JP3230080B2 - Engine with soundproofing - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to an engine with a soundproof device.

[0002]

2. Description of the Related Art FIG. 5 shows a prior art of an engine with a soundproof device. This engine is configured as follows, similarly to the present invention. As shown in FIG. 5A, a rotating body (102) is fixed to a crankshaft (101), and an end face facing gap (105) is provided between the rotating body end face (103) and its facing wall (104). The opposed wall (104)
A sound-insulating ridge (106) protrudes toward the end face (103) of the rotating body, and as shown in FIG.
A throttle gap (108) is formed between the protruding end face (107) of 6) and the rotating body end face (103).

[0003] This type of engine has the following soundproofing function. When the rotation posture of the rotating body (102) is deviated due to the rubbing motion of the crankshaft (101) or the like, the air density in the gap (105) facing the end face becomes uneven, and compression waves are generated. The compression wave generated inside the sound insulation ridge (106) is hard to leak from the aperture gap (108), and most of them are
It attenuates while being transmitted by the sound insulating ridge (106) as a vibration medium.

[0004] However, in the above prior art, the sound insulation ridge (1) is used.
Only the compression wave in the specific frequency region corresponding to the attenuation characteristic of 06) is selectively attenuated.

[0005]

The above prior art has the following problems. In the above prior art, the sound insulation ridges
Since only the compression wave in the specific frequency region corresponding to the attenuation characteristic of (106) is selectively attenuated, it is difficult to attenuate compression waves in a plurality of frequency regions simultaneously. For this reason, when the compression wave in the specific frequency region is attenuated, the noise of the compression wave remaining in other frequency regions may become conspicuous, and sufficient soundproofing cannot be achieved.

An object of the present invention is to solve the above problems.

[0007]

The main constitutions of the first and second aspects of the present invention are as follows. (Invention of claim 1) As shown in FIG.
A rotating body (2) is fixed to the rotating body, and as shown in FIG. 1 (C), FIG. 3 (C) or FIG. 4 (C), an end face between the rotating body end face (3) and its opposing wall (4). An opposing gap (5) is provided and an opposing wall
A sound insulating ridge (6) protrudes from (4) toward the rotating body end face (3), and the projecting end face (7) of the sound insulating ridge (6) and the rotating body end face (3).
In the engine with the soundproofing device in which the throttle gap (8) is formed between the opposite wall (4) and the convex portion along the circumferential direction thereof,
(36) and concave portions (37) are alternately arranged, and the convex portions (3
6) protrudes toward the end face of the rotating body (3) and has a concave surface (37).
A sound insulation ridge (6) is provided on the outer peripheral edge of the boss, a first gap (38) is provided between the convex surface (36) and the rotating body end face (3), and a concave surface (37) and the rotating body end face are provided. A second gap (39) is provided between (3).

(Invention of Claim 2) As shown in FIG. 2, a rotating body (2) is fixed to a crankshaft (1), and is shown in FIG. 1 (C), FIG. 3 (C) or FIG. 4 (C). As shown, the end of the rotating body
An end face opposing gap (5) is provided between (3) and the opposing wall (4), and a sound insulating ridge extends from the opposing wall (4) toward the end face (3) of the rotating body.
In the engine with the soundproofing device in which a projection gap (8) is formed between the protruding end face (7) of the sound insulating ridge (6) and the end face of the rotating body (3), the opposed wall ( 4) Interference noise reduction passage
(9) is provided, the interference noise reduction passage (9) is provided with a plurality of passages (27) and (28) having different lengths from each other, and the compression wave generated in the end face facing gap (5) is provided with a plurality of passages (27). 27) characterized in that they pass through (28) and overlap at different phases.

