JP2010112240A - V-type internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To make simplest a balancer means for canceling the primary inertia couple of a crankshaft 1 which is generated when the crankshaft is rotated. <P>SOLUTION: This balancer includes forward rotating unbalance masses 31, 32 and reverse rotating unbalance masses 33, 34A, 34B. The forward rotating unbalance masses 31, 32 generate a forward rotation balance couple against the primary inertia couple in counterweights 4Fr, 4Fr when provided to the counterweights attached to the front and rear ends of the crankshaft 1, respectively. The reverse rotating unbalance masses 33, 34A, 34B is attached to power transmission mechanisms 10, 20 mounted at the front and rear of the crankshaft 1, and provided to the rotating bodies 15, 22, 23 rotated reversely to the crankshaft 1, respectively. Consequently, a reverse rotation balance couple is generated against the primary inertia couple in each rotating body. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a technique for canceling a primary inertia couple generated with rotation of a crankshaft of a V-type internal combustion engine.

  Generally, in an internal combustion engine mounted on an automobile or the like, a piston is reciprocated by combustion / explosion of an air-fuel mixture in a combustion chamber of each cylinder, and the reciprocating motion of the piston is converted to rotation of a crankshaft by a connecting rod. Is done.

  In such an internal combustion engine, a primary inertia couple is generated in the crankshaft by the reciprocating motion of the piston and the connecting rod. This primary inertia couple causes a vibration of the internal combustion engine and is therefore removed. Is preferred.

  For the purpose of removing the primary inertia couple without remaining, conventionally, a balancer shaft is provided in parallel below the crankshaft of the internal combustion engine, and the crankshaft and the balancer shaft are connected by a gear, A technique is known in which the balancer shaft is rotated in the direction opposite to the crankshaft as the shaft rotates (see, for example, Patent Documents 1 and 2).

  Such a structure using a balancer shaft is disadvantageous in terms of weight and external size. As a structure not using such a balancer shaft, for example (for example, there is a technique as shown in Patent Document 3.

In the conventional example according to Patent Document 3, in a V-type internal combustion engine, a forward rotation balancer device and a reverse rotation balancer device are provided at one end and the other end of the crankshaft in order to remove the unbalanced force of the crankshaft. It has a structure.
JP-A-4-321833 Japanese Patent Laid-Open No. 11-325185 JP 2003-269541 A

  In the conventional example according to Patent Document 3, a balancer device is newly attached to the crankshaft, and the number of parts constituting the internal combustion engine increases, so there is a concern that the weight, the outer size, and the cost increase. .

  In view of such circumstances, the present invention provides power for transmitting the rotational power of the crankshaft to a driven device that is rotationally driven using the rotational power of the crankshaft on the front end side and the rear end side of the crankshaft. In a V-type internal combustion engine provided with a transmission mechanism, an object of the present invention is to make the balancer means for canceling the primary inertia couple generated with the rotation of the crankshaft as simple as possible.

  In the present invention, a power transmission mechanism for transmitting the rotational power of the crankshaft to a driven device that is rotationally driven using the rotational power of the crankshaft is provided on each of the front end side and the rear end side of the crankshaft. An internal combustion engine having a forward rotation unbalance mass and a reverse rotation unbalance mass for canceling a primary inertia couple generated by rotation of the crankshaft, the forward rotation unbalance mass being A counterweight provided on the front end side and the rear end side of the shaft is distributed and provided so that each counterweight generates a forward rotation balancing couple with respect to the primary inertia couple, and the reverse rotation The unbalanced mass is mounted on the front and rear power transmission mechanisms and rotates in the opposite direction to the crankshaft. The rolling body, by being provided by distributing, those which generate reverse rotation fishing alignment couple to said primary inertia couple the each rotary member is characterized by.

  The front end side of the crankshaft is the upstream side of the crankshaft in the power output direction, and the rear end side of the crankshaft is the downstream side of the power output direction. Examples of the driven device include an auxiliary machine and a valve mechanism. As is well known, this auxiliary machine is, for example, a fuel pump, an oil pump, a water pump, or the like. Further, each of the unbalanced masses is a projection or a weight for making the mass of the installation target member such as the counterweight or the rotating body unbalanced in the rotation direction, or a hollow hole or a recess.

  In short, the present invention does not bother to install a balancer device that is separate from the internal combustion engine as in the conventional example, but rather to an existing member that is pre-installed in the V-type internal combustion engine. An unbalanced mass necessary to counteract the force is provided.

  As described above, in the present invention, since the existing member is simply provided with a protrusion or weight as an unbalanced mass, or a hollow hole or a recess, the balancer device itself used in the conventional example is not required. The weight and the outer size of the battery need not be unnecessarily increased, and the increase in cost can be significantly suppressed.

