JPH06249707A - Noise evaluation method of bearing for rotator and driver for rotator - Google Patents

Abstract

PURPOSE:To allow easy and positive evaluation of noise occurring in the bearing for rotator by performing time history response calculation of bearing data to determine a bearing load, calculating dynamic and static powers of bearing load based on thus determined bearing load, and then calculating the ratio therebetween as a collision strength index between the rotator and the bearing. CONSTITUTION:A bearing load is determined by performing time history response calculation on bearing stiffness, internal pressure, inertial force, and combined force of belt while taking account of natural oscillation characteristics of crankshaft, stiffness and and metal clearance of oil film and cylinder block. Static bearing load and dynamic bearing load occurring upon collision of the bearing and crankshaft are then calculated based on the determined bearing load. The ratio is calculated as a collision strength index between the crankshaft and the bearing. Noise generating conditions can be evaluated based on thus calculated index. Noise generating conditions are evaluated based on the fact the index is within a lowest suppression region for suppressing noise between the crankshaft and a journal section or not.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for evaluating the occurrence of abnormal noise (impact sound) in a rotary bearing such as a journal (bearing) of a crankshaft of an automobile engine, and a method introduced by the method. The present invention also relates to a rotating body driving device such as a reciprocating V-type engine for rotating a crankshaft, which is manufactured according to a design guideline based on the collision strength index.

[0002]

2. Description of the Related Art With the recent trend toward high-class passenger cars, the adoption of a V-type 6-cylinder engine (hereinafter referred to as a V6 engine; a rotating body drive device) which is advantageous in noise and vibration even in small cars has been advanced. However, the behavior of the crankshaft of the V6 engine is complicated because the shape of the crankshaft (rotating body) is more complicated than that of the in-line four-cylinder engine and the explosive force is applied from two directions.

Generally, in an automobile engine, a pulley 3 is provided at an end portion of a crankshaft 2 which is rotationally driven by the engine 1, as shown in each of FIGS. Two or three pulleys 3 are provided on the pulley 3 in order to extract the rotational driving force for driving auxiliary equipment such as the air conditioner compressor 4, the power steering pump 5, the alternator 6 and the like from the crankshaft 2 and transmit them to the respective drive systems 4 to 6. A belt 7 for driving an auxiliary machine of a book is linked. In addition, in each (a) of FIGS. 7-11, 14 is a tensioner pulley, 1
Reference numeral 5 indicates an idler pulley.

Further, in the engine for automobile,
As shown in each (b) of FIGS. 7 to 11, a pinion 8 different from the pulley 3 is provided at the end of the crankshaft 2, and a camshaft (not shown) for driving the valve of the engine 1 is provided. Timing belt 10 for transmitting the rotational driving force of the crankshaft 2 to each pinion 9 in order to rotationally drive the other pinion 9 provided at the end of FIG.
Is wound around the pinion 8 and the pinion 9 (see, for example, Japanese Utility Model Publication No. 2-29221).

In each of FIGS. 7 (a) and 11 (b), a V6 engine is shown, and in order to drive the valves on the upper part of the cylinder which are symmetrically provided at a predetermined bank angle, As shown in each of FIGS. 7 to 11B, the camshaft and the pinion 9 are provided in a left-right pair. In particular, FIG. 11