JPH03286142A - Crankshaft moving supercharger - Google Patents

Abstract

PURPOSE:To prevent the secondary vibration from occurring by providing counterweights which reverse at the same angle speed with that of spiral displacers and also generate the same centrifugal force with that of the displacers, and canceling mutually the secondary inertia force of the reciprocation mass of an engine and centrifugal force which acts on an eccentric turning body. CONSTITUTION:Spiral dispalcers 9 are arranged within a spiral passage 21 so that they may be fitted at an eccentric turning body 8 rotated by means of a crank shaft 4, and may be rotated at an angle speed which is twice the speed of the crank shaft 4, and also may generate centrifugal force which is half as much as the secondary inertia force of the reciprocating mass of an engine. Next, counterweights 32, 33 which reverse at the same angle speed with that of spiral displacers 9 and also generate the same centrifugal force with that of the displacers, are provided, and as a result, the secondary inertia force of the reciprocating mass of the engine and centrifugal force acting upon the eccentric turning body 8, cancel each other, and the secondary vibration due to the secondary inertia force component is prevented.

Description

[Detailed Description of the Invention] [Industrial Application Field] This invention relates to a crankshaft-driven supercharger that uses the rotation of the engine's crankshaft to drive an air compressor to supercharge a large amount of air to the engine. .

[Conventional technology]

In recent years, in order to increase the engine output of popular cars, supercharging devices that increase the supercharging pressure of the engine, ie, turbochargers, have been put into practical use. The high output of this engine is achieved by increasing the supercharging pressure to the engine cylinders and increasing the air density by cooling with an intercooler etc., which greatly increases the amount of air intake into the engine, and supplies the amount of fuel corresponding to that amount. This is achieved by increasing the

However, a turbocharger uses exhaust gas energy to turn a turbine, which drives an air compressor to supercharge a large amount of air to the engine. However, the compressor does not immediately increase the rotation to high speeds, and the boost pressure does not increase. In this way, the turbocharger is not only unable to increase torque in the medium and low speed rotation and medium and low load ranges, but also the combustion The situation worsens, and the generation of blue-white smoke and bad odors becomes a problem.

Therefore, mechanical superchargers (superchargers), which can obtain constant boost pressure regardless of the load, have come into use. This mechanical supercharger is a device that uses the rotation of the engine's crankshaft to drive a compressor to supercharge the engine, without using exhaust gas. something is known.

For example, for EVA and spiral type superchargers, Figures 7 and 8
The one shown in the figure is known (Utility Model Application Publication No. 1-711
(Refer to Publication No. 37), that is, the supercharger has a spiral passage 5 extending from a suction port 59 on the outer peripheral surface to a discharge port 60 in the center.
7.58 and a housing 51 having an end plate 52 that closes one of the front and rear surfaces of the passage 5758, the spiral displacers 63 and 64 inserted in the passage 57.58, and the other side of the passage 5758. It is equipped with an eccentric rotating body 61 having an end plate 62 that closes one surface, and when the drive shaft 71 rotates, the end plate 62 rotates due to the action of the eccentric shaft part 72 provided at the end of the drive shaft, and the spiral displacer The chambers 57a, 57 formed between the two side surfaces of the passageway 57.58 and the two side surfaces of the passageway 57.
b58a and 58b compress and send air from the suction port 59 to the discharge port 60.

These mechanical superchargers are retrofitted to the engine and are extremely compact.

[Problem to be solved by the invention]

However, these mechanical superchargers have the following problems. That is, since a mechanical supercharger is driven by the engine crankshaft via a belt, it is necessary to tighten the belt, and it is also necessary to increase the number of belts or widen the belt. Therefore, there is a problem in that the external dimensions of the engine increase.

In addition, mechanical superchargers are generally configured to increase the rotational speed relative to the engine in order to secure the rated air volume, which increases the number of times the discharge air is compressed and significantly increases the driving torque. There is a problem in that the fuel consumption increases, leading to deterioration of fuel efficiency.