  The primary inertia couple generated by the rotation of the crankshaft is first reduced by being absorbed by the forward rotation balancing couple generated by the front and rear counterweights provided with the forward rotation unbalance mass. In addition, the counter-rotation balancing couple generated by the rotating body before and after the counter-rotating unbalanced mass is balanced with the reduced primary inertia couple, and the primary inertia couple is It will be almost or completely countered.

  In particular, the forward rotation unbalance mass and the reverse rotation unbalance mass are appropriately adjusted to those necessary for canceling the primary inertia couple generated by the rotation of the crankshaft.

  Preferably, at least one of the forward rotation unbalance mass and the reverse rotation unbalance mass is a protrusion or weight that becomes a positive mass.

  Here, the unbalanced mass is specified as one that increases the mass of the installation target member. According to this specification, the unbalanced mass can be integrally formed at an arbitrary position of the installation target member, or can be provided later, so that the manufacture of the installation target member and the assembly work of the unbalanced mass can be easily performed. Further, because of such an unbalanced mass, the mass can be adjusted relatively easily in accordance with the primary inertia couple generated with the rotation of the crankshaft.

  Preferably, at least one of the forward rotation unbalance mass and the reverse rotation unbalance mass is a hollow hole or a recess having a negative mass.

  Here, the unbalanced mass is specified as one that reduces the mass of the installation target member. According to this specification, the unbalanced mass can be integrally formed at an arbitrary position of the installation target member, or can be provided by post-processing, so that the manufacture of the installation target member and the unbalance mass processing can be easily performed. . Further, because of such an unbalanced mass, the mass can be adjusted relatively easily in accordance with the primary inertia couple generated with the rotation of the crankshaft.

  Preferably, any one of the power transmission mechanisms includes a first rotating body attached to a front end side or a rear end side of the crankshaft, a second rotating body attached to an input shaft of the driven device, and both rotating bodies. And a third rotating body for adjusting the degree of winding of the ring-shaped member around the second rotating body, and the third rotating body includes the reverse rotating unbalance mass. It is set as an installation target member.

  Here, it is specified as a member that rotates in the direction opposite to the crankshaft as the installation target member of the reverse rotation unbalance mass. Each of the rotating bodies is, for example, a gear having a tooth on the outer periphery, a sprocket, or a pulley, and the annular member is, for example, a chain or a belt.

  Preferably, any one of the power transmission mechanisms is attached to the front end side or the rear end side of the crankshaft and has external teeth, and is attached to the input shaft of the driven device and has external teeth. A second rotating body, an intermediate rotating body having external teeth meshed with the first rotating body, and having a small-diameter portion for reduction provided on the same axis and adjacent to each other in the axial direction; and the second rotating body And a ring-shaped member wound around the small-diameter portion, and the intermediate rotating body is an installation target member of the reverse rotation unbalance mass.

  Here, it is specified as a member that rotates in the direction opposite to the crankshaft as the installation target member of the reverse rotation unbalance mass. The rotating body having the external teeth is, for example, a gear or a sprocket, and the ring-shaped member is, for example, a chain or a belt.

  In the V-type internal combustion engine according to the present invention, the balancer means for canceling the primary inertia couple generated by the rotation of the crankshaft can be made as simple as possible. This makes it possible to reduce the weight, outer size, and cost of the V-type internal combustion engine.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, exemplary embodiments of the invention will be described in detail with reference to the accompanying drawings.

(Embodiment 1)
A first embodiment of the present invention will be described with reference to FIGS. In the first embodiment, a V-type internal combustion engine having six cylinders is taken as an example.

  In the figure, 1 is a crankshaft. The crank journals 1a, 1b, 1c, and 1d of the crankshaft 1 are rotatably supported by a cylinder block (not shown). Needless to say, the crank journals 1 a to 1 d serve as the rotational axis of the crankshaft 1.

  Pistons 3... Are attached to the crankpins 1 f to 1 k of the crankshaft 1 via connecting rods 2. Note that the connecting rods 2 ... and the pistons 3 ... are shown only in FIG. In addition, a counterweight is provided at an appropriate position in the crankshaft 1, and the installation location of this counterweight is known according to the number of cylinders of the V-type internal combustion engine and the like. And omit explanations.

  In the first embodiment, a plurality of auxiliary machines 5 to 7 as driven devices that are rotationally driven using the rotational power of the crankshaft 1 are distributed and attached to the front end side and the rear end side of the crankshaft 1. ing.

  Specifically, one auxiliary machine (referred to as a first auxiliary machine) 5 is provided on the front end side of the crankshaft 1, and two auxiliary machines (second auxiliary machines) are provided on the rear end side of the crankshaft 1. 6 and 7).

  Examples of the first to third auxiliary machines 5 to 7 include a fuel pump, an oil pump, a water pump, and the like, but other appropriate devices that are generally known as auxiliary machines can also be used.

