JP2009068964A - Engine assembly balance measuring method, engine assembly production method using it, and engine assembly balance measuring apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a versatile engine assembly balance measuring apparatus, an engine assembly balance measuring method, and an engine assembly production method using it. <P>SOLUTION: The engine assembly balance measuring method includes a vibration base 30 for fixing an engine assembly 50, a motor for rotating a crankshaft 55 of the engine assembly 50, and a vibration detection sensor 36 mounted to the vibration base 30 and measures the vibration characteristics of the engine assembly 50 by transmitting rotation to the engine assembly 50 and measuring vibration occurring at that time by the vibration detection sensor 36. The vibration base 30 is supported by a plurality of flat vibration springs 31. In response to the weight of the engine assembly 50, the vibration spring 31 is rotated about an axis perpendicular to the vibration base 30, and is fixed with an arbitrarily adjusted angle to measure the vibration of the engine assembly 50 by the vibration detection sensor 36. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention is a technique in which an apparatus for measuring the balance of an engine is generalized and does not require a large setup change when measuring the balance of different types of engine assemblies.

As one method for realizing the quietness of the engine, there is a method of suppressing vibration of the engine itself when the engine is driven by adjusting a weight balance of the engine itself.
Engine vibration is caused by an imbalance in the weight balance of the entire engine when the crankshaft provided in the engine rotates. Since this vibration varies depending on the rotational speed, it is difficult to completely eliminate the vibration of the engine.
However, suppression of engine vibration in a specific rotation region can be suppressed to some extent by adjusting the weight balance of the engine.

As a technique for measuring the engine balance of the engine, or a similar technique, there are those disclosed in Patent Documents 1 to 3.
The pallet device described in Patent Document 1 is a pallet provided with a plurality of receptacles in order to cope with a plurality of engines, and can be applied to a plurality of engines by applying the pallet to the internal combustion engine test apparatus. Technology.
The test pallet described in Patent Document 2 is a technique for accurately grasping the vibration of the engine itself by using a liquid-filled mount and disposing it at an equal position from the center of gravity of the engine. In order to accurately grasp the vibration of the engine itself, the use of anti-vibration rubber has a high natural frequency and a high dynamic spring constant in the vibration region of the engine, so the vibration of the engine is transmitted to the pallet. The pallet vibrates as one inertial system, and accurate vibration cannot be grasped. For this purpose, a liquid sealed mount is employed.

The powertrain test apparatus described in Patent Document 3 moves the base provided with the vibration device connected to the input connection shaft, thereby changing the distance between the input connection shaft and the output connection shaft. This is a technology that makes it possible to perform powertrain performance tests with different output shaft distances.
Since it is not a test device for measuring the engine balance of the engine, it is not directly related, but the power train also needs to be subjected to a rotation test, and can be said to be a similar technique in that respect.
In addition, the patent document 4 and the patent document 5 which are the related literature which the applicant applied for in the past are also shown for reference.

JP-A-5-99796 JP-A-8-247381 Japanese Patent Laid-Open No. 2005-331291 JP 2007-147501 A JP 2007-064010 A

However, Patent Documents 1 to 3 are considered to have the following problems.
In order to measure the engine assy balance, a device suitable for the engine to be measured is required. This is because even with the same type of engine, the shape and weight distribution of the engine differ depending on the shape of the engine room of the vehicle type mounted on the vehicle, the vehicle balance, and the like.
However, as shown in Patent Document 1, if a plurality of receptacles for receiving the engine are provided, there is a problem that the types of engines that can be handled are limited.
In order to grasp accurate engine vibration, as described in Patent Document 2, it is necessary to prepare a damper such as a liquid-filled mount at an equal position from the center of gravity of the engine. Since it often varies depending on the vehicle type and model, a pallet corresponding to each engine is required. In addition, the use of a damper such as a liquid-sealed mount has a problem that it leads to a decrease in vibration detection accuracy.

Therefore, even if Patent Document 1 and Patent Document 2 are combined, it is possible to measure several types of engines with a single device. However, in order to support a large number of engines, it is necessary to replace the spring members and the like. In addition to the adjustment man-hours, the measurement accuracy deteriorates.
Further, even when the technique disclosed in Patent Document 3 is applied to an apparatus for measuring the engine assian balance, the distance between the centers of gravity must be dealt with instead of simply changing the distance between the axes. It is considered that a complicated mechanism is required and adjustment man-hours are required.
Regarding Patent Document 4 and Patent Document 5, in order to be able to cope with a plurality of types of engines, a setup change is required.

  SUMMARY OF THE INVENTION In order to solve such problems, an object of the present invention is to provide a highly versatile engine assembly balance measuring device, an engine assembly balance measuring method, and an engine assembly production method using the same.

In order to achieve the above object, the engine assybalance measuring method according to the present invention has the following features.
(1) A vibration mount for fixing the engine assembly, a motor for rotating the output shaft of the engine assembly, and a vibration detection sensor attached to the vibration mount, and transmitting the rotation to the engine assembly. In the engine assembly balance measurement method for measuring the vibration characteristics of the engine assembly by measuring the vibration generated in the vibration detection sensor,
The vibration mount is supported by a plurality of flat vibration springs, and is adjusted to an arbitrary angle by rotating the vibration spring around an axis perpendicular to the vibration mount in accordance with the weight of the engine assembly. And the vibration of the engine assembly is measured by the vibration detection sensor.

