resonance frequency is lowered by setting the second equivalent moment of inertia at higher rotation speed so that the resonance and the rotation basic order do not match, The deterioration of vibration due to resonance can be prevented.
[0031]
In the above embodiment, the speed change mechanism 18 rotates the alternator rotor 15 in the reverse direction with respect to the rotational direction of the engine. Therefore, the alternator pulley 4a can be rotated forward while obtaining a large vibration reduction effect, and the reverse of the alternator pulley 4a. The complicated mechanism required for rotation is not necessary.
[0032]
That is, since the variable means also has a function of reversing the rotation direction of the sub inertial mass body with respect to the input shaft, the effect of a large anti-resonance can be obtained with a simple structure.
Example 3
Next, Embodiment 3 will be described with reference to FIG.
[0033]
In this embodiment, “setting of speed increasing ratio” and “how to change gear” of the speed change mechanism 18 of the alternator 4 in the second embodiment are changed.
[0034]
In this embodiment, the anti-resonance frequency of the engine roll vibration of the vibration system having the larger equivalent moment of inertia among the two types of vibration systems, that is, the vibration system (b) having the larger speed increase ratio is the basic rotation order during idle operation. The spring constant and speed increasing ratio of the torsion spring mechanism 14 are set so that the frequency is in the vicinity of the frequency (rotational frequency × number of cylinders / 2).
[0035]
The rotational speed at which the anti-resonance frequency can be obtained in the vibration system with the smaller equivalent moment of inertia, that is, the vibration system with the smaller speed increase ratio (d) is the speed at which the resonance frequency of the vibration system with the larger speed increase ratio (b) can be obtained. The speed increasing ratio is set so as to substantially match.
[0036]
That is, the relatively small equivalent moment of inertia of the former corresponds to the second equivalent moment of inertia of claim 8, and the relatively large equivalent moment of inertia of the latter corresponds to the first equivalent moment of inertia of claim 8. During the idling operation, the speed increasing ratio is increased so that the vibration system (A) is obtained, and the speed increasing ratio is decreased so that the vibration system (D) is obtained by shifting before the resonance speed is exceeded. Further, the rotational speed is increased and the vibration system (d) having a small speed increasing ratio is shifted before resonance to increase the speed increasing ratio again. By doing so, the deterioration of vibration due to resonance is prevented while expanding the effective region using both anti-resonances of two vibration systems (a) and (d) having different speed increasing ratios as shown in FIG. be able to.
[0037]
That is, in this embodiment, the equivalent inertia moment of the sub-inertial mass body can be changed in two or more steps as in claim 8, and the anti-resonance frequency of the vibration system when the first equivalent inertia moment is used. And the resonance frequency of the vibration system when the second equivalent moment of inertia is set to be obtained at substantially the same rotational speed of the engine 1, and the rotation of the engine 1 at a predetermined rotational speed. The first equivalent moment of inertia is used as the equivalent moment of inertia under operating conditions in which the frequency obtained by multiplying the frequency by m / 2 (m = number of cylinders) is close to the resonance frequency at the time of the second equivalent moment of inertia. Is. Thereby, while obtaining the effect at each anti-resonance of each equivalent moment of inertia, the deterioration of the vibration due to the resonance can be prevented at the same time.
(Example 4)
Next, Example 4 will be described.
[0038]
In this embodiment, as shown in FIG. 9, in place of the two-stage switching type transmission mechanism 18 provided in the alternator 4 in the second embodiment, a continuously variable transmission (where the rotational speed ratio can be continuously changed) Variable means) 19 is used.
[0039]
The gear ratio ρ of the continuously variable transmission 19 is controlled by the control unit 16 according to the rotational speed of the engine 1. Specifically, when the gear ratio when the anti-resonance frequency coincides with the frequency of the rotation basic order at the time of idling (for example, 600 rpm) is ρ 0 , the gear ratio ρ is expressed by the following equation (2): It is controlled so as to change according to the rotational speed of the engine.