Furthermore, in a mechanical supercharger, the higher the rotation speed, the more compressed air leaks. For example, in the spiral type supercharger described above, compressed air leaks in gaps between the spiral displacer and the spiral casing and the wall surface of the end plate. In addition, in the Roots type, there is air leakage between the rotors and backflow of discharged air, and in the Lyssillum type, there is compressed air leakage between the rotors and between the rotor and the casing. Air introduced from the suction port is repeatedly adiabatically compressed twice or thrice, and the temperature of the discharged air increases due to this adiabatic compression and leakage.

If the spiral displacer or the like is manufactured so that the gap is zero during high speed rotation in consideration of the thermal expansion of the spiral displacer etc. due to this temperature rise, leakage will become significant during medium and low speed rotation. For this reason, in a spiral supercharger, the maximum pressure ratio is 2.0~2°2
is the limit, and the pressure ratio cannot be set very high. Therefore, the above-mentioned supercharger requires a two-stage supercharging, that is, a supercharger during turbocharging, and an outer cooler for each, resulting in a problem that the shape becomes complicated and the cost increases.

Therefore, in order to solve this problem, the applicant directly drives the supercharger by the crankshaft without using a belt, and by keeping the rotational speed of the supercharger low,
We developed a compact crankshaft-driven supercharger that can obtain a high pressure ratio with low driving torque, and filed a separate application.

The crankshaft-driven supercharger is shown in Figures 9, 10, and 10.
This will be explained with reference to FIG. 10(A), FIG. 10(B), and FIG. 11. FIG. 9 is a sectional view of the crankshaft supercharger, FIG. 10 is a sectional view taken along line XX in FIG. 9, FIG. Diagram (B)
10 is a sectional view taken at a portion B in FIG. 10, and FIG. 11 is an explanatory diagram showing the operation of this crankshaft supercharger.

As shown in FIG. 9, the crankshaft supercharger, in particular,
Spiral ill placed on the back of the flywheel 14
It consists of a channel 21.22 and a radially reciprocatable spiral displacer 9 arranged in the channel 21.22. That is, the crankshaft supercharger is located on the back side of the flywheel 14 and on the flywheel housing 10.
A spiral passage 21.22 with a suction port 2 and a discharge port 3 provided on the inner circumferential side, a drive shaft 15 with a drive gear 5 arranged so as to be rotated by the rotation of the crankshaft 4, and a drive shaft 15 in the passage 21.22. The displacer 9 has a spiral displacer 9 which is disposed in the air and is rotated by the rotation of the drive shaft 15 to compress the air from the suction port 2 and send it out to the discharge port 3.

In this crankshaft-driven supercharger, a drive shaft 15 is attached to the crankshaft 4, and a drive shaft 6S is connected to the drive shaft 15.
are arranged point-symmetrically, and each station drive shaft 6S is drivingly connected to the crank wheel 4 and rotated by the rotation of the crank 1llI4. Each drive shaft 6S is integrally formed with an eccentric shaft portion 7 mounted eccentrically to the rotation axis of each station drive shaft 6S, and each eccentric shaft portion 7 has a spiral shaft portion 7 disposed in a spiral passage 21, 22. Eccentric rotating body 8 that rotates the display suspension 9
is installed. Therefore, the rotation of the crankshaft 4 is
The eccentric rotating body 8 is caused to perform rotation and circular motion in the radial direction, that is, rotation. The rotation of the eccentric rotating body 8 results in a movement that causes the spiral displacer 9 to reciprocate in the radial direction within the spiral passage 21,22.

To explain this crankshaft supercharger in detail, a spiral passage 21 equipped with a suction port 2 and a discharge port 3,
22, a driving gear 5 connected to the crankshaft 4, a pair of driven gears 6 that mesh with the driving gear 5, a rotating body 8 connected to the eccentric shaft portion 7 of the driven gear 6, a rotating body 8 provided with the rotating body 8; It has a spiral displacer 9 and a spiral casing 11 provided in a flywheel housing 10.