  A power transmission mechanism 10 for transmitting the rotational power of the crankshaft 1 to the valve operating mechanism (not shown) and the first auxiliary machine 5 is provided on the front end side of the crankshaft 1. 1 is provided with a power transmission mechanism 20 for transmitting the rotational power of the crankshaft 1 to the second and third auxiliary machines 6 and 7.

  First, as shown in FIG. 5, the front power transmission mechanism 10 mainly includes a front crank sprocket 11, a timing chain (or timing belt) 12, four cam sprockets 13L, 14L, 13R, and 14R, and an idle sprocket. 15, a first auxiliary gear 16, and a small-diameter gear 17.

  The front crank sprocket 11 is the first rotating body of the claims, the cam sprockets 13L, 14L, 13R, 14R and the first auxiliary gear 16 are the second rotating body of the claims, and the idle sprocket 15 is the first rotating body of the claims. The timing chain 12 corresponds to the three-rotor body and the ring-shaped member in the claims.

  The front crank sprocket 11 is integrally attached to the front end of the crankshaft 1, and the cam sprockets 13L, 14L, 13R, 14R are intake camshafts and exhaust camshafts mounted on left and right banks (not shown). It is fixed at the front end. The idle sprocket 15 is rotatably supported by a cylinder block (not shown) via an appropriate bracket, and the first auxiliary gear 16 is fixed to the input shaft (not shown) of the first auxiliary device 5. ing.

  The timing chain 12 is wound around a front crank sprocket 11, cam sprockets 13L, 14L, 13R, 14R, and an idle sprocket 15. On the rear surface side of the idle sprocket 15, a small-diameter gear 17 for reduction is integrally provided, and this small-diameter gear 17 is meshed with the first auxiliary gear 16.

  The operation of the power transmission mechanism 10 having such a configuration will be described.

  When the front crank sprocket 11 rotates integrally with the rotation of the crankshaft 1, the timing chain 12 is rotationally driven in the same direction as the crankshaft 1, and the camshafts 13L, 14L, 13R, 14R are driven by this timing chain 12. It will be rotationally driven in the same direction as the crankshaft 1, and the idle sprocket 15 will be rotationally driven in the opposite direction to the crankshaft 1. As the idle sprocket 15 rotates, the first auxiliary gear 16 meshed with the idle sprocket 15 is driven to rotate in the same direction as the crankshaft 1.

  Next, as shown in FIG. 7, the rear power transmission mechanism 20 mainly includes a rear crank gear 21, first and second idler gears 22 and 23, first and second small diameter gears 24 and 25, The first and second chains 26 and 27, the second auxiliary gear 28, and the third auxiliary gear 29 are configured.

  The rear crank gear 21 is the first rotating body of the claims, the second and third auxiliary gears 28 and 29 are the second rotating body of the claims, and the first and second idler gears 22 and 23 are the claims. The first and second chains 26 and 27 correspond to the intermediate rotating body and the ring-shaped members of the claims, respectively.

  The rear crank gear 21 is integrally attached to the rear end of the crankshaft 1, and the first and second idler gears 22 and 23 are rotatably supported by a cylinder block (not shown) via an appropriate bracket. ing. The first and second idler gears 22 and 23 are meshed with the rear crank gear 21, respectively.

  The first and second small diameter gears 24 and 25 are integrally provided on the rear surface side of the first and second idler gears 22 and 23. The second accessory gear 28 is fixed to the input shaft (not shown) of the second accessory 6, and the third accessory gear 29 is fixed to the input shaft (not shown) of the third accessory 7. Yes. The first chain 26 is wound around the first small diameter gear 24 and the second auxiliary gear 28, and the second chain 27 is wound around the second small diameter gear 25 and the third auxiliary gear 29. Yes.

  The operation of the power transmission mechanism 20 having such a configuration will be described.

  When the rear crank gear 21 rotates together with the rotation of the crankshaft 1, the first and second idler gears 22 and 23 meshing with the rear crank gear 21 are driven to rotate in the opposite direction to the crankshaft 1. . As the first and second idler gears 22 and 23 rotate, the first and second chains 26 and 27 wound around the first and second small-diameter gears 24 and 25 rotating integrally therewith are opposite to the crankshaft 1. The second auxiliary gear 28 and the third auxiliary gear 29 are rotationally driven in the opposite direction to the crankshaft 1 by the first and second chains 26 and 27.

  Next, in the V-type internal combustion engine as described above, balancer means (not shown) for canceling out the primary inertia couple generated by the reciprocating motion of the plurality of pistons 3 accompanying the rotation of the crankshaft 1 does not remain. Since it is provided, the configuration of the balancer means will be described in detail.