(2) In the engine balance measurement method according to (1),
The vibration mount includes a plurality of weight measuring means for measuring the weight of the engine assembly, the center of gravity position is determined by measuring the weight of the engine assembly by the weight measuring means, and the weight of the engine assembly and the position of the center of gravity are determined. The angle of the vibration spring is determined based on the above.

(3) In the engine assybalance measuring method according to (1) or (2),
A motor control mechanism that controls the motor; and a rotation speed map that indicates an optimal rotation speed of the motor with respect to the weight of the engine assembly, and the weight measurement unit measures the weight based on the rotation speed map. The number of revolutions of the motor is determined based on the weight of the engine assembly, and the motor is controlled by the motor control mechanism so as to be the optimum number of revolutions.

In order to achieve the above object, the engine assembly production method according to the present invention has the following features.
(4) A part of a pulley or gear attached to a crankshaft provided in the engine assembly by measuring the balance of the engine assembly using the engine assembly balance measuring method according to any one of (1) to (3). The balance of the engine assembly is modified by attaching a weight to the pulley or reducing the weight of a part of the pulley or the gear.

In order to achieve the above object, an engine asymmetry measuring apparatus according to the present invention has the following characteristics.
(5) In an engine assembly balance measuring apparatus comprising: a vibration mount for fixing the engine assembly; and a motor for rotating the output shaft of the engine assembly.
The vibration mount is supported by a plurality of flat vibration springs, and can be fixed by rotating the vibration spring at an arbitrary angle around an axis perpendicular to the vibration mount.

(6) In the engine assybalance measuring device according to (5),
A plurality of weight measuring means for measuring the weight of the engine assembly is provided on the vibration mount, and the position of the center of gravity is determined by measuring the weight of the engine assembly by the weight measuring means, and based on the weight of the engine assembly and the position of the center of gravity. And determining an angle of the vibration spring.

(7) In the engine assybalance measuring device according to (5) or (6),
A motor control mechanism that controls the motor; and a rotation speed map that indicates an optimal rotation speed of the motor with respect to the weight of the engine assembly, and the weight measurement unit measures the weight based on the rotation speed map. The number of revolutions of the motor is determined based on the weight of the engine assembly, and the motor is controlled by the motor control mechanism so as to be the optimum number of revolutions.

The following operations and effects can be obtained by the engine assybalance measuring method according to the present invention having such characteristics.
First, the invention described in (1) includes a vibration mount that fixes an engine assembly, a motor that rotates an output shaft of the engine assembly, and a vibration detection sensor that is attached to the vibration mount, and rotates to the engine assembly. In an engine assembly balance measurement method for measuring vibration characteristics of an engine assembly by measuring vibration generated at that time with a vibration detection sensor, the vibration mount is supported by a plurality of flat vibration springs. Corresponding to the weight of the assembly, the vibration spring is rotated around an axis perpendicular to the vibration mount, adjusted to an arbitrary angle and fixed, and the vibration of the engine assembly is measured by the vibration detection sensor. Different engine assembly measurements can be achieved with a single engine assembly balance measurement device. This is due to the action described below.

First, the output shaft provided in the engine assembly is rotated by a motor to create the same state as the engine operating state. In this state, the balance of the engine assembly is detected by detecting the vibration of the engine assembly using, for example, a vibration detection sensor attached to the vibration mount.
Since the engine assembly can rotate the output shaft by the motor, the engine assembly generates a vibration component in a direction orthogonal to the output shaft.
On the other hand, since the vibration spring attached to the vibration mount is flat, directionality can be achieved in the ease of vibration of the vibration spring. Therefore, the ease of vibration detection is changed by changing the angle from the parallel direction to the orthogonal direction with respect to the output shaft of the engine assembly. If the longitudinal direction of the vibration spring is parallel to the output shaft of the engine assembly, the vibration spring can easily detect vibration, and then the vibration spring is placed in a direction perpendicular to the longitudinal direction of the vibration assembly of the engine assembly. When it is gradually rotated, it becomes difficult to detect vibration gradually.

By applying the characteristics of the flat vibration spring, it is possible to substantially change the ease of vibration of the vibration spring attached to the vibration mount.
In this way, by supporting the vibration mount with a flat vibration spring, it is possible to change the ease of detection of vibration of the vibration spring, so one engine assembly balance measuring device for engine assemblies with different weights It becomes possible to measure with. Therefore, it is possible to contribute to cost reduction by flowing a plurality of types of engine assemblies on one line.

The invention described in (2) is the engine assembly balance measuring method described in (1), wherein the vibration mount includes a plurality of weight measuring means for measuring the weight of the engine assembly, and the weight of the engine assembly is measured by the weight measuring means. By measuring the position of the center of gravity and determining the angle of the vibration spring based on the weight of the engine assembly and the position of the center of gravity, it is possible to measure multiple types of engine assemblies with a single engine assembly balance measuring device. . This is due to the action described below.
There are cases where the position of the center of gravity of an engine assembly differs depending on the relationship between the body when mounted on the vehicle and the attached equipment. For this reason, conventionally, an engine assembly balance measuring device dedicated to the engine assembly has been required.
However, it is possible to calculate the position of the center of gravity by providing a plurality of flat vibration springs on the vibration stand and by providing a plurality of weight measuring means, and by adjusting the angle of the vibration springs individually, Suitable vibration detection becomes possible.

