JPH0249423B2 - - Google Patents
Info
- Publication number
- JPH0249423B2 JPH0249423B2 JP59248987A JP24898784A JPH0249423B2 JP H0249423 B2 JPH0249423 B2 JP H0249423B2 JP 59248987 A JP59248987 A JP 59248987A JP 24898784 A JP24898784 A JP 24898784A JP H0249423 B2 JPH0249423 B2 JP H0249423B2
- Authority
- JP
- Japan
- Prior art keywords
- balancer shaft
- balancer
- bearing
- intermediate boss
- crankshaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 230000000694 effects Effects 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/22—Compensation of inertia forces
- F16F15/26—Compensation of inertia forces of crankshaft systems using solid masses, other than the ordinary pistons, moving with the system, i.e. masses connected through a kinematic mechanism or gear system
- F16F15/264—Rotating balancer shafts
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/22—Compensation of inertia forces
- F16F15/26—Compensation of inertia forces of crankshaft systems using solid masses, other than the ordinary pistons, moving with the system, i.e. masses connected through a kinematic mechanism or gear system
- F16F15/264—Rotating balancer shafts
- F16F15/268—Hollow shafts
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B67/00—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は自輪２輪車等のエンジンに採用される
バランサに関し、特にクランク軸とは別に専用の
バランサ軸を設ける型式のバランサ関する。DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a balancer employed in an engine of a two-wheeled motor vehicle or the like, and particularly to a type of balancer in which a dedicated balancer shaft is provided separately from a crankshaft.
（従来の技術）
一般にこの種のバランサのバランサ軸はクラン
ク室内に設けてあり、両端がクランクケースの側
壁で支持され、中間部にバランスウエイトが設け
てある。(Prior Art) Generally, the balancer shaft of this type of balancer is provided in the crank chamber, both ends are supported by the side walls of the crankcase, and a balance weight is provided in the middle.
（発明が解決しようとする問題点）
ところが上記構成によると、クランクケースの
両側壁には、クランク軸用の軸受部だけではな
く、バランサ軸用の軸受部をも設ける必要があ
る。従つてクランクケースの寸法及び重量が増加
する。又クランクケースにはバランサ軸用軸受部
を外側から覆うカバーをボルト止めしなければな
らず、そのために部品点数が多くなつて製造コス
トが増加する。更にバランサ軸の長さが長くなる
ので、バランサ軸自体の重量が増加することも避
けられない。(Problems to be Solved by the Invention) However, according to the above configuration, it is necessary to provide not only bearings for the crankshaft but also bearings for the balancer shaft on both side walls of the crankcase. The size and weight of the crankcase therefore increases. Furthermore, a cover that covers the balancer shaft bearing from the outside must be bolted to the crankcase, which increases the number of parts and increases manufacturing costs. Furthermore, since the length of the balancer shaft becomes longer, it is inevitable that the weight of the balancer shaft itself increases.
（問題点を解決するための手段）
上記問題を解決するために、本発明は、クラン
クケースの両側壁の間に中間ボスを設け、一方の
側壁と中間ボスに軸受部を設け、クランク軸に連
結するバランサ軸の端部と中間部を両軸受部によ
り支持し、バランスウエイトをバランサ軸の両軸
受部の間の部分及び中間ボスの軸受部から突出し
た自由端部に設け、各バランスウエイトを、それ
に対してバランサ軸半径方向に隣接する１対のク
ランクウエブの間に入り込めるように位置させ、
かつ、上記中間ボスから軸方向に離したことを特
徴としている。(Means for Solving the Problems) In order to solve the above problems, the present invention provides an intermediate boss between both side walls of the crankcase, a bearing section on one side wall and the intermediate boss, and a bearing section on the crankshaft. The ends and intermediate parts of the balancer shafts to be connected are supported by both bearing parts, and balance weights are provided in the part between the two bearing parts of the balancer shaft and the free end protruding from the bearing part of the intermediate boss, and each balance weight is , positioned so that it can fit between a pair of crank webs adjacent in the radial direction of the balancer shaft,
Further, it is characterized in that it is separated from the intermediate boss in the axial direction.
（作 用）
上記構成によると、クランク軸と同期してバラ
ンサ軸が回転することにより、エンジン全体の慣
性力のバランスが保たれる。又バランサ軸は一端
部と中間部がクランクケースの一方の側壁と中間
ボスとにより支持されるので、その回転状態は安
定する。(Function) According to the above configuration, the balancer shaft rotates in synchronization with the crankshaft, thereby maintaining the balance of the inertial force of the entire engine. Further, since the balancer shaft is supported at one end and the intermediate portion by one side wall of the crankcase and the intermediate boss, its rotational state is stable.