  The primary inertia couple is well known, but will be briefly described with reference to FIGS. 9 to 11 prior to detailed description of the balancer means.

  That is, the primary inertia couple is perpendicular to the y axis and the moment M1y (see the broken line in FIG. 9) generated around the y axis (see FIG. 2) along the vertical direction of the crankshaft 1. 1 is a combined moment with a moment M1x (see the solid line in FIG. 9) generated around the x-axis (see FIG. 2) along a direction orthogonal to the longitudinal direction of 1.

  As shown in FIG. 11, this primary inertia couple is a force that generates “grinding” vibration with the center P in the longitudinal direction of the crankshaft 1 as a base point, in other words, with the center P in the longitudinal direction of the crankshaft 1 as a base point. This is a force that swings the front end side and the rear end side in a conical shape (or mortar shape). The shapes of the front end side and the rear end side of the primary inertia couple are not circular, but are elliptical as shown in FIG.

  The balancer means includes forward rotation unbalance masses 31, 32 and reverse rotation unbalance masses 33, 34A, 34B.

  First, the positive rotation unbalance masses 31 and 32 are for reducing the primary inertia couple and deforming the shape of both ends of the primary inertia couple into a circle.

  Specifically, the forward rotation unbalance masses 31 and 32 are arranged on the counterweight 4Fr provided on the front end side of the crankshaft 1 as shown in FIG. 3 and on the rear end side of the crankshaft 1 as shown in FIG. It is provided at a predetermined position with respect to the provided counterweight 4Rr.

  The forward rotation unbalance masses 31 and 32 are, for example, fan-shaped protrusions, that is, have a positive mass. When such forward rotation unbalance masses 31 and 32 are provided at predetermined positions of the counterweights 4Fr and 4Rr, the masses of the counterweights 4Fr and 4Rr in the rotational direction become unbalanced and are generated in the crankshaft 1. A forward rotation balancing couple for the next inertia couple is generated.

  The forward rotation unbalance mass 31 provided on the front side and the forward rotation unbalance mass 32 provided on the rear side are arranged at positions opposed to each other by 180 degrees around the rotation center O of the crank journals 1a and 1d.

  Each of the two forward rotation unbalance masses 31 and 32 is set to a mass necessary to generate 1/2 of the required forward rotation balance couple.

  Next, the reverse rotation unbalance masses 33, 34A, 34B are used to cancel the primary inertia couple (see FIGS. 12 to 14) reduced and deformed by the forward rotation unbalance masses 31, 32. A counter-rotation balancing couple of the same level is generated in the opposite phase to the next inertia couple.

  Specifically, the reverse rotation unbalance masses 33, 34 </ b> A, 34 </ b> B are connected to the idler gear 15 provided in the front power transmission mechanism 10 and the first and second idler gears 22, 23 provided in the rear power transmission mechanism 20. Is provided.

  The idler gear 15 is installed on the front end side of the crankshaft 1 and rotates in the direction opposite to the rotation direction of the crankshaft 1, and the first and second idler gears 22 and 23 are arranged at the rear of the crankshaft 1. It is installed on the end side and rotates in the direction opposite to the rotation direction of the crankshaft 1.

  As shown in FIGS. 6 and 8, for example, the idler gear 15 and the first and second idler gears 22 and 23 are provided with an annular plate portion on the outer diameter side of the central cylindrical portion, and a plurality of idler gears are provided on the outer periphery of the annular plate portion. It is said that the tooth is provided. Reverse rotation unbalance masses 33, 34A, 34B are provided near the outer periphery at predetermined circumferential positions of the annular plate portions of the idler gear 15, the first and second idler gears 22, 23.

  The reverse rotation unbalance masses 33, 34A, 34B are, for example, fan-shaped protrusions, that is, have a positive mass. If such reverse rotation unbalance masses 33, 34A, 34B are provided in the gears 15, 22, 23, the masses of the gears 15, 22, 23 in the rotational direction become unbalanced and are generated in the crankshaft 1. The counter-rotation balancing couple with respect to the primary inertia couple is generated.

  One reverse rotation unbalance mass 33 provided on the front side and two reverse rotation unbalance masses 34A, 34B provided on the rear side are the rotation centers O1, O2, O2 of the respective installation target members (15, 22, 23). In a state where O3 is virtually matched, the rotation centers O1, O2, and O3 are arranged at positions that face each other by 180 degrees.

  One reverse rotation unbalance mass 33 provided on the front side and two reverse rotation unbalance masses 34A and 34B provided on the rear side generate ½ of the required reverse rotation balance couple. Set to the mass required for The two reverse rotation unbalance masses 34A and 34B on the rear side have the same mass and the same shape.