For example, when the center of gravity of the engine assembly is on one side, the vibration spring on the side closer to the center of gravity of the engine assembly should be easy to vibrate, and the vibration spring on the side far from the center of gravity of the engine assembly should be difficult to vibrate. Thus, it is possible to adjust the vibration ease of the entire vibration mount including the engine assembly so that there is no bias.
If the center of gravity of the engine assembly is not appropriate for the vibration mount, problems such as amplification of vibration on one side will occur, making it difficult to accurately measure the balance of the engine assembly. By adjusting to, the center of gravity of the engine assembly including the vibration mount is corrected to an appropriate position, so this problem is solved, and measurement is performed with a single engine assembly balance measuring device for engine assemblies with different positions of the center of gravity. It becomes possible.

Further, the invention described in (3) is the engine control method according to (1) or (2), in which the motor control mechanism for controlling the motor and the optimum rotational speed of the motor with respect to the weight of the engine assembly are provided. A rotation speed map indicating the rotation speed of the motor based on the weight of the engine assembly measured by the weight measuring means based on the rotation speed map, and the motor control mechanism so as to obtain an optimal rotation speed. Therefore, it is possible to measure the engine assembly balance at the optimum rotational speed for the engine assembly. This is due to the action described below.
When the output shaft of the engine assembly is rotated by the motor, the crankshaft provided in the engine assembly rotates, and the operating state of the engine assembly can be created in a pseudo manner. The balance of the engine assembly is measured from the vibration component generated at this time, but if the rotational speed is close to the natural frequency of the engine assembly, the vibration cannot be measured correctly. For this reason, it is necessary to rotate while avoiding the natural frequency, and the number of rotations is different for each engine assembly.
Therefore, the rotational speed of the motor can be controlled, and the optimal balance measurement condition can be obtained by providing the rotational speed map for control.

In addition, the following operations and effects can be obtained by the engine assembly manufacturing method according to the present invention having such characteristics.
First, the invention described in (4) is attached to a crankshaft provided for the engine assembly by measuring the balance of the engine assembly using the engine assembly balance measuring method described in any one of (1) to (3). The weight of the pulley or gear is attached, or the weight of the pulley or gear is reduced, so that the balance of the engine assembly is corrected. The balance of the engine assembly can be corrected by a simple method such as reducing the weight of the engine assembly, and an engine assembly manufacturing method for manufacturing a highly silent engine can be provided.

Further, the following operations and effects can be obtained by the engine assybalance measuring apparatus according to the present invention having such characteristics.
First, the invention described in (5) is an engine assembly balance measuring device including a vibration mount for fixing an engine assembly and a motor for rotating an output shaft of the engine assembly. The vibration mount includes a plurality of flat vibrations. Since it is supported by a spring and the vibration spring can be rotated and fixed at an arbitrary angle around an axis perpendicular to the vibration mount, measurement of engine assemblies with different weights can be realized with a single engine assembly balance measurement device. It is.
Since the vibration spring provided on the vibration mount is flat, by adjusting the angle of the vibration spring in accordance with the weight of the engine assembly in the same manner as the engine assembly balance measuring method described in (1), The ease of vibration can be changed. That is, an effect equivalent to selecting an optimal vibration spring according to the weight of the engine assembly without changing the setup is obtained.
For this reason, a plurality of types of engine assemblies having different weights can be produced on the same production line, and the production efficiency can be improved.

  The invention described in (6) is the engine assembly balance measuring apparatus described in (5), wherein the vibration mount is provided with a plurality of weight measuring means for measuring the weight of the engine assembly, and the weight of the engine assembly is measured by the weight measuring means. Since the position of the center of gravity is determined by measuring and the angle of the vibration spring is determined based on the weight of the engine assembly and the position of the center of gravity, as with the engine assembly balance measurement method described in (2) The engine assembly can be produced on the same production line, and the production efficiency can be improved.

  The invention described in (7) is a motor control mechanism for controlling the motor in the engine assembly balance measuring device described in (5) or (6), and an optimum rotational speed of the motor with respect to the weight of the engine assembly. A rotational speed map indicating the rotational speed of the motor based on the rotational speed map, and determining the rotational speed of the motor based on the weight of the engine assembly measured by the weight measuring means. As in the method for measuring the engine assembly balance described in (3), the optimum engine speed map for each of the multiple types of engine assemblies is selected based on the weight of the engine assembly, and the output shaft of the engine assembly is rotated. The vibration can be detected and the imbalance can be measured.

Next, embodiments of the present invention will be described with reference to the drawings.
(First embodiment)
In FIG. 1, the side view of the assybalance measuring apparatus 10 of 1st Embodiment is shown. FIG. 2 is a top view of the assybalance measuring apparatus 10.
The assy balance measuring device 10 includes a base base 11, a driving device 20, a motor 21, a vibration mount 30, and the like, and can measure the assy balance of the engine assy 50.
The driving device 20 is provided on the base base 11 and is connected to the motor 21. A motor 21 is also provided on the base base 11.
The driving device 20 includes an engine connecting portion 22 and a spindle portion 23. And the rotation of the motor 21 is transmitted and the function which rotates the engine connection part 22 in the front-end | tip of the engine connection part 22 is provided.

The rotation speed of the motor 21 can be freely controlled by an arithmetic device 20 a built in the drive device 20.
The spindle portion 23 provided at the tip of the engine connecting portion 22 can move in a direction approaching the engine assembly 50. A spindle mechanism 23 is moved forward in the right direction in FIG. 1 by a slide mechanism provided in the engine connecting portion 22, and the spindle portion 23 is rotatable at the forward end.
The vibration mount 30 is a mount to which an engine assembly 50 provided on the base base 11 is attached, and is supported by four vibration springs 31. For convenience, the first vibration spring 31a, the second vibration spring 31b, the third vibration spring 31c, and the fourth vibration spring 31d are used. In addition, when it describes with the vibration spring 31 without a notice in particular, the whole of the 1st vibration spring 31a thru | or the 4th vibration spring 31d is shown, or the function common to the whole is demonstrated.