（実施例）
図面は本発明実施例を採用した自動２輪車用エ
ンジンの水平断面略図である。図面において、ク
ランクケース１は図示の分割面を境にして例えば
上下に分割可能であり、通常は複数のボルト２に
より上下両方の部分が一体的に固定されている。(Embodiment) The drawing is a schematic horizontal cross-sectional view of a two-wheeled motor vehicle engine employing an embodiment of the present invention. In the drawings, a crankcase 1 can be divided, for example, into upper and lower parts with the illustrated dividing plane as a boundary, and normally both the upper and lower parts are integrally fixed by a plurality of bolts 2.
クランクケース１の両側壁３，４には軸受孔５
が同芯に設けてあり、軸受孔５の内周によりブツ
シユ６を介してクランク軸７の両端部が支持され
ている。両側壁３，４の間において、クランクケ
ースにはクランク室を左右に二分する形で中間ボ
ス８が設けてあり、中間ボス８の軸受孔９の内周
がブツシユ１０を介してクランク軸７の長手方向
中間部を支持している。図示のエンジンは２気筒
で、中間ボス８の両側壁３，４の間にそれぞれ１
本のコネクテイングロツド１２（中心線のみ図
示）が位置している。 Bearing holes 5 are provided in both side walls 3 and 4 of the crankcase 1.
are provided concentrically, and both ends of the crankshaft 7 are supported by the inner periphery of the bearing hole 5 via a bush 6. Between the side walls 3 and 4, an intermediate boss 8 is provided in the crankcase to divide the crank chamber into left and right halves. It supports the longitudinal middle part. The illustrated engine has two cylinders, with one cylinder between each side wall 3 and 4 of the intermediate boss 8.
A book connecting rod 12 (only the center line shown) is located.
一方の側壁３には、上記軸受孔５の他に、軸受
孔１５（軸受部）が設けてあり、軸受孔１５の内
周によりブツシユ１６を介して筒状のバランサ軸
１７の一端部が回転自在に支持されている。ブツ
シユ１６から外側（図面で左側）へ突出したバラ
ンサ軸１７の端部にはギヤ１９が取付けてある。
ギヤ１９はクランク軸７に固定したギヤ２０と噛
合つており、バランサ軸１７はクランク軸７によ
りギヤ２０，１９を介して同一回転数で駆動され
るようになつている。なおギヤ１９はダンパー構
造となつており、内周側部分と外周側部分とが分
割されて円周方向のスプリング２１により連結さ
れている。 One side wall 3 is provided with a bearing hole 15 (bearing portion) in addition to the bearing hole 5, and one end portion of a cylindrical balancer shaft 17 is rotated by the inner periphery of the bearing hole 15 via a bush 16. freely supported. A gear 19 is attached to the end of a balancer shaft 17 that projects outward from the bush 16 (to the left in the drawing).
The gear 19 meshes with a gear 20 fixed to the crankshaft 7, and the balancer shaft 17 is driven by the crankshaft 7 via the gears 20 and 19 at the same rotation speed. The gear 19 has a damper structure, and the inner circumferential side and the outer circumferential side are divided and connected by a spring 21 extending in the circumferential direction.
バランサ軸１７はクランク軸７と平行であり、
一端部が上記軸受孔１５で支持されるとともに、
中間部が中間ボス８の軸受孔２５（軸受部）の内
周によりブツシユ２６を介して支持されている。
両ブツシユ１６，２６の間の部分においてバラン
サ軸１７にはバランサウエイト２８が一体に設け
てある。又バランサ軸１７はギヤ１９と反対側の
端部にはバランサウエイト２９が一体に設けてあ
る。 The balancer shaft 17 is parallel to the crankshaft 7,
One end is supported by the bearing hole 15, and
The intermediate portion is supported by the inner periphery of a bearing hole 25 (bearing portion) of the intermediate boss 8 via a bush 26 .
A balancer weight 28 is integrally provided on the balancer shaft 17 in a portion between the two bushes 16, 26. Further, a balancer weight 29 is integrally provided at the end of the balancer shaft 17 opposite to the gear 19.