[0009]

Operation and Effect of the Invention (Invention of claim 1) The invention of claim 1 has the following operation and effects (see FIG. 1, FIG. 3 or FIG. 4). According to the present invention, the compression wave generated in the second gap (39) in which the concave portion (37) is formed collides with the sound-insulating ridge (6), and is transmitted while using this as a vibration medium. Area ones are attenuated. Then, by attenuating those in the frequency region where it is difficult to attenuate due to the sound insulating ridges (6) by interference with the compressional waves generated in the first gap (8), the attenuation in a plurality of frequency regions is achieved. Can do
Sufficient soundproofing can be achieved.

(Invention of Claim 2) The invention of Claim 2 has the following effects (see FIG. 1, FIG. 3 or FIG. 4). According to the present invention, the compression wave generated in the facing space (5) collides with the sound-insulating ridge (6), and while the compression wave is transmitted as a vibration medium, a specific frequency region is attenuated. Then, by attenuating the noise in the frequency region where it is difficult to attenuate by the sound insulating ridge (6) by the interference noise reduction passage (9), the attenuation can be performed in a plurality of frequency regions. Soundproofing can be achieved.

According to the present invention, the internal air in the end face opposing gap (5) is ventilated by convection through the interference noise reduction passage (9). The temperature rise of the internal air is small, and the thermal expansion of the rotating body (2) and the opposing wall (4) is small. For this reason,
Even if the initial setting of (8) is relatively small,
It is possible to avoid contact between (2) and the sound-insulating ridge (6). For this reason, even at low loads where the amount of heat radiation from the engine is small,
The aperture gap (8) can be narrowed, the amount of compression wave leakage can be reduced, and a sufficient soundproofing function can be obtained.

(Invention of claim 3) The invention of claim 3 has the following effect in addition to the effect of the invention of claim 2 (see FIG. 1, FIG. 3 or FIG. 4). According to the present invention, since the long passage (27) and the short passage (28) can be formed with a compact structure, it is possible to suppress an increase in the size of the engine.

[0013]

Embodiments of the present invention will be described with reference to the drawings. FIG. 1 and FIG. 2 are diagrams illustrating a first embodiment of the present invention. The configuration of the engine used in this embodiment is as follows. As shown in FIG. 2, the crankshaft
A rotating body (2) is fixed to (1), and as shown in FIG. 1 (C), an end face facing gap (5) is provided between the rotating body end face (3) and its facing wall (4), A sound insulating ridge (6) protrudes from the opposing wall (4) toward the rotating body end face (3), and is located between the projecting end face (7) of the sound insulating ridge (6) and the rotating body end face (3). An aperture gap (8) is formed. As shown in FIG. 2, the rotating body (2) is a flywheel (19), and the rotating body end face (3) is a flywheel end face (2).
0), the opposing wall (4) is the housing end face (22) of the flywheel housing (21). The present invention is applicable even when the rotating body (4) is a pulley or a gear.

The flywheel housing (21) is bowl-shaped,
The housing end wall (22) is fixed along the crankcase wall (23), and the crankshaft (1) passes through the housing end wall (22) and the crankcase wall (23).

If the rotational attitude of the rotating body (2) is deviated due to the slewing motion of the crankshaft (1) or the like, the clearance between the end faces is reduced.
(5) The density of air in the air becomes uneven, resulting in compressional waves, which propagate to the surroundings and cause engine noise.

This engine is constructed as follows in order to achieve soundproofing. As shown in FIG.
(4) A convex portion (36) and a concave portion (37) along the circumferential direction.
Are alternately arranged, and the convex portion (36) protrudes toward the end surface (3) of the rotating body, and a sound insulating ridge is formed on the outer peripheral edge of the concave portion (37).
(6) is provided, a first gap (38) is provided between the convex portion (36) and the rotating body end surface (3), and a first gap (38) is provided between the concave surface portion (37) and the rotating body end surface (3). Two gaps (39) are provided.