FIG. 4 shows an enlarged view of a part of the vibration spring 31.
The vibration spring 31 supports the vibration mount 30 at four locations. The vibration spring 31 has a flat shape with a substantially elliptical cross section as shown in FIG. 4 so as to easily vibrate in one direction. The substantially elliptical cross section is intended to prevent stress from concentrating on the corners. The cross section of the vibration spring 31 has a dimensional ratio of about 3: 1 in the short direction 31y with respect to the long direction 31x. For this reason, the vibration spring 31 is likely to vibrate in the short direction 31y. The material of the vibration spring 31 is an iron-based material. It is not particularly necessary to use spring steel, and the use of other metals is not precluded, as long as appropriate vibration and rigidity can be obtained.
The vibration spring 31 has one end rotatably attached to the vibration mount 30 and the other end rotatably attached to the base base 11. For this reason, the vibration springs 31 can be independently rotated and held at arbitrary angles around an axis orthogonal to the vibration mount 30. Furthermore, an angle adjustment mechanism is provided at one end of the vibration spring 31 and can automatically rotate in response to an external signal. This angle adjustment mechanism is preferably structured such that the vibration springs 31 can be adjusted independently and at arbitrary angles, and are rotated and fixed in accordance with instructions from the arithmetic unit 20a.

  The vibration mount 30 is provided with engine seats 32 at four locations, and the stock of the engine seat 32 is provided with a load cell 33 as a mass measuring function. For convenience, the load cell 33 is also referred to as a first load cell 33a, a second load cell 33b, a third load cell 33c, and a fourth load cell 33d. In addition, when noting especially the load cell 33, the whole of the 1st load cell 33a thru | or the 4th load cell 33d is shown, or the function common to the whole is demonstrated.

FIG. 3 shows an enlarged view of the vibration mount 30.
The engine assembly 50 is received and fixed by an engine receiving seat 32 (pinned receiving seat 32a and flat receiving seat 32b) to which the vibration mount 30 is attached. For convenience of explanation, when the engine seat 32 is referred to, it is assumed that either the pin-equipped seat 32a or the flat seat 32b or a generic expression thereof. The load cell 33 is provided to measure the weight of the engine assembly 50 and can measure the weight of the engine assembly 50 attached to the engine receiving seat 32.
The pin seat 32a is inserted into a pin hole (not shown) provided in the engine assembly 50 for positioning when the engine assembly 50 is installed, but may be necessary depending on the type of the engine assembly 50. Since there may be a case where a pin hole cannot be provided at a position, it is not hindered to provide a separate positioning pin.

A lock-up mechanism 35 attached to the base base 11 is provided below the vibration mount 30.
The lockup mechanism 35 can support the vibration mount 30 on which the engine assembly 50 is mounted, and can be moved up and down. Therefore, the lower end of the vibration mount 30 is pressed to support the vibration mount 30 at the rising end of the lockup mechanism 35, and the vibration mount 30 is vibrated away from the vibration mount 30 at the lower end of the lockup mechanism 35. It is in a position where it does not touch.
This lock-up mechanism 35 is used when the engine assembly 50 is placed on or lowered from the vibration mount 30. Since the vibration spring 31 is set to have low rigidity so that vibration can be detected, it is not preferable to apply an impact. Therefore, when the engine assembly 50 is mounted on the vibration mount 30, the support by the vibration detection sensor 36 at a timing at which an impact is easily applied leads to protection of the vibration spring 31.
A vibration detection sensor 36 is attached to the side surface of the vibration mount 30. The vibration detection sensor 36 may be any sensor that can detect vibration, such as an acceleration sensor.

Since 1st Embodiment is the said structure, the effect | action demonstrated below is shown.
FIG. 5 shows a sectional view of the engine assembly 50 and a connection state with the spindle portion 23.
The engine assembly 50 is an engine in which the cylinder head 51, the oil pan 54, the crankcase 53, and the like are assembled to the cylinder block 52. When the crankshaft 55 is rotated, the piston 58 moves up and down in the cylinder 59. In other words, the engine is in a state before being assembled to the automobile.
A pulley 57 is attached to one end of a crankshaft 55 provided in the engine assembly 50, and a flywheel 56 (drive plate in the case of an AT vehicle) is attached to the other end.
The flywheel 56 is provided with a pilot hole 56a at the rear of the crankshaft 55 at the center, and a protrusion 56b around the periphery. The projection 56b is a bolt, but a dedicated projection may be provided separately. Specifically, please refer to FIG. 4 of JP-A-2006-275715.

FIG. 6 shows a processing flow of the assybalance measuring apparatus 10. FIG. 7 shows a subroutine flow for adjusting the vibration spring angle.
In S1, the engine assembly 50 is transferred. Since the engine assembly 50 is assembled in a separate production process, the engine assembly 50 is fixed to the vibration mount 30 of the assembly balance measuring apparatus 10.
As shown in FIG. 5, the engine assembly 50 is assembled so that the piston 58 moves up and down by rotating the crankshaft 55, so that engine oil and the like can be supplied. With respect to the engine assembly 50 fixed to the vibration mount 30, the spindle portion 23 is advanced to insert the spindle protrusion 23a into the pilot hole 56a, and the spindle hole 23b engages with the pilot hole 56a. Then, the process proceeds to S2.