バランサ軸１７は２箇所だけが上述の如く側壁
３と中間ボス８により支持されており、バランサ
ウエイト２９を設けたバランサ軸１７の端部は自
由端となつている。このバランサウエイト２９は
中間ボス８に比較的近い位置にあり、バランサ軸
１７全体はクランク軸７に比べて大幅に短くなつ
ている。又バランサウエイト２９に近い側壁４の
部分３０は傾斜しており、クランク軸７近傍の側
壁部分３１に比べ、中間ボス８側に入込むとも
に、その肉厚が薄く形成されている。 The balancer shaft 17 is supported at only two points by the side wall 3 and the intermediate boss 8 as described above, and the end of the balancer shaft 17 provided with the balancer weight 29 is a free end. This balancer weight 29 is located relatively close to the intermediate boss 8, and the entire balancer shaft 17 is significantly shorter than the crankshaft 7. Further, a portion 30 of the side wall 4 near the balance weight 29 is inclined, extends into the intermediate boss 8 side, and has a thinner wall thickness than a side wall portion 31 near the crankshaft 7.
なおバランサ軸１７の２箇所には外向きフラン
ジ状の突起３２がバランスウエイト２８，２９に
連続させて設けてある。又クランクケース１には
両突起３２に中間ボス８側から摺動自在に接触
（又は近接）する突起３３が設けてる。これらの
突起３２，３３の接触によりバランサ軸１７の軸
方向の位置決めが行なわれている。 Note that outward flange-shaped projections 32 are provided at two locations on the balancer shaft 17 so as to be continuous with the balance weights 28 and 29. Further, the crankcase 1 is provided with a protrusion 33 that slidably contacts (or comes close to) both protrusions 32 from the intermediate boss 8 side. The balancer shaft 17 is positioned in the axial direction by contact between these protrusions 32 and 33.
上記構成によると、エンジン運転中はクランク
軸７と同期してバランサ軸１７及びバランサウエ
イト２８，２９が回転し、それによりエンジン全
体の慣性力のバランスが保たれる。又バランサ軸
１７はバランサウエイト２８の両側の部分が側壁
３と中間ボス８により支持されるので、バランサ
軸１７は安定した状態で回転する。 According to the above configuration, the balancer shaft 17 and balancer weights 28, 29 rotate in synchronization with the crankshaft 7 during engine operation, thereby maintaining the balance of the inertial force of the entire engine. Further, since the balancer shaft 17 is supported by the side wall 3 and the intermediate boss 8 on both sides of the balancer weight 28, the balancer shaft 17 rotates in a stable state.
（発明の効果）
以上説明したように本発明によると、側壁４に
バランサ軸用軸受部を設ける必要がないので、側
壁４の部分においてクランクケース１の小形化や
軽量化を図ることができる。又側壁４にはバラン
サ軸用軸受部を外側から覆うカバーを取付ける必
要がないので、部品点数を少なくしてコストを低
減できる。更にバランサ軸１７が短くなるので、
バランサ軸１７自体も軽くすることができる。(Effects of the Invention) As described above, according to the present invention, there is no need to provide a balancer shaft bearing portion on the side wall 4, so that the crankcase 1 can be made smaller and lighter in the side wall 4 portion. Further, since it is not necessary to attach a cover to the side wall 4 to cover the balancer shaft bearing portion from the outside, the number of parts can be reduced and costs can be reduced. Furthermore, since the balancer shaft 17 becomes shorter,
The balancer shaft 17 itself can also be made lighter.
更に本発明では、図面から明らかなように、各
バランスウエイト２８，２９が、それに対して
（図面で左側のバランスウエト２８のように）バ
ランサ軸半径方向に隣接する１対のクランクエイ
ブ４０間に入り込めるように位置している。この
ようなレイアウトでは、バランスウエイト２８，
２９をクランク軸７に接近させ、クランク軸半径
方向におけるエンジンの寸法を減少させることが
できる。 Furthermore, in the present invention, as is clear from the drawings, each balance weight 28, 29 is arranged between a pair of crank waves 40 adjacent to it in the radial direction of the balancer shaft (like the balance weight 28 on the left side in the drawings). It's located so that you can get into it. In such a layout, the balance weight 28,
29 closer to the crankshaft 7, the dimensions of the engine in the radial direction of the crankshaft can be reduced.
そして、バランスウエイト２８，２９を上述の
如くクランクウエブ４０の間に入り込めるように
配置すると、結果的に、バランスウエイト２８，
２９は中間ボス８から軸方向に比較的大きく離れ
る。その様に中間ボス８から離れた複数のバラン
スウエイト２８，２９を有するバランサ軸１７
は、従来技術によると両端が支持されるが、本件
発明者は、従来採用されている両端支持構造を見
直して、それが必ずしも必要でないこと、すなわ
ち、バランサ軸の一端部と中間部だけを支持すれ
ばよいことを確認した。その結果、エンジン寸法
を、上述の如く、クランク軸半径方向に減少させ
るだけではなく、軸方向にも減少させてることが
可能となつている。 If the balance weights 28 and 29 are arranged so as to fit between the crank webs 40 as described above, as a result, the balance weights 28 and 29
29 is relatively far away from the intermediate boss 8 in the axial direction. The balancer shaft 17 has a plurality of balance weights 28 and 29 spaced apart from the intermediate boss 8 in this way.