The suction port 2 is provided at the outer periphery of the flywheel housing 10, and the discharge port 3 is provided at the center of the flywheel housing 10. The crankshaft 4 protrudes from a bearing hole 13 in a cylinder body 12 of the engine and is connected to a drive shaft 15 of a flywheel 14 . Further, the drive gear 5 is attached to the outer peripheral surface of the drive shaft 15 of the flywheel 14. A driven gear 6 that meshes with this driving gear 5
A bearing 1 is attached to a support shaft 16 protruding from the cylinder body 12.
7, and is rotatably supported by the flywheel housing 1o via a wheel support 18. The driven gear 6 is configured to have the same number of teeth as the drive gear 5 or an increased number of teeth. The pair of driven gears 6 are arranged diametrically with respect to the crankshaft 4 in a point-symmetrical manner with a phase difference of 180 degrees. Further, the eccentric shaft portion 7 of the driven gear 6 is fitted into the connecting hole 19 of the eccentric rotating body 8, and the eccentric rotating body 8 connects the eccentric shaft portion 7 of one driven gear 6 with the eccentric shaft portion 7 of the other driven gear 6. The structure is such that it is supported at two points on the eccentric shaft portion 7.

Furthermore, the eccentric rotating body 8 is connected to the drive shaft 1 of the flywheel 14.
5 is placed in a loaded state. A flywheel housing 10 covering a flywheel 14 is attached to the cylinder body 12. The eccentric rotating body 8 is arranged on the inner peripheral side of the flywheel housing 10.

Further, the flywheel housing 1o has a through hole 20 in the center thereof, and the drive shaft 15 of the flywheel 14 is inserted through the through hole 2o. A spiral casing 11 consisting of two spiral partition walls is erected in the flywheel housing 1o, and double spiral passages 21 and 22 are formed. Those passages 21.2
The port 2 communicates with the suction port 2, and the outlet communicates with the discharge port 3. The discharge port 3 is arranged outside the through hole 20. The two passages 821.22 are formed to have approximately the same width over their entire length. Further, spiral displacers 9 are inserted into each of the passages 21 and 22, and are provided upright on the rotary body 8, and are arranged at equal intervals over the entire length.

The bar-shaped outline shown by a chain line in FIG. 9 is a virtual link 23 drawn on the rotating body 8 in order to clearly explain how the rotating body 8 rotates. This virtual link 23 has a distance r between the axial center 26 of the driven gear 6 and the axial center 27 of the eccentric shaft portion 7 with the axial center 25 of the drive shaft 15 as the center (see FIG. ) It rotates while drawing a circle 24 with radius.

Next, the operation of this crankshaft supercharger will be explained. In a crankshaft-driven supercharger, engine rotation is transmitted from the crankshaft 4 to a drive shaft 15, a drive gear 5 formed on the outer circumferential surface of the drive shaft 15, and then to a driven gear 6 that meshes with the drive gear 5. . As shown by the arrow in FIG. 9, when the driving gear 5 rotates counterclockwise, the driven gear 6 rotates clockwise at the same speed or at a reduced speed. As the driven gear 6 rotates, the eccentric rotating body 8 rotates around the axis 26 of the driven gear 6 and rotates on a plane perpendicular to the axis 25 of the drive shaft 15. The movement of the eccentric rotating body 8 will be understood from the movement of the virtual link 23 shown in (a), (b), (C), (d) and (e) of FIG. The movement of the spiral displacer 9 is similar.

FIG. 11 shows how the air sucked in from the suction port 2 is sent to the discharge port 3 while being compressed.
The shaded area is air. Fulcrum P of virtual link 23
and the fulcrum Q are P, , Q in (a) of Fig. 11, respectively.
, from (b) P2. Q2, (c) Ps, Qs, (d
As the spiral displacer 9 sequentially moves to P, , Q in ), then P, , Q in (e) (initial position), the spiral displacer 9 moves as shown by diagonal lines in FIG. As a result, the air sucked in from the suction port 2 is compressed little by little, sent to the discharge port 3, and discharged.

However, this crankshaft supercharger, for example,
When a multiple-cylinder engine such as a two-cylinder engine is rotated at a constant speed, a problem arises in that secondary vibrations are amplified. That is, as shown in Fig. 5, the length of the connecting rod is l, and the crank radius (distance from the center of the crankshaft to the center of the bottle) is r.
The angle between the crank and the perpendicular is θ, and the angular velocity of the crankshaft is ω.
, if the reciprocating mass of the reciprocating portion of each cylinder is m, then the inertial force exerted by each reciprocating mass; the primary inertial force component R1 is; R, = m, r, ω” Cog θ −111 −・− ■Second-order inertial force component R7 is; Rz = (1/λ)m, r, ω” Cos 2θ−
・－・－■. However, λ=r, /1.