In S2, the weight of the engine assembly 50 is measured. The weight of the engine assembly 50 is measured by a load cell 33 provided on the vibration mount 30. In the load cell 33, the weight of the engine assembly 50 is dispersed and measured in each of the first load cell 33a to the fourth load cell 33d. Therefore, the total is the weight of the engine assembly 50. Then, the process proceeds to S3.
In S3, the center of gravity of the engine assembly 50 is calculated. The data measured by the load cell 33 is sent to the arithmetic unit 20a provided in the drive device 20, and the center of gravity position of the engine assembly 50 is calculated from the data measured by each of the first load cell 33a to the fourth load cell 33d. Then, the process proceeds to S4.
In S4, the engine assembly 50 is fixed. The vibration mount 30 is provided with an engine clamp (not shown), and after the weight is measured by the load cell 33, the engine assembly 50 is fixed so as not to be displaced from the vibration mount 30. Then, the process proceeds to S5.
In S5, a vibration spring angle adjustment subroutine is executed. Then, the process proceeds to S6. The vibration spring angle adjustment subroutine will be described later with reference to FIG.

In S6, the rotation map is read. The rotation map is stored as data in the arithmetic unit 20a, and the optimum rotation speed of the motor 21 with respect to the weight of the engine assembly 50 is shown as data.
This rotation map data must be collected in advance. For example, several tens of the same type of engine assembly 50 are prepared, and the optimum rotational speed including variations is investigated. Thus, by investigating the optimum rotational speed for each type of engine assembly 50, the vibration detection sensor 36 can investigate the exact vibration of the engine assembly 50. Then, the process proceeds to S7.
In S7, it is determined whether or not the rotation speed selected with respect to the weight of the engine assembly 50 is appropriate. If appropriate (S7: Yes), the process proceeds to S9. If not appropriate (S7: No), the process proceeds to S8.
In S8, the rotation speed of the spindle unit 23 is changed. Then, the process proceeds to S9.

In S9, the balance of the engine assembly 50 is measured. The balance of the engine assembly 50 is measured by the assembly balance measuring device 10. Specifically, the engine assembly 50 is operated by causing the crankshaft 55 of the engine assembly 50 to engage the flywheel 56 and the spindle unit 23 and rotating the spindle unit 23. The number of revolutions of the spindle unit 23 is determined from about 600 to 1800 rpm. That is, the vibration of the engine assembly 50 in the rotational range used during idling when the engine assembly 50 is mounted on a vehicle is investigated.
Then, vibration during operation of the engine assembly 50 is detected by the vibration detection sensor 36 attached to the side surface of the vibration mount 30. Then, the process proceeds to S10.

In S10, it is checked whether or not the balance of the engine assembly 50 needs to be corrected. If balance adjustment of the engine assembly 50 is necessary (S10: Yes), the process proceeds to S11. If no adjustment is required, the process ends.
In S11, balance adjustment is performed. Although there are various methods for adjusting the balance of the engine assembly 50, the balance is basically realized by reducing the weight by attaching or weighting the pulley 57 of the engine assembly 50. For details, refer to JP-A-2006-275111. Then the process ends.

Next, a subroutine for adjusting the vibration spring angle shown in FIG. 7 will be described.
In S12, the angle map of the vibration spring 31 is read. The vibration spring 31 has an appropriate angle with respect to the weight. The vibration spring 31 supports the vibration mount 30 and vibrates together with the vibration mount 30 when the engine assembly 50 is tested for operation. At this time, in order to avoid that the natural frequency of the vibration spring 31 coincides with the vibration of the engine assembly 50, an appropriate angle corresponding to the weight of the engine assembly 50 is described in advance in the angle map. 20a is called from a storage device (not shown).
This angle map data needs to be created by testing in advance. For example, about several tens of the same type of engine assembly 50 are prepared, and the optimum value after grasping the variation or the like is accurately investigated for each type of engine assembly 50. By doing so, the vibration of the engine assembly 50 can be accurately detected by the vibration detection sensor 36. Then, the process proceeds to S13.

In S <b> 13, it is determined whether or not the angle of the vibration spring 31 is appropriate with respect to the weight of the engine assembly 50. Specifically, the current angle of the vibration spring 31 is compared with an angle corresponding to the weight of the engine assembly 50 in the angle map. If it is not at an appropriate angle (S13: No), the process proceeds to S14. If it is an appropriate angle (S13: Yes), the process proceeds to S15.
In S14, the angle of the vibration spring 31 is adjusted. When adjusting the vibration spring 31 with respect to the weight of the engine assembly 50, all of the first vibration spring 31a to the fourth vibration spring 31d are similarly rotated. For example, the vibration springs 31 move so as to be line symmetric.
FIG. 8 is a schematic diagram illustrating a state where the vibration spring 31 is rotated.
The first vibration spring 31a to the fourth vibration spring 31d are rotated at the same angle according to the weight of the engine assembly 50. In this way, the ease of vibration of the vibration spring 31 provided in the assembly balance measuring apparatus 10 is adjusted with respect to the weight of the engine assembly 50. Then, the process proceeds to S15.