  In the first embodiment, the primary inertia couple (see FIGS. 9 to 11) generated with the rotation of the crankshaft 1 is the counterweight 4Fr before and after the forward rotation unbalance masses 31 and 32 are provided. , 4Rr is absorbed by the positive rotation balancing couple and is reduced and deformed as shown in FIGS. Subsequently, the reverse rotation balancing couple generated by the idler gear 15, the first and second idler gears 22, 23 provided with the reverse rotation unbalance masses 33, 34A, and 34B is reduced and deformed to the primary inertia couple. In balance with the force (see FIGS. 12 to 14), the primary inertia couple is almost or completely canceled.

  As described above, in the V-type internal combustion engine according to the first embodiment to which the features of the present invention are applied, it is possible to cancel the primary inertia couple generated with the rotation of the crankshaft 1 without remaining. Therefore, according to the present invention, it is advantageous in improving the quietness of the V-type internal combustion engine and smoothing the increase in rotation.

  Moreover, in the first embodiment, the balancer device separate from the internal combustion engine is not purposely provided as in the conventional example, but the existing members (4Fr, 4Rr, 15, 22, 23) is provided with unbalance masses (31, 32, 33, 34A, 34B) necessary for canceling the primary inertia couple generated in the crankshaft 1. This eliminates the need for the balancer device itself used in the conventional example, so that the weight and the outer size of the V-type internal combustion engine do not need to be unnecessarily increased, and the cost increase can be significantly suppressed.

(Embodiment 2)
A second embodiment of the present invention will be described with reference to FIGS. 15 and 16. In the second embodiment, the configuration of the power transmission mechanism 10 disposed on the front side of the V-type internal combustion engine is different from that of the first embodiment, and other configurations are basically the same as those of the first embodiment. ing.

  The front power transmission mechanism 10 transmits the rotational power of the crankshaft 1 to an intake camshaft or exhaust camshaft of the V-type internal combustion engine (not shown) and the first auxiliary machine 5, and mainly includes a front crank. Gear 11, first and second timing chains (or timing belts) 12A and 12B, cam sprockets 13L, 14L, 13R and 14R, first and second idler gears 15A and 15B, and first and second small diameter gears 17A, 17B and the first auxiliary gear 16 are configured.

  The front crank gear 51 is the first rotating body of the claims, the cam sprockets 13L, 14L, 13R, 14R are the second rotating body of the claims, and the first and second idler gears 15A, 15B are the intermediate rotation of the claims. The first and second timing chains 12A and 12B correspond to the body and the ring-shaped members of the claims, respectively.

  The front crank gear 11 is meshed with the first idler gear 15A, and the second idler gear 15B is meshed with the first idler gear 15A.

  On the front side of the first and second idler gears 15A and 15B, first and second small-diameter gears 17A and 17B for reduction are integrally provided coaxially adjacent to each other in the axial direction.

  The first timing chain 12A is wound around the first small-diameter gear 17A of the first idler gear 15A and the cam sprockets 13L, 13R of one bank, and the second small-diameter gear 17B of the second idler gear 15B and the cam sprocket 14L of the other bank. 14R is wound around the second timing chain 12B.

  The operation of the power transmission mechanism 10 having such a configuration will be described.

  When the front crank gear 11 rotates integrally with the rotation of the crankshaft 1, the first idler gear 15A meshing with the front crank gear 11 is driven to rotate in the direction opposite to the rotation direction of the crankshaft 1. As the first idler gear 15A rotates, the first timing chain 12A wound around the first small-diameter gear 17A that rotates together with the first idler gear 15A is rotationally driven in the opposite direction to the crankshaft 1, and this first timing The two cam sprockets 13L, 14L are rotationally driven in the opposite direction to the crankshaft 1 by the chain 12A.

  Further, the second idler gear 15B is rotationally driven in the reverse direction with the rotation of the first idler gear 15A. As the second idler gear 15B rotates, the second timing chain 12B wound around the second small-diameter gear 17B that rotates together with the second idler gear 15B is driven to rotate in the same direction as the crankshaft 1. The two cam sprockets 13R and 14R are rotationally driven in the same direction as the crankshaft 1 by the chain 12B.

  In such a configuration, the reverse rotation unbalance mass 33 is provided in the first auxiliary gear 16 provided in the power transmission mechanism 10 on the front side. Similar to the first embodiment, the reverse rotation unbalance mass 33 is a fan-shaped protrusion having a positive mass, and is additionally provided in the first auxiliary gear 16.

  Also in the case of the second embodiment, the same actions and effects as those of the first embodiment can be obtained.

(Embodiment 3)
A third embodiment of the present invention will be described with reference to FIGS. In the third embodiment, the configurations of the power transmission mechanisms 40 and 50 arranged before and after the V-type internal combustion engine are different from those of the first embodiment, and other configurations are basically the same as those of the first embodiment. It has become.