For a 4-cylinder engine, the primary inertial force fraction R1 is; R+ = 2m* re ω” cos θ+2mar
, ω”CoS (θ+π)−2mar, ω”C
oSθ 2 me r a 6J ”CO32θ+2.

On the other hand, the secondary inertial force fraction R2 is; R, = 2 (1/λ) m, r, <11' CO32
θ+2(1/λ)mar, ω”C052(θ+π〉
=4(1/λ)m, r, ω"cos2θ --------
■In this way, in a two-cylinder multiple engine, the primary inertia force component R1 of the engine's reciprocating mass becomes zero, but since there is a secondary inertia force component R8, the second-order inertia force component R2 and Secondary vibration is generated in cooperation with the centrifugal force acting on the eccentric rotating body.

Therefore, an object of the present invention is to solve the above problems, and in order to cancel out the secondary inertia force of the reciprocating mass of the engine and the centrifugal force acting on the eccentric rotating body, by providing a counterweight, 2 due to the inertial force distribution
Another object of the present invention is to provide a crankshaft supercharger that prevents vibrations.

[Means to solve the problem]

In order to achieve the above object, the present invention is configured as follows. That is, the present invention provides a spiral illuminator provided on the inner circumferential side of the housing on the back surface of the flywheel.
an eccentric rotating body that rotates on a crankshaft; and an eccentric rotating body that rotates at twice the angular velocity of the crankshaft when attached to the eccentric rotating body and generates a centrifugal force half the magnitude of the secondary inertia of the reciprocating mass of the engine. The present invention relates to a crankshaft supercharger having a spiral displacer disposed within a spiral ins and a counterweight that rotates in reverse at the same angular velocity as the spiral displacer and generates the same centrifugal force.

[Effect]

Since the crankshaft supercharger according to the present invention is configured as described above, it operates as follows.

That is, the secondary inertia force R of the reciprocating force of a 4-cylinder engine is: R=4(1/λ)mare ω”cos2θ −−−−
-1■ The spiral displacer rotates at twice the angular velocity of the crankshaft, so if the mass of the spiral displacer is ms and the distance from the center of the crankshaft to the center of gravity of the spiral displacer is r, then the centrifugal force F1 of the spiral displacer is; F, = m, r, (2(11)”) On the other hand, since the counterweight and t rotate at the same angular velocity as the spiral displacer, the mass of the counterweight is calculated by mc and the distance from the center of the crankshaft to the center of gravity of the counterweight. When the distance is rc, the centrifugal force FC of the counterweight is; Fe==mcre (2ω)t Moreover, since the spiral displacer and the counterweight are configured to generate the same magnitude of centrifugal force; F, l = l FC+ -1--
--■ Also, since the centrifugal force of the spiral displacer is given to be 1/2 of the secondary inertia force R of the reciprocating mass of the engine; R1=21F, l ·--■.

Therefore, from 2〇 and 2〇; R1-IF, l+1Fcl ---■ stands out.

That is, the secondary inertia force R of the reciprocating mass of the engine balances the centrifugal force F of the spiral displacer and the centrifugal force FC of the counterweight. In this way, the secondary inertial force of the reciprocating mass of the engine and the centrifugal force acting on the eccentric rotating body cancel each other out, so it is possible to prevent secondary vibrations caused by the secondary inertial force R from occurring.

〔Example〕

Hereinafter, an embodiment of a crankshaft supercharger according to the present invention will be described with reference to the drawings. FIG. 1 is a sectional view showing one embodiment of a crankshaft-driven supercharger according to the present invention, and FIG.
The figure is a sectional view taken along the line ■-■ in FIG. 1, FIG. 2 (A) is a sectional view taken along the line A in FIG. Figure (A) is a cross-sectional view taken at part A in Figure 3, Figure 4 is an explanatory diagram for explaining the operation of this crankshaft-driven spiral supercharger, and Figure 5 is a diagram of the engine, spiral displacer, and counterweight. An explanatory diagram showing a dynamic model, and FIG. 6 are explanatory diagrams showing a positional relationship among an engine, a spiral displacer, and a counterweight. In each of the above drawings,
The same reference numerals are given to parts having the same functions as those shown in FIGS. 9 and 10.