[0040]
[Expression 2]
ρ = ρ 0 N 0 / N e (2)
ρ: Gear ratio N 0 : Idle rotation speed N e : Engine rotation speed By controlling in this way, the anti-resonance frequency changes according to the rotation speed N e of the engine 1 as shown in FIG. Since the resonance frequency always follows the basic rotation order of the engine 1, a vibration reduction effect due to anti-resonance can always be obtained regardless of the rotation speed of the engine 1.
[0041]
That is, this embodiment is an example in which the equivalent moment of inertia of the sub-inertial mass body can be continuously changed as in claim 9, and the rotational frequency at the rotational speed according to the rotational speed of the engine 1. Is equivalent to m / 2 (m = number of cylinders), and the equivalent moment of inertia is controlled so that the frequency is always near the anti-resonance frequency of the vibration system. Therefore, an anti-resonance effect can always be obtained.
[0042]
In the first to third embodiments, the case where the equivalent moment of inertia is changed in two stages has been shown, but a configuration in which the equivalent moment of inertia is changed in three stages or more can also be adopted. Further, the configuration in which the variable means has the function of reversing the rotation direction of the sub-inertial mass body has been described only in the second embodiment, but the fourth embodiment is similarly configured to reverse the rotation direction inside the alternator 4. can do.
[Brief description of the drawings]
FIG. 1 relates to a first embodiment of a vibration reducing device for an internal combustion engine according to the present invention, in which (a) is a front view of the engine and (b) is a left side view.
FIGS. 2A and 2B relate to a crank pulley according to a first embodiment of a vibration reducing apparatus according to the present invention, in which FIG.
FIG. 3 is a configuration diagram of an alternator of Embodiment 1 of the vibration reducing device according to the present invention.
FIG. 4 is a graph showing the relationship between the rotational speed of the engine and the vibration reduction effect of Example 1 of the vibration reduction device according to the present invention.
5A is a front view of an engine and FIG. 5B is a left side view of a vibration reducing apparatus according to a second embodiment of the present invention.
FIG. 6 is a configuration diagram of an alternator of Embodiment 2 of the vibration reducing device according to the present invention.
FIG. 7 is a graph showing the relationship between the rotational speed of the engine and the vibration reduction effect of the vibration reduction apparatus according to the second embodiment of the present invention.
FIG. 8 is a graph showing the relationship between the rotational speed of the engine and the vibration reduction effect of the vibration reduction device according to the third embodiment of the present invention.
FIG. 9 is a configuration diagram of an alternator of Embodiment 4 of the vibration reducing device according to the present invention.
FIG. 10 is a graph showing the relationship between the engine speed and the vibration reduction effect of the vibration reduction device according to the fourth embodiment of the present invention.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... Belt 3 ... Rotary shaft 3a ... Crank pulley 4 ... Alternator 4a ... Alternator pulley 4b ... Input shaft 11 ... Flywheel 13 ... Coil spring 15 ... Alternator rotor 17 ... Electromagnetic clutch 18 ... Transmission mechanism 19 ... Continuously variable transmission Machine

Claims (10)

  1. And a sub-inertial mass body that generates an inertial force by rotating, and a driving force transmission mechanism that transmits a rotational driving force of a rotation shaft of an internal combustion engine coupled with a flywheel to the sub-inertial mass body, and the drive An elastic body is provided in the force transmission mechanism to form a vibration system. The anti-resonance frequency of the vibration system with respect to roll vibration of the internal combustion engine or the rotation fluctuation of the rotation shaft is set to n. The rotation frequency at a predetermined rotation speed of the internal combustion engine is set to n. In a vibration reduction device for an internal combustion engine configured to reduce vibration by substantially matching any one of the frequencies multiplied by / 2 (n = natural number),
    An internal combustion engine vibration reducing apparatus comprising: variable means for changing an equivalent moment of inertia of the sub inertial mass body with respect to rotation of the rotary shaft in accordance with a rotational speed of the rotary shaft.
  2. In the internal combustion engine vibration reducing device according to claim 1,
    An internal combustion engine vibration reducing apparatus characterized in that the variable means is realized by disconnecting or connecting a part or all of the sub inertial mass body from the driving force transmission mechanism.