  That is, a power transmission mechanism 40 having basically the same configuration as that of the rear power transmission mechanism 20 of the first embodiment is disposed on the front side of the V-type internal combustion engine, and a valve operating mechanism is disposed on the rear side of the V-type internal combustion engine. A power transmission mechanism 50 dedicated to the mechanism is provided.

  First, as shown in FIG. 18, the power transmission mechanism 40 on the front side transmits the rotational power of the crankshaft 1 to the two auxiliary machines 6 and 7 arranged on the front side of the V-type internal combustion engine. The front crank gear 41, the first and second idler gears 42 and 43, the first and second small diameter gears 44 and 45, the first and second chains (or belts) 46 and 47, and the first auxiliary gears 48 and a second auxiliary gear 49.

  The front crank gear 41 is the first rotating body of the claims, the first and second auxiliary gears 48 and 49 are the second rotating body of the claims, and the first and second idler gears 42 and 43 are the claims. The first and second chains 46 and 47 correspond to the intermediate rotating body and the ring-shaped members in the claims, respectively.

  The front crank gear 41 is integrally attached to the front end of the crankshaft 1, and the first and second idler gears 42 and 43 are rotatably supported on a cylinder block (not shown) via an appropriate bracket. Yes. The first and second idler gears 42 and 43 are meshed with the front crank gear 41, respectively.

  The first and second small diameter gears 44 and 45 are integrally provided on the front side of the first and second idler gears 42 and 43. The first auxiliary gear 48 is fixed to the input shaft (not shown) of the first auxiliary device 5, and the second auxiliary gear 49 is fixed to the input shaft (not shown) of the second auxiliary device 6. Yes. The first chain 46 is wound around the first small diameter gear 44 and the first auxiliary gear 48, and the second chain 47 is wound around the second small diameter gear 45 and the second auxiliary gear 49. Yes.

  The operation of the power transmission mechanism 40 having such a configuration will be described.

  When the front crank gear 41 rotates integrally with the rotation of the crankshaft 1, the first and second idler gears 42 and 43 meshing with the front crank gear 41 are driven to rotate in the direction opposite to the rotation direction of the crankshaft 1. . As the first and second idler gears 42 and 43 rotate, the first and second chains 46 and 47 wound around the first and second small-diameter gears 44 and 45 rotating integrally therewith are opposite to the crankshaft 1. The first auxiliary gear 48 and the second auxiliary gear 49 are rotated in the opposite direction to the crankshaft 1 by the first and second chains 46 and 47.

  On the other hand, as shown in FIG. 20, the rear power transmission mechanism 50 transmits the rotational power of the crankshaft 1 to an intake camshaft and an exhaust camshaft of a V-type internal combustion engine (not shown). , Rear crank gear 51, first and second idler gears 52 and 53, first and second small diameter gears 54 and 55, first and second timing chains (or timing belts) 56 and 57, and four cams Sprockets 13L, 14L, 13R, and 14R are included.

  The rear crank gear 51 is the first rotating body of the claims, the cam sprockets 13L, 14L, 13R, 14R are the second rotating body of the claims, and the first and second idler gears 52, 53 are the intermediate rotation of the claims. The first and second timing chains 56 and 57 correspond to the body and the ring-shaped members of the claims, respectively.

  The rear crank gear 51 is engaged with the first and second idler gears 52 and 53, respectively, so that the rotation direction of the first and second idler gears 52 and 53 is opposite to the rotation direction of the crankshaft 1.

  On the rear surface side of the first and second idler gears 52 and 53, first and second small-diameter gears 54 and 55 for reduction are integrally provided coaxially adjacent to each other in the axial direction. A first timing chain 56 is wound around the first small-diameter gear 54 of the first idler gear 52 and the cam sprockets 13L and 13R of one bank, and the second small-diameter gear 55 of the second idler gear 53 and the cam sprocket 14L of the other bank. , 14R is wound around the second timing chain 57.

  The operation of the power transmission mechanism 50 having such a configuration will be described.

  When the rear crank gear 51 rotates together with the rotation of the crankshaft 1, the first and second idler gears 52 and 53 engaged with the rear crank gear 51 are driven to rotate in the direction opposite to the rotation direction of the crankshaft 1. . As the first and second idler gears 52 and 53 rotate, the first and second timing chains 56 and 57 wound around the first and second small-diameter gears 54 and 55 rotating integrally therewith are connected to the crankshaft 1. The four cam sprockets 13L, 14L, 13R, and 14R are rotationally driven in the opposite direction to the crankshaft 1 by the first and second timing chains 56 and 57.

  In such a configuration, the reverse rotation unbalance masses 33 </ b> A and 33 </ b> B are distributed and provided on the two idler gears 42 and 43 provided on the front power transmission mechanism 40, and the two provided on the rear power transmission mechanism 50 are provided. Reverse rotation unbalance masses 34 </ b> A and 34 </ b> B are distributed to idler gears 52 and 53.