This crankshaft supercharger mainly consists of an eccentric rotating body 8 rotated by a crankshaft 4, a spiral displacer 9 attached to the eccentric rotating body 8, and a spiral displacer 9 that rotates in reverse at the same angular velocity and generates the same centrifugal force. The counterweight 37 has a counterweight 37. crank 11
The flywheel 14 is drivingly connected to the flywheel 114, and a spiral passage is provided on the inner circumferential side of the flywheel housing 10 that surrounds the flywheel 14 at a position on the back side of the flywheel 14. A spiral casing 11 forming 21, 22 is installed. The spiral displacer 9 is configured to rotate in the inserted state in these spiral passages 21, 22.

In this crankshaft supercharger, a flywheel housing 10 is attached to a cylinder body 12 and covers the outside of a flywheel 14. A suction port 2 is provided on the outer peripheral side of the flywheel housing 10, and a discharge port 3 is provided in the center of the flywheel housing 10. A drive shaft 15 of the flywheel 14 is connected to the crankshaft 4, and a crankshaft side drive gear 30 is mounted on the outer peripheral surface of the drive shaft 15. This crankshaft side drive gear 30 meshes with a pair of spiral displacer driven gears 31. An eccentric rotating body 8 is connected to each eccentric shaft portion 7 of each drive shaft 7S provided with each spiral displacer driven gear 31,
It is arranged in a charged state on the back side of the flywheel 14.

The eccentric rotating body 8 is provided with a pair of spiral displacers 9 inserted into each spiral path 21, 22. In addition, the flywheel housing 10 includes
A spiral casing 11 is provided. The spiral displacer driven gear 31 drives a counterweight drive gear 32.33 provided on the drive shaft 73C, and the drive shaft 7 provided with the counterweight drive gear 32.33.
A counterweight 37 is connected to the eccentric shaft portion 36 of 3C.

The flywheel housing 10 has a through hole 20 in the center thereof, and the drive shaft 15 of the flywheel 14 is inserted through the through hole 20. A spiral casing 11 consisting of two spiral partition walls is installed in the flywheel housing 10, and the spiral casing 11
A double spiral passage 21,22 is formed by this.

These two spiral passages 21, 22 are formed to have the same width over their entire length. The inlets of these passages 2122 communicate with the suction port 2, and the outlets communicate with the discharge port 3.

Further, the discharge port 3 is arranged outside the through hole 20.

Furthermore, each of these passages 21 and 22 is loaded with a spiral displacer 9, which is provided upright on the eccentric rotating body 8 and arranged at equal intervals over the entire length.

The crankshaft 4 protrudes from a bearing hole 13 in a cylinder body 12 of the engine and is connected to a drive shaft 15 of a flywheel 14 . The crankshaft side drive gear 30 is attached to the outer peripheral surface of the drive shaft 15 of the flywheel 14.

The spiral displacer driven gear 31 that meshes with the crankshaft side drive gear 30 is rotatably supported via a bearing 17 on a support shaft 16 protruding from the cylinder body 12, and a bearing 1 on the flywheel housing 10.
It is rotatably supported via 8. Further, the number of teeth of the crankshaft side drive gear 30 is twice the number of teeth of the spiral displacer driven gear 31. Therefore, when the crankshaft side drive gear 30 rotates once, the spiral displacer driven gear 31 rotates twice.