  In S15, it is determined whether or not the position of the center of gravity of the engine assembly 50 is appropriate. Ideally, the center of gravity of the engine assembly 50 preferably coincides with the center of gravity of the vibration mount 30. However, since the center of gravity of the engine assembly 50 is determined in relation to the vehicle on which it is mounted, it may be different for each type of engine assembly 50. For this reason, by changing the angle of the vibration spring 31, the positions of the center of gravity of the vibration mount 30 and the engine assembly 50 are matched in a pseudo manner. If the position of the center of gravity is appropriate (S15: Yes), this subroutine is terminated. If the position of the center of gravity is not appropriate (S15: No), the process proceeds to S16.

In S16, the angle of the vibration spring 31 is individually adjusted.
FIG. 9 is a schematic diagram showing the relationship between the gravity center position of the engine assembly 50 and the vibration spring 31.
The relative positions of the vibration mount 30 and the vibration spring 31 are schematically shown. A center of gravity G1 of the gantry is shown in the center of the vibration gantry 30, and a center of gravity of the engine assembly 50 is shown by the centroid G2 of the engine.
As described above, when the gantry gravity center G1 and the engine gravity center G2 are deviated, the vibration spring 31 is adjusted in S16. Since the engine center of gravity G2 is displaced toward the second vibration spring 31b and the fourth vibration spring 31d, the first vibration spring 31a and the third vibration spring 31c are rotated.
Since the center of gravity G2 of the engine is shifted toward the second vibration spring 31b and the fourth vibration spring 31d, the second vibration spring 31b and the fourth vibration spring 31d are heavier and are difficult to vibrate. On the other hand, the first vibration spring 31a and the third vibration spring 31c are lighter and easier to vibrate. For this reason, the rotation center of the rotation shaft of the crankshaft 55 of the engine assembly 50 and the first vibration spring 31a and the third vibration spring 31c are orthogonal so that the first vibration spring 31a and the third vibration spring 31c are less likely to vibrate. Rotate in the direction you want. Then, the subroutine ends.

Since 1st Embodiment shows the said structure and effect | action, there exists an effect demonstrated below.
First, as a first effect, it is possible to measure an engine assembly having a different weight with a single engine assembly balance measuring device.
A vibration mount 30 for fixing the engine assembly 50; a motor for rotating the crankshaft 55 of the engine assembly 50; and a vibration detection sensor 36 attached to the vibration mount 30. The rotation is transmitted to the engine assembly 50; In the engine assembly balance measuring method for measuring the vibration characteristics of the engine assembly 50 by measuring the vibration generated by the vibration detection sensor 36, the vibration mount 30 is supported by a plurality of flat vibration springs 31, and Corresponding to the weight of 50, the vibration spring 31 is rotated around an axis perpendicular to the vibration mount 30, adjusted to an arbitrary angle and fixed, and the vibration of the engine assembly 50 is measured by the vibration detection sensor 36. .

Since the vibration spring 31 has a flat shape, directionality appears in the ease of vibration as shown in FIG. That is, it is easy to vibrate in the direction where the thickness is thin, and it is difficult to make it thick. Therefore, it is possible to freely change the ease of vibration of the vibration mount 30 by rotating the vibration spring 31 to have an arbitrary fixable structure.
Various types of engine assemblies 50 need to be prepared depending on the needs of the vehicle to be mounted. However, it is not economical to prepare the balance balance measuring device 10 according to the type of the engine assembly 50, and it is desirable that the balance balance measuring device 10 has a certain degree of versatility. However, the method of changing the setup of the vibration spring 31 has a problem that adjustment man-hours are generated, and the measurement accuracy may be deteriorated by changing the setup.

However, since the ease of vibration of the vibration spring 31 can be changed by adjusting the angle of the vibration spring 31 as described above, the ease of vibration of the vibration spring 31 is selected according to the weight of the engine assembly 50. In other words, by adjusting the angle of the vibration spring 31, it is possible to select the optimal ease of vibration for the engine assembly 50. Therefore, the versatility of the assybalance measuring apparatus 10 can be improved.
In this way, by adjusting the angles of the first vibration spring 31a to the fourth vibration spring 31d, the ease of vibration of the assembly balance measuring apparatus 10 can be adjusted according to the weight of the engine assembly 50 without requiring setup change. Since adjustment is possible, it is possible to measure with a single engine assembly balance measuring device for engine assemblies having different weights. Therefore, it is possible to contribute to cost reduction by flowing a plurality of engine assemblies 50 on one line.

Further, as a second effect, it is possible to measure an engine assembly having a different center of gravity with a single engine assembly balance measuring device.
The vibration mount 30 is provided with a plurality of load cells 33 for measuring the weight of the engine assembly 50, and the engine center of gravity G2 is determined by measuring the weight of the engine assembly 50 with the load cell 33, and vibration is performed based on the weight and the position of the center of gravity of the engine assembly 50. Since the angle of the spring 31 is determined, the ease of vibration of the first vibration spring 31a to the fourth vibration spring 31d is adjusted, and even if the position of the center of gravity does not overlap with the mount gravity center G1, It is possible to match the engine center of gravity G2 and measure the vibration accurately by the vibration detection sensor.
The engine center of gravity G2 is also considered to be set at various positions depending on the type of the engine assembly 50.

Further, as a third effect, it is possible to select an optimum motor rotation speed when the engine balance 50 is measured by the balance balance measuring apparatus 10 by using the rotation speed map.
An engine unit 20a that controls the motor, and a rotation speed map that indicates the optimal rotation speed of the motor with respect to the weight of the engine assembly 50. The engine assembly measured by the load cell 33 based on the rotation speed map Since the motor speed is determined by the weight of 50 and the motor is controlled by the arithmetic unit 20a so as to obtain an optimum speed for the engine assembly 50, the natural frequency of the assembly balance measuring device 10 and the engine assembly 50 is determined. The vibration of the engine assembly 50 can be measured by the vibration detection sensor 36 avoiding it.