  The front and rear reverse rotation unbalance masses 33A, 33B and 34A, 34B in the third embodiment are fan-shaped projections having a positive mass as in the first embodiment, and are shown in FIGS. 19 and 21. As described above, in order to cancel the primary inertia couple reduced and deformed by the forward rotation unbalance masses 31 and 32 by being additionally provided in each idler gear 42, 43, 52 and 53, the primary inertia couple The reverse rotation balancing couple (see the one-dot chain line in FIG. 12) of the same level and in the opposite phase is generated.

  Further, in the third embodiment, the two reverse rotation unbalance masses 33A and 33B on the front side and the two reverse rotation unbalance masses 34A and 34B on the rear side are respectively installed target members (42, 43, 52, 53) in a state where the respective rotation centers O4, O5, O6, and O7 are virtually coincident with each other, the rotation centers O4, O5, O6, and O7 are arranged at positions opposed to each other by 180 degrees.

  Further, the two reverse rotation unbalance masses 33A and 33B on the front side and the two reverse rotation unbalance masses 34A and 34B on the rear side generate half of the required reverse rotation balance couple. The required mass is set.

  In the case of the third embodiment, the same operations and effects as those of the first embodiment can be obtained.

  In addition, this invention is not limited only to embodiment mentioned above, All the deformation | transformation and application included in the range equivalent to the claim and the said range are possible. Examples are given below.

  (1) In the first to third embodiments, the forward rotation unbalance masses 31 and 32 and the reverse rotation unbalance masses (33, 33A, 33B, 34A, and 34B) are protrusions that increase the mass of the installation target member. Although not shown, although it is not illustrated, for example, it is possible to use a hollow or dent that reduces the mass of the installation target member.

  Specifically, an application example will be described by taking the first and second idler gears 22 and 23 of the rear power transmission mechanism 20 shown in FIG. 1 as an example.

  For example, as shown in FIG. 22 and FIG. 23, reverse rotation unbalance masses 34A and 34B made of circular hollow holes are provided at a plurality of locations on the circumference of the first and second idler gears 22 and 23, respectively. The spacing between the plurality of lightening holes can be made constant within a predetermined angle range, and can be set larger than the above in the remaining predetermined angle range. Thereby, the mass in the rotation direction of the first and second idler gears 22 and 23 becomes non-uniform, and it becomes possible to apply a counter-rotation balance couple to the crankshaft 1.

  The number, formation position, or shape of the lightening holes as the reverse rotation unbalance masses 34A, 34B can be appropriately set based on the required reverse rotation balance couple.

  In addition, as shown in FIG. 24 and FIG. 25, for example, as shown in FIG. 24 and FIG. Can also be provided.

  In the illustrated example, the small-diameter gears 24 and 25 are provided with the lightening holes 35A and 35B as the reverse rotation unbalanced mass for each predetermined angle only in the predetermined angle range, but the remaining predetermined angle ranges are provided with the lightening holes. I am trying not to.

  Even in such a case, substantially the same operations and effects as in the first and second embodiments can be obtained. Also, this applied technology can be applied to the configuration of the second embodiment.

  (2) In each of the above embodiments, an example is given in which the present invention is applied to a V-type 6-cylinder engine mounted on a vehicle such as an automobile. However, in the case of a V-type internal combustion engine, the number of cylinders and the bank angle There are no particular restrictions on various specifications such as (clipping angle).

  Even in that case, the installation form of the forward rotation unbalance mass and the reverse rotation unbalance mass may be the same as that described in each of the above embodiments. Further, the present invention can be applied to a V-type internal combustion engine used for an appropriate application other than a vehicle, in addition to a V-type internal combustion engine mounted on a vehicle.