Further, the eccentric shaft portion 7 of the drive shaft 7S provided with the spiral displacer driven gear 31 is connected to the connecting hole 1 of the eccentric rotating body 8.
9, the eccentric rotating body 8 is supported at two points: the eccentric shaft portion 7 of one spiral displacer driven gear 31 and the eccentric shaft portion 7 of the other spiral displacer driven gear 31. ing. A counterweight first drive gear 32 is integrally formed with each spiral displacer driven gear 31 . Each counterweight first drive gear 32 meshes with a counterweight second drive gear 33, respectively. The number of teeth of the counterweight first drive gear 32 is equal to the number of teeth of the counterweight second drive gear 33. Therefore, when the counterweight first driving gear 32 rotates once, the counterweight second driving gear 32 meshing with the counterweight first driving gear 32 rotates once.
The drive gear 33 makes one revolution in the opposite direction. The counterweight second drive gear 33 is rotatably attached to a support shaft 35 protruding from the cylinder body 12 via a bearing 34. Eccentric shaft portion 3 of counterweight second drive gear 33
A counterweight 37 is attached to 6.

In FIG. 1, among the items indicated by chain lines, the right side shows the counterweight 37, while the left side is the virtual mass 9M drawn to clearly explain how the spiral displacer 9 rotates. This virtual mass 9M is
As shown by a chain line circle 24, the axis 26 of the drive shaft 7S provided with the spiral displacer driven gear 31 and the axis 27 of the eccentric shaft portion 7 are aligned around a point near the axis 25 of the crankshaft 4. It rotates eccentrically while drawing a circle 24 with a radius of distance r. The diameter CD of the circle 24 is CD=2r=AB-2T, where AB is the width of the passage and T is the thickness of the spiral displacer 9.

The counterweight 37 is supported by an eccentric shaft portion 36 of a drive shaft 73C provided with a pair of counterweight second drive gears 33, and the counterweight 37 has a virtual mass of 9
Similarly to M, while drawing a circle 39 centered on a point near the axis 25 of the crankshaft 4, the radius is the distance 1!1r between the axis 40 of the support shaft 35 and the axis 41 of the eccentric shaft portion 36. Rotate eccentrically. This circle 39 is a circle of the same size as the circle 24. Further, the mass of the counterweight 37 is the same as the virtual mass 9M.

Next, the operation of the crankshaft supercharger according to the present invention will be explained. The rotation of the engine is controlled by the crankshaft 4, the drive shaft 15, and the crankshaft side drive gear 30 formed on the outer circumferential surface of the drive shaft 15. The signal is then transmitted to the spiral displacer driven gear 31 that meshes with the crankshaft side drive gear 30. As shown by arrow A in FIG. 1, when the crankshaft drive gear 30 rotates counterclockwise A, the spiral displacer driven gear 31 and the first counterweight
The drive gear 32 rotates in the clockwise direction B. As the spiral displacer driven gear 31 rotates, the spiral displacer 9 (virtual mass 9M) eccentrically rotates in the clockwise direction C while drawing a circle 24. On the other hand, as the counterweight first drive gear 32 rotates in the clockwise direction B,
The counterweight second drive gear 33 that meshes with the counterweight first drive gear 32 rotates counterclockwise. This counterweight second drive gear 33
As the counterweight 37 rotates, the counterweight 37 eccentrically rotates counterclockwise while drawing a circle 39. In this way, the virtual mass 9M and the counterweight 37 rotate in opposite directions, and their rotation radius and rotation angular velocity are equal.

Symbols (a), (b), (C), (d) and (e) in Fig. 4
) shows the movement of the virtual mass 9M and the counterweight 37. The virtual mass 9M rotates counterclockwise, whereas the counterweight 37 rotates clockwise in the opposite direction. In code (a), the rotation center of the virtual mass 9M and the rotation center of the counterweight 37 are both located above, and in code (b), the rotation center of the virtual mass 9M is located on the right, and the rotation center of the counterweight 370 is located on the left. However, the re-rotation center is closest. And in code (C), the virtual mass 9
The rotation center of M and the rotation center of the counterweight 37 are both located below, and in code (d), the rotation center of the virtual mass 9M is located on the left, the rotation center of the counterweight 37 is located on the right, and the re-rotation center is Next, at the farthest point 0, at symbol <e>, the center of rotation of the virtual mass 9M and the center of rotation of the counterweight 37 are both upward again, returning to the position of symbol (a).