According to the prior art, both ends of the balancer shaft are supported, but the inventor of the present invention reviewed the conventionally adopted both-end support structure and found that this is not necessarily necessary, that is, only one end and the middle part of the balancer shaft are supported. I confirmed what I should do. As a result, it is possible to reduce the engine size not only in the radial direction of the crankshaft, as described above, but also in the axial direction.
ちなみに、図中の符号３５，３６，３７はそれ
ぞれ従来のクランクケース側壁、バランサ軸、カ
バーを示しており、図面での比較からも本発明が
上記効果を有することは明らかである。 Incidentally, numerals 35, 36, and 37 in the drawings respectively indicate the conventional crankcase side wall, balancer shaft, and cover, and it is clear from a comparison of the drawings that the present invention has the above effects.
図面は本発明実施例を採用した自動２輪車用エ
ンジンの水平断面略図である。１…クランクケー
ス、３，４…側壁、７…クランク軸、８…中間ボ
ス、１５，２５…軸受孔（軸受部）、１７…バラ
ンサ軸、２８，２９…バランスウエイト。
The drawing is a schematic horizontal cross-sectional view of a two-wheeled motor vehicle engine employing an embodiment of the present invention. DESCRIPTION OF SYMBOLS 1... Crank case, 3, 4... Side wall, 7... Crank shaft, 8... Intermediate boss, 15, 25... Bearing hole (bearing part), 17... Balancer shaft, 28, 29... Balance weight.
Claims (1)
け、一方の側壁と中間ボスに軸受部を設け、クラ
ンク軸に連結するバランサ軸の端部と中間部を両
軸受部により支持し、バランスウエイトをバラン
サ軸の両側受部の間の部分及び中間ボスの軸受部
から突出した自由端部に設け、各バランスウエイ
トを、それに対してバランサ軸半径方向に隣接す
る１対のクランクウエブの間に入り込めるように
位置させ、かつ、上記中間ボスから軸方向に離し
たことを特徴とするエンジンのバランサ。1. An intermediate boss is provided between both side walls of the crankcase, a bearing is provided on one side wall and the intermediate boss, and the end and intermediate portion of the balancer shaft connected to the crankshaft are supported by both bearings, and the balance weight is supported by the bearings. It is provided at the portion between both side bearing parts of the balancer shaft and at the free end protruding from the bearing part of the intermediate boss, so that each balance weight can be inserted between a pair of crank webs adjacent to it in the radial direction of the balancer shaft. A balancer for an engine, characterized in that the engine balancer is located at and axially separated from the intermediate boss.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24898784A JPS61127939A (en) | 1984-11-26 | 1984-11-26 | Balancer for engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24898784A JPS61127939A (en) | 1984-11-26 | 1984-11-26 | Balancer for engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS61127939A JPS61127939A (en) | 1986-06-16 |
| JPH0249423B2 true JPH0249423B2 (en) | 1990-10-30 |
Family
ID=17186339
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP24898784A Granted JPS61127939A (en) | 1984-11-26 | 1984-11-26 | Balancer for engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61127939A (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3707297A1 (en) * | 1987-03-06 | 1988-09-15 | Frey & Winkler | NOSE PLATE FOR GLASSES |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5740143A (en) * | 1980-07-10 | 1982-03-05 | Daimler Benz Ag | Straight type five-cylinder internal combustion engine with weight balance shaft |
| JPS5744863A (en) * | 1980-08-29 | 1982-03-13 | Showa Electric Wire & Cable Co Ltd | Measuring method for water content contained in void part in cable |
-
1984
- 1984-11-26 JP JP24898784A patent/JPS61127939A/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5740143A (en) * | 1980-07-10 | 1982-03-05 | Daimler Benz Ag | Straight type five-cylinder internal combustion engine with weight balance shaft |
| JPS5744863A (en) * | 1980-08-29 | 1982-03-13 | Showa Electric Wire & Cable Co Ltd | Measuring method for water content contained in void part in cable |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS61127939A (en) | 1986-06-16 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| LAPS | Cancellation because of no payment of annual fees |