1 is a schematic configuration diagram showing Embodiment 1 of a V-type internal combustion engine according to the present invention. It is a perspective view which shows typically the installation form of the normal rotation unbalance mass with respect to the crankshaft shown in FIG. 1, and a reverse rotation unbalance mass. It is a figure which shows typically the counterweight of the front-end side of the crankshaft of FIG. 1, and has shown the state seen from the front side. It is a figure which shows typically the counterweight of the rear end side of the crankshaft of FIG. 1, and has shown the state seen from the front side. It is a figure which shows typically the power transmission mechanism of the front side in FIG. 1, and has shown the state seen from the front side. FIG. 6 is a cross sectional view taken along line (6)-(6) in FIG. 5. It is a figure which shows typically the power transmission mechanism of the rear side in FIG. 1, and has shown the state seen from the front side. FIG. 8 is a cross-sectional view taken along line (8)-(8) in FIG. 7. It is a graph used for description of the primary inertia couple which generate | occur | produces with rotation of a crankshaft when not using a balancer means. It is a graph which shows the shape which looked at the primary inertia couple shown in FIG. 9 from the one end side. It is a perspective view which represents typically the primary inertia couple shown in FIG. 9 and FIG. 12 is a graph showing a state in which the primary inertia couple shown in FIG. 11 is absorbed by a positive rotation unbalanced mass. It is a graph which shows the shape which looked at the primary inertia couple shown in FIG. 12 from the one end side. FIG. 14 is a perspective view schematically showing a primary inertia couple shown in FIGS. 12 and 13. It is a schematic block diagram which shows Embodiment 2 of the V-type internal combustion engine which concerns on this invention. It is a figure which shows typically the power transmission mechanism of the front side in FIG. 15, and has shown the state seen from the front side. It is a schematic block diagram which shows Embodiment 3 of the V-type internal combustion engine which concerns on this invention. It is a figure which shows typically the power transmission mechanism of the front side in FIG. 17, and has shown the state seen from the front side. FIG. 19 is a cross-sectional view taken along line (19)-(19) in FIG. 18. It is a figure which shows typically the power transmission mechanism of the rear side in FIG. 17, and has shown the state seen from the front side. It is an arrow view of the (21)-(21) line cross section of FIG. FIG. 8 is a diagram for explaining another installation form of the reverse rotation unbalance mass on the rear side in the first embodiment, corresponding to FIG. 7. FIG. 23 is a cross sectional view taken along line (23)-(23) in FIG. 22. FIG. 8 is a diagram for explaining another installation form of the reverse rotation unbalance mass on the rear side in the first embodiment, corresponding to FIG. 7. FIG. 25 is a cross sectional view taken along line (25)-(25) in FIG. 24.

Explanation of symbols

1 Crankshaft 1a to 1d Crank journal 1f to 1k Crank pin
2 Connecting rod
3 Piston
4Fr Front counterweight
4Rr Counterweight on the rear side
5 Auxiliary machine
6 Second auxiliary machine
7 Auxiliary machine
10 Front power transmission mechanism
11 Front crank sprocket
15 Idle Sprocket
20 Power transmission mechanism on the rear side
21 Rear crank gear
22 First idler gear
23 Second idler gear
31 Forward rotation unbalanced mass
32 Forward rotation unbalanced mass
33 Reverse rotation unbalance mass on the front side 34A, 34B Reverse rotation unbalance mass on the rear side

Claims (5)

A V-type internal combustion engine in which a power transmission mechanism for transmitting the rotational power of the crankshaft to a driven device that is rotationally driven using the rotational power of the crankshaft is provided on the front end side and the rear end side of the crankshaft, respectively. There,
A forward rotation unbalance mass and a reverse rotation unbalance mass for canceling the primary inertia couple generated with the rotation of the crankshaft;
The forward rotation unbalanced mass is distributed and provided to counterweights provided on the front end side and the rear end side of the crankshaft, so that each counterweight has a forward rotation balancing couple with respect to the primary inertia couple. Is generated,
The reverse rotation unbalanced mass is provided on the rotary body that is mounted on the front and rear power transmission mechanisms and rotates in the direction opposite to the crankshaft, so that each rotary body has a reverse force against the primary inertia couple. A V-type internal combustion engine characterized by generating a rotational balancing couple. The V-type internal combustion engine according to claim 1,
At least one of the forward rotation unbalance mass or the reverse rotation unbalance mass is a projection or a weight that becomes a positive mass. The V-type internal combustion engine according to claim 1,
The V-type internal combustion engine, wherein at least one of the forward rotation unbalance mass and the reverse rotation unbalance mass is a hollow hole or a depression that becomes a negative mass. The V-type internal combustion engine according to any one of claims 1 to 3,
One of the power transmission mechanisms is wound around the first rotating body attached to the front end side or the rear end side of the crankshaft, the second rotating body attached to the input shaft of the driven device, and both rotating bodies. And a third rotating body for adjusting the degree of winding of the annular member around the second rotating body,
The V-type internal combustion engine, wherein the third rotating body is an installation target member of the reverse rotation unbalance mass. The V-type internal combustion engine according to any one of claims 1 to 3,
One of the power transmission mechanisms is a first rotating body attached to the front end side or the rear end side of the crankshaft and having external teeth, and a second rotating body attached to the input shaft of the driven device and having external teeth. A rotating body, an intermediate rotating body having external teeth meshed with the first rotating body, and having a small-diameter portion for reduction provided on the same axis and adjacent to each other in the axial direction; the second rotating body; and the small diameter And a ring-shaped member wound around the part,
The V-type internal combustion engine, wherein the intermediate rotating body is an installation target member of the reverse rotation unbalanced mass.

Images