In FIG. 5, a mechanical model of the engine, spiral displacer 9, and counterweight 37 in this crankshaft supercharger is shown. The engine is a model in which a reciprocating mass m moves on a crank pin at a distance r*lIl from the center 25 of the crankshaft 4 at an angular velocity ω every day. The mass of the spiral displacer 9 is m
6, on the circumference whose radius is the distance jlrl from the center 25 of the crankshaft 4 to the center of gravity of the spiral displacer 9, move in the opposite direction to the crankshaft 40 rotations at twice the rotational speed of the crankshaft 4. Similarly, the counterweight 37 has a mass me and extends along a circumference whose radius is the distance rc from the center 25 of the crankshaft 4 to the center of gravity of the counterweight 37, in the same direction as the rotation direction of the crankshaft 4. It is assumed that the motor moves in the same direction every day at twice the rotational speed of the crankshaft 4.

Note that the spiral displacer 9 and the counterweight 37 are both attached to the crankshaft 4 as shown in FIG.
Although there is no center of rotation at the center 25 of the crankshaft 4, this model assumes that the center of rotation is at the center 25 of the crankshaft 4. Further, it is assumed that the object rotates on a circumference whose radius is the distance from the center of rotation to the center of gravity.

In the case of a four-cylinder engine, when the crank angle is θ, the secondary inertial force component R of the reciprocating mass m is expressed by the following equation.

R=4(1/λ) me re (L” cos
2θ −■ On the other hand, the centrifugal force F generated by the spiral displacer 9 and the centrifugal force F generated by the counterweight 37 are respectively;
Fc1=merc (2ω> ” -=■ Fig. 6 is an explanatory diagram showing the positional relationship among the engine, spiral displacer 9, and counterweight 37 of this crankshaft-driven spiral supercharger. When θ=0, 2 The next inertial force R is the maximum in the X direction (R = 4 (1/λ) m
, r, ω"). At this time, m, , mC is located at the bottom, and R is canceled by the centrifugal force FI + Fe.

When θ-π/4, the secondary inertial force R becomes zero according to equation (2). At this time, m, , mC are at horizontal positions, so the centrifugal force in the X-axis direction is O, and the centrifugal force in the left-right direction is F.
, =Fc, and cancel each other out.

When θ-π/2, the secondary inertial force R is the minimum in the X direction (
R=4(1/λ) m, r, a+'').

At this time, m*, m( are located at the top, and the centrifugal force is F
l +FC, which cancels out the secondary inertial force R.

When θ-3π/4, the secondary inertial force R becomes zero, similar to when θ=π/4, and F and FC act in opposite directions and cancel each other out.

When θ=π is the same as when θ=0.

In subsequent operations, the above operations are repeated.

From the above, the conditions under which the secondary inertial force component R of the reciprocating mass m is balanced are: R1=lF, l+lFC+ --■F l -I
Fcl −−−−−−■ From formula ■, 4(l/λ)mer* ω3 = ms r, (2ω door + mc rc (2ω〉χ−
・・■ ,', (1/λ)m, r, =m, r, +mc
rc・----・[Phase] From formula ■, m@ r @ ”” m(r c '--
'-'-' (jD Therefore, if m, r, and mrc are selected so as to satisfy Equations 0 and 0, and the positional relationship is as shown in Figure 6, then the secondary inertial force component of the reciprocating mass will be R becomes balanced with the centrifugal force of the eccentric rotating body 8.

Since the eccentric rotating body 8 is supported at two points P and Q by the two spiral displacer driven gears 31, the eccentric rotating body 8 rotates repeatedly along a predetermined path without causing any positional deviation. Therefore, the gap between the spiral displacer 9 and the flywheel housing IO and the gap between the spiral casing 11 and the eccentric rotating body 8 can be reduced, and air leakage can be minimized.

This crankshaft-driven supercharger is installed inside the flywheel 14, which is a rotating component with the largest rotational radius among engine-mounted components, so the number of spirals can be increased and the pressure ratio can be reduced by internal compression. Not only can the pressure ratio be set to 2.2 or more, but the degree of freedom in the pressure ratio can be increased.

In the above embodiment, the spiral casing 11 is installed upright on the flywheel housing 10, but it may be installed upright on the cylinder body 12 instead.

Further, the crankshaft side drive gear 30 may be mounted on the outer peripheral surface of the crankshaft 4 instead of being mounted on the outer peripheral surface of the drive shaft 15.