  3. In the internal combustion engine vibration reducing device according to claim 1,
    An internal combustion engine vibration reducing apparatus, wherein the variable means is realized by changing a rotation speed ratio of the sub inertial mass body with respect to the rotating shaft.
  4. In the internal combustion engine vibration reducing device according to any one of claims 1 to 3,
    Controlling an equivalent moment of inertia of the sub-inertial mass body so that a frequency obtained by multiplying a rotational frequency at a predetermined rotational speed of the internal combustion engine by n / 2 (n = natural number) does not substantially match a resonance frequency of the vibration system. A vibration reduction device for an internal combustion engine characterized by the above.
  5. In the internal combustion engine vibration reducing device according to claim 4,
    The equivalent moment of inertia of the sub inertial mass body is controlled so that the frequency obtained by multiplying the rotational frequency at a predetermined rotational speed of the internal combustion engine by m / 2 (m = the number of cylinders) does not substantially coincide with the resonance frequency of the vibration system. A vibration reduction device for an internal combustion engine characterized by the above.
  6. The vibration reduction device for an internal combustion engine according to claim 5,
    The equivalent inertia moment of the sub inertial mass body can be changed in two or more stages, the first equivalent inertia moment is set sufficiently smaller than the other equivalent inertia moments, and the internal combustion engine rotates at a predetermined rotational speed. In at least one of the operating conditions where the frequency obtained by multiplying the frequency by m / 2 (m = the number of cylinders) is in the vicinity of the resonance frequency when the other equivalent inertia moment is used, the first equivalent inertia is used as the equivalent inertia moment. A vibration reduction device for an internal combustion engine characterized by using a moment.
  7. The vibration reduction device for an internal combustion engine according to claim 5,
    The equivalent inertia moment of the sub-inertial mass body can be changed in two or more stages, and the vibration when the anti-resonance frequency of the vibration system when the first equivalent inertia moment is the second equivalent inertia moment is used. Is set higher than the resonance frequency of the system, and a frequency obtained by multiplying the rotation frequency at a predetermined rotation speed of the internal combustion engine by m / 2 (m = number of cylinders) is in the vicinity of the anti-resonance frequency at the time of the first equivalent moment of inertia. The internal combustion engine vibration reducing apparatus according to claim 1, wherein the first equivalent moment of inertia is used as the equivalent moment of inertia and the second equivalent moment of inertia is used at a higher rotational speed.
  8. The vibration reduction device for an internal combustion engine according to claim 5,
    The equivalent inertia moment of the sub inertial mass body can be changed in two or more stages. The anti-resonance frequency of the vibration system when the first equivalent inertia moment is used and the vibration when the second equivalent inertia moment is used. The resonance frequency of the system is set to be obtained at substantially the same rotational speed of the internal combustion engine, and the frequency obtained by multiplying the rotational frequency at a predetermined rotational speed of the internal combustion engine by m / 2 (m = number of cylinders) is 2. An internal combustion engine vibration reducing apparatus according to claim 1, wherein the first equivalent inertia moment is used as the equivalent inertia moment under an operating condition in the vicinity of the resonance frequency when the equivalent inertia moment is 2.
  9. The vibration reduction device for an internal combustion engine according to claim 5,
    The equivalent inertia moment of the sub inertial mass body can be continuously changed, and the frequency obtained by multiplying the rotational frequency at the rotational speed by m / 2 (m = the number of cylinders) is always in accordance with the rotational speed of the internal combustion engine. A vibration reduction apparatus for an internal combustion engine, wherein the equivalent moment of inertia is controlled to be close to an anti-resonance frequency of a vibration system.
  10. In the internal combustion engine vibration reducing device according to any one of claims 5 to 9,
    The vibration reducing device for an internal combustion engine, wherein the variable means also has a function of reversing the rotation direction of the sub inertia mass body with respect to the input shaft.
JP2003166075A 2003-06-11 2003-06-11 Vibration reducing device for internal combustion engine Pending JP2005003063A (en)

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