As shown in the first to third effects, the versatility of the assybalance measuring apparatus 10 can be increased, so that vibrations of a plurality of types of engine assemblies 50 can be measured without changeover. When the assembly 50 is produced, it is not necessary to provide the dedicated assembly balance measuring device 10, and it becomes easy to flow other types of engine assemblies 50 to the same production line.
Further, since no setup change is required, it can be expected that the measurement accuracy of vibration of the engine assembly 50 is improved.

Until now, the balance of the engine assembly 50 has rarely been corrected. This is because the balance correction of the engine assembly 50 is costly, for example, it is necessary to prepare a dedicated assembly balance measuring apparatus 10.
However, the vibration reduction in the specific rotation region of the engine assembly 50 is effective in improving the quietness of the vehicle. In other words, by investigating the vibration of the engine assembly 50 in the rotational range used during idling when the engine assembly 50 is mounted on a vehicle at a speed of about 600 to 2000 rpm, and balancing the vehicle, Improves quietness and reduces unpleasant vibration.
Especially in luxury cars, such vibration reduction is valuable to the user.
In addition, by improving the versatility of the assybalance measuring device 10, it is possible to reduce the cost of balancing, and to expand the scope of application to not only luxury cars but also general vehicles, thereby increasing the value of the car. It leads to.

(Second Embodiment)
The second embodiment is the same as the configuration of the first embodiment. However, a method of detecting the vibration of the engine assembly 50 by a method different from the flow shown in FIG.
FIG. 10 shows a processing flow of the assybalance measuring apparatus 10 of the second embodiment.
In S20, the engine assembly 50 is transferred. Since the engine assembly 50 is assembled in a separate production process, the engine assembly 50 is fixed to the vibration mount 30 of the assembly balance measuring apparatus 10.
As shown in FIG. 5, the engine assembly 50 is assembled so that the piston 58 moves up and down by rotating the crankshaft 55, so that engine oil and the like can be supplied. With respect to the engine assembly 50 fixed to the vibration mount 30, the spindle portion 23 is advanced to insert the spindle protrusion 23a into the pilot hole 56a, and the spindle hole 23b engages with the pilot hole 56a. Then, the process proceeds to S21.

In S21, the model of the engine assembly 50 is confirmed. There are various methods for confirming the model of the engine assembly 50. For example, there is a method of attaching an IC tag to the engine assembly 50 or recognizing it using a barcode or the like. Using such a method for recognizing the model of the engine assembly 50, the computer 20a is made to identify the model of the engine assembly 50. Then, the process proceeds to S22.
In S22, data corresponding to the model data of the engine assembly 50 is captured. The data is data for customizing the assy balance measuring apparatus 10 for the engine assembly 50 such as a rotation speed map and an angle map. Then, the process proceeds to S23.
In S23, the engine assembly 50 is fixed to the vibration mount 30. Then, the process proceeds to S24.
In S24, the angle of the vibration spring 31 is adjusted. As described above, the ease of vibration of the vibration spring 31 can be adjusted by adjusting the angles of the first vibration spring 31a to the fourth vibration spring 31d. Based on the model data of the engine assembly 50 obtained in S22, necessary angle data is selected from the angle map, and the vibration spring 31 is adjusted, so that the vibration of the engine assembly 50 is accurately detected by the vibration detection sensor 36. Adjust as possible. Then, the process proceeds to S25.

In S25, the rotation speed of the motor 21 is adjusted. Depending on the type of the engine assembly 50 and the angle of the vibration spring 31, the optimum rotational speed for the engine assembly 50 varies. Therefore, the rotation speed suitable for the model of the engine assembly 50 is selected according to the rotation speed map. Then, the process proceeds to S26.
In S26, the balance of the engine assembly 50 is measured. Specifically, the engine assembly 50 is operated by causing the crankshaft 55 of the engine assembly 50 to engage the flywheel 56 (drive plate in the case of an AT vehicle) with the spindle unit 23 and rotating the spindle unit 23. The number of revolutions of the spindle unit 23 is determined from about 600 to 1800 rpm. A vibration detection sensor 36 attached to the side surface of the vibration mount 30 detects vibration during operation of the engine assembly 50. Then, the process proceeds to S27.

In S27, it is checked whether or not the balance of the engine assembly 50 needs to be corrected. If it is necessary to correct the balance of the engine assembly 50 (S27: Yes), the process proceeds to S28, and if not necessary (S27: No), the process is terminated.
In S28, balance adjustment is performed. Although there are various methods for adjusting the balance of the engine assembly 50, the balance is basically realized by reducing the weight by attaching or weighting the pulley 57 of the engine assembly 50.
As described above, in the flow shown in FIG. 10, it is possible to select the corresponding data according to the model of the engine assembly 50 without actually measuring the position of the center of gravity and the weight of the engine assembly 50.
Thus, in the second embodiment, the structure of the assybalance measuring apparatus 10 can be simplified and the maintainability can be improved as compared with the first embodiment. Further, since no time for measurement or the like is required, the lead time can be shortened. These contribute to the cost reduction of the engine assembly 50.