As shown in FIG. 1A, an interference noise reduction passage 9 is provided in the opposing wall 4 and the interference noise reduction passage 9 has a plurality of passages 27 of different lengths. (28), and the compressional waves generated in the gap (5) opposed to the end face are provided with a plurality of passages (27) and (28).
, Respectively, and overlap with different phases. The passage entrance (25) faces the end face facing gap (5), and the passages (27) and (28) branch off from the passage entrance (25). Each passage exit (32) (3) of each passage (27) (28)
3) faces the outside of the end face facing gap (5) and is arranged side by side. The length of each of the passages (27) and (28) is set to a length at which the compression waves of a specific frequency interfere with each other with a shift of a half wavelength.

An interference noise reduction passage (9) is formed by a U-shaped ridge (29) along the circumferential direction of the opposing wall (4) and a partition ridge (30) partitioning the inside of the U-shaped ridge (29). A long U-shaped passageway (27) is formed between the U-shaped ridge (29) and the partitioning ridge (30), and the end of the partitioning ridge (30) is outside the end face opposing gap (5). An exit ridge (31) is provided toward the outlet, and a short passage (28) is formed along the exit ridge (31).

When viewed in a direction parallel to the direction in which the crankshaft (1) is laid, the position at which the crank arm (10) connected to the piston of the burning combustion chamber is directed at the start of combustion just before the top dead center. The area (13) from the point (11) to the position (12) pointing at 45 ° past the top dead center, and the crankshaft (1)
With respect to the rotation center (14), convex portions (36) are arranged in both the region (13) and the region (15) opposite to the point symmetry. For this reason, in the first half of combustion, the crank arm (10) connected to the piston of the combustion chamber during combustion has a convex portion (36).
, A large deflection of the rotating body (2) caused by the torsion of the crankshaft (1) in the first half of combustion occurs at the position of the first gap (38) where the amount of air is small. For this reason, the amount of compression waves generated in the end face opposing gap (5) can be reduced, and the soundproof performance can be improved. The convex portion (36) may be arranged on only one of the regions (13) and (15). The crankshaft (1) rotates in the direction of the arrow (24) in FIG.

The opposed wall (4) has a convex portion (36) and a concave portion (3).
It is formed of a concavo-convex plate (16) provided with (7), a sound-insulating ridge (6) and an interference sound-reducing passage (9). For this reason, the opposing wall (4) can be manufactured at low cost. The concavo-convex plate (16) is formed by bending a damping steel plate. Further, as shown in FIG. 1B, a vibration isolating rubber (18) is provided between the uneven plate (16) and the opposing wall (4).
Is provided. For this reason, most of the vibration of the engine is absorbed by the vibration isolating rubber (18) and is hardly transmitted to the uneven plate (16). The problem caused by the fluctuation is suppressed, and high sound reduction efficiency is maintained. The inner space of the convex portion (36) is filled with a sound absorbing material (17). For this reason,
The compression wave generated in the end face facing gap (5) is absorbed by the sound absorbing material (17), and the soundproofing performance is enhanced.

The second embodiment shown in FIG. 3 is different from the first embodiment except that a U-shaped ridge (29) is used.
(30) is left as a sound insulating ridge. In the third embodiment shown in FIG. 5, a U-shaped ridge (29), a partition ridge (30), and an outlet ridge (31) are removed from the first embodiment. Other configurations of the second embodiment and the third embodiment are the same as those of the first embodiment. In FIGS. 2 and 3, the same elements as those in FIG. 1 are denoted by the same reference numerals as in FIG. Keep it.

[Brief description of the drawings]

FIG. 1 is a view for explaining a main part of an engine according to a first embodiment of the present invention. FIG. 1 (A) is a front view of a flywheel and its peripheral portion, and FIG. 1 (B) is FIG. 1 (A). 1 (C) is a sectional view taken along line CC of FIG. 1 (A).

FIG. 2 is a sectional view taken along line II-II of FIG.

3A and 3B are diagrams illustrating a main part of an engine according to a second embodiment of the present invention. FIG. 3A is a front view of a flywheel and its peripheral portion, and FIG. 3B is FIG. 3 (C) is a sectional view taken along line CC of FIG. 3 (A).