〔Effect of the invention〕

Since the crankshaft supercharger according to the present invention is configured as described above, it has the following effects. In other words, this crankshaft-driven supercharger consists of a spiral passage provided on the inner circumferential side of the housing on the back of the flywheel, an eccentric rotating body that rotates with the crankshaft, and an eccentric rotating body that is attached to the eccentric rotating body and has a diameter twice as large as that of the crankshaft. A spiral displacer arranged in the spiral passage that rotates at an angular velocity and generates a centrifugal force half the magnitude of the secondary inertia of the reciprocating mass of the engine, and a spiral displacer that rotates at the same angular velocity and generates the same centrifugal force as the spiral displacer. Since it has a counterweight that
The secondary inertial force of the reciprocating mass of the engine and the centrifugal force acting on the eccentric rotating body can cancel each other out, thereby preventing the occurrence of secondary vibrations. The spiral displacer is rotated by the rotation of the eccentric rotating body, and the function of the spiral displacer allows air from the suction port to be compressed and sent to the discharge port.

In addition, this crankshaft-driven supercharger can be configured so that the belt for driving the supercharger is removed and the engine rotation is taken directly from the crankshaft, without increasing the external dimensions of the engine, and in addition, the installation position can be reduced. Since it is mounted on the back of the flywheel, which has the largest rotation radius among engine-mounted parts, sufficient space can be secured and the supercharger can be made extremely compact.

Furthermore, since the crankshaft-driven supercharger is placed on the back of the flywheel, which is a rotating component with the largest rotational radius among engine parts, for example, by increasing the number of spirals, the rotation of the supercharger can be reduced. A sufficiently high pressure ratio can be obtained without increasing the speed. Therefore, the driving torque required to drive this crankshaft-driven supercharger is small, which not only saves fuel consumption, but also eliminates the need for a two-stage supercharger and outer cooler, which simplifies the overall shape and reduces costs. Become cheap.

[Brief explanation of drawings]

FIG. 1 is a sectional view showing an embodiment of a crankshaft turbocharger according to the present invention, FIG. 2 is a sectional view taken along the line ■-■ in FIG. 1, and FIG. 3 is a sectional view taken along the line m-m in FIG. 1, FIG. 3 (A) is a sectional view taken at the part A in FIG. 3, and FIG. An explanatory diagram for explaining the operating state of the charger. Fig. 5 is an explanatory diagram showing a mechanical model of the engine, spiral displacer, and counterweight in this crankshaft-driven supercharger. An explanatory diagram showing the positional relationship of an engine, a spiral displacer, and a counterweight in a charger, FIG. 7 is a sectional view showing a conventional spiral supercharger, FIG. 8 is a sectional view taken along line ■-■ in FIG. FIG. 9 is a sectional view showing a crankshaft supercharger disclosed in another application related to the present applicant;
Figure 1O is a cross-sectional view taken along the line
FIG. 11 is an explanatory diagram showing the operating state of the crankshaft supercharger of FIG. 9. FIG. 2-----One suction port, 3---One discharge port, 4--Crankshaft, 7--Eccentric shaft portion, 7S, 7SC, 15--
1 Drive shaft, 8---Eccentric rotating body, 9---Spiral displacer, 9M---Spiral displacer virtual mass, 10---Flywheel housing, 11--------- - spiral casing, 1
4--Flywheel, 21, 22--Spiral passage, 3° crankshaft side drive gear, 31--
Spiral displacer driven gear, 32--Counterweight first drive gear, 33--Counterweight second drive gear, 36--Eccentric shaft portion, 37--
Counterweight. Figure 1

Claims (1)

[Claims] A spiral passage provided on the inner circumferential side of the housing on the back of the flywheel, an eccentric rotating body that rotates with the crankshaft, and an eccentric rotating body that rotates at twice the angular velocity of the crankshaft and that is twice the reciprocating mass of the engine. A crankshaft-driven supercharger having a spiral displacer disposed in the spiral passage that generates a centrifugal force that is half the magnitude of the next inertial force, and a counterweight that rotates in reverse at the same angular velocity as the spiral displacer and generates the same centrifugal force. .