As mentioned above, although invention was demonstrated according to 1st Embodiment and 2nd Embodiment, this invention is not limited to the said embodiment, A part of structure is in the range which does not deviate from the meaning of invention. It is also possible to implement by appropriately changing.
For example, the aspect ratio of the vibration spring described in the first embodiment is preferably changed as appropriate depending on ease of vibration and necessary rigidity. However, if there is no difference between the longitudinal direction 31x and the short direction 31y, the effect of changing the ease of vibration cannot be obtained, so an appropriate difference must be provided.
Further, the load cell 33 described in the first embodiment is not limited to the load cell as long as the weight of the engine assembly 50 can be measured. However, since it is necessary to detect the center of gravity of the engine assembly 50, it is preferable that the weight and the center of gravity be detected.

Further, the vibration detection sensor 36 described in the first embodiment is not limited to this as long as the vibration of the engine assembly 50 can be detected.
Further, the engine assembly 50 described in the first embodiment is shown in FIG. 5 as an in-line 4-cylinder reciprocating engine. However, the present invention is not limited to this, and the present invention is applicable to an in-line layout, a V-type layout, or a horizontally opposed layout. It is possible. Furthermore, it seems that other types of engines can be applied for the purpose of detecting vibrations.

The side view of the assybalance measuring apparatus 10 of 1st Embodiment is shown. The top view of the assybalance measuring apparatus 10 of 1st Embodiment is shown. The perspective view of the vibration mount frame 30 of 1st Embodiment is shown. The enlarged view of the vibration spring 31 of 1st Embodiment is shown. The sectional view of engine assembly 50 of the 1st embodiment and the connection state with spindle part 23 are shown. The processing flow of the assybalance measuring apparatus 10 of 1st Embodiment is shown. An angular adjustment subroutine flow of the vibration spring 31 according to the first embodiment is shown. The schematic diagram showing a mode that the vibration spring 31 of 1st Embodiment is rotated is shown. The schematic diagram about the relationship between the gravity center position of the engine assembly 50 of the 1st Embodiment and the vibration spring 31 is shown. The processing flow of the assybalance measuring apparatus 10 of 2nd Embodiment is shown.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Assy balance measuring apparatus 11 Base base 20 Drive apparatus 20a Arithmetic apparatus 21 Motor 22 Engine connection part 23 Spindle part 23a Spindle protrusion 23b Spindle hole 30 Vibration mount 31 Vibration spring 31x Longitudinal direction 31y Short direction 32 Engine receiving seat 33 Load cell 35 Lock Up mechanism 36 Vibration detection sensor 50 Engine assembly 55 Crankshaft 56 Flywheel (or drive plate)
G1 Center of gravity G2 Engine center of gravity

Claims (7)

A vibration mount for fixing the engine assembly, a motor for rotating the output shaft of the engine assembly, and a vibration detection sensor attached to the vibration mount, which transmits rotation to the engine assembly and is generated at that time In an engine assembly balance measurement method for measuring vibration characteristics of the engine assembly by measuring vibration with the vibration detection sensor,
The vibration mount is supported by a plurality of flat vibration springs,
Corresponding to the weight of the engine assembly, the vibration spring is rotated around an axis perpendicular to the vibration mount, adjusted to an arbitrary angle, and fixed.
A method for measuring an engine assembly balance, wherein the vibration of the engine assembly is measured by the vibration detection sensor. The engine assybalance measurement method according to claim 1,
The vibration mount includes a plurality of weight measuring means for measuring the weight of the engine assembly,
The center of gravity position is determined by measuring the weight of the engine assembly with the weight measuring means,
An engine assembly balance measuring method, comprising: determining an angle of the vibration spring based on a weight of the engine assembly and a position of the center of gravity. In the engine-assis balance measuring method according to claim 1 or 2,
A motor control mechanism for controlling the motor;
A rotational speed map indicating an optimal rotational speed of the motor with respect to the weight of the engine assembly,
Based on the rotational speed map, the rotational speed of the motor is determined based on the weight of the engine assembly measured by the weight measuring means, and the motor is controlled by the motor control mechanism so as to be the optimal rotational speed. An engine assy balance measurement method characterized by   A balance of the engine assembly is measured using the engine assembly balance measuring method according to any one of claims 1 to 3, and a weight is attached to a part of a pulley or a gear attached to a crankshaft provided in the engine assembly. A method for producing an engine assembly, wherein the balance of the engine assembly is corrected by attaching or reducing a weight of a part of the pulley or the gear. In an engine assembly balance measuring apparatus comprising: a vibration mount that fixes an engine assembly; and a motor that rotates an output shaft of the engine assembly.
The vibration mount is supported by a plurality of flat vibration springs,
An engine assybalance measuring apparatus characterized in that the vibration spring can be rotated and fixed at an arbitrary angle around an axis perpendicular to the vibration mount. The engine assybalance measuring device according to claim 5,
A plurality of weight measuring means for measuring the weight of the engine assembly on the vibration mount;
The center of gravity position is determined by measuring the weight of the engine assembly with the weight measuring means,
An engine assembly balance measuring apparatus that determines the angle of the vibration spring based on the weight of the engine assembly and the position of the center of gravity. In the engine assybalance measuring device according to claim 5 or 6,
A motor control mechanism for controlling the motor;
A rotational speed map indicating an optimal rotational speed of the motor with respect to the weight of the engine assembly,
Based on the rotational speed map, the rotational speed of the motor is determined based on the weight of the engine assembly measured by the weight measuring means, and the motor is controlled by the motor control mechanism so as to be the optimal rotational speed. An engine assy balance measuring device.

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