4A and 4B are diagrams illustrating a main part of the engine according to the first embodiment of the present invention, wherein FIG. 4A is a front view of a flywheel and a peripheral portion thereof, and FIG. 4B is FIG. 4C is a cross-sectional view taken along line BB, and FIG. 4C is a cross-sectional view taken along line CC in FIG.

5A and 5B are views for explaining an engine with a soundproofing device according to the related art, wherein FIG. 5A is a longitudinal sectional view of a main part, and FIG. 5B is an enlarged view of a portion viewed from an arrow B in FIG. , And FIG.
It is a CC sectional view taken on the line of (A).

[Explanation of symbols]

(1) ... crankshaft, (2) ... rotating body, (3) ... rotating body end face,
4 ... opposing wall, 5 ... end face opposing gap, (6) ... sound insulation ridge, (7)
... projecting end face, (8) ... throttle gap, (9) ... interference sound reduction passage,
(27) ... long passage, (28) ... short passage, (29) ... U-shaped ridge, (30) ... partition ridge, (31) ... exit ridge, (36) ...
Convex part, (37) ... concave part, (38) ... first gap, (39) ...
Second gap.

Continued on the front page (72) Inventor Taki Takii 64, Ishizukitamachi, Sakai City, Osaka Prefecture Inside Kubota Sakai Works, Ltd. (72) Inventor Jun Koyama 64, Ishizukitamachi, Sakai City, Osaka Prefecture 64 Inside Kubota Sakai Works, Ltd. Sadaya 64 Ishizukitamachi, Sakai City, Osaka Prefecture (72) Inside the Kubota Sakai Plant, Inc. Inside the Kubota Sakai Works (72) Inventor Manabu Miyazaki 64 Ishizukitamachi, Sakai City, Osaka Prefecture Inside the Kubota Sakai Works (58) Fields investigated (Int.Cl. ⁷ , DB name) F02B 77/00 F02B 61/06 F02F 7/00 F16F 15/02

Claims (3)

(57) [Claims] A rotating body (2) is fixed to a crankshaft (1), and an end face facing gap (5) is provided between the rotating body end face (3) and its facing wall (4). A sound insulating ridge (6) protrudes from the rotary body end face (3) toward the rotating body end face (3), and a throttle gap (7) is formed between the projecting end face (7) of the sound insulating ridge (6) and the rotating body end face (3). In the engine with the soundproofing device formed with 8), convex portions (36) and concave portions (37) are alternately arranged on the opposing wall (4) along the circumferential direction, and the convex portion (36) is a rotating body. A sound-insulating ridge (6) is provided on the outer peripheral edge of the concave portion (37) so as to project toward the end surface (3), and a first gap (3) is provided between the convex portion (36) and the rotating body end surface (3). 38), and a second gap (39) is provided between the concave portion (37) and the end surface of the rotating body (3). 2. A rotating body (2) is fixed to a crankshaft (1), and an end face facing gap (5) is provided between the rotating body end face (3) and its facing wall (4). A sound insulating ridge (6) protrudes from the rotary body end face (3) toward the rotating body end face (3), and a throttle gap (7) is formed between the projecting end face (7) of the sound insulating ridge (6) and the rotating body end face (3). In the engine with the soundproofing device formed with 8), an interference noise reduction passage (9) is provided in the opposed wall (4), and the interference noise reduction passage (9) has a plurality of passages (27) ( 28), and the compressional waves generated in the end face opposing gap (5) receive a plurality of passages (27) (2).
8) Each of which passes through and overlaps with a different phase. 3. The engine with a soundproofing device according to claim 2, wherein the interference sound reduction passage (9) has a U-shaped ridge (29) along the circumferential direction of the opposed wall (4) and the U-shaped ridge (29). 29), and a U-shaped long passageway (27) is formed between the U-shaped ridge (29) and the partition ridge (30) to form a partition ridge (30). An outlet ridge (31) is provided at the end of the end face (30) toward the outside of the end face facing gap (5), and a short passage (28) is formed along the outlet ridge (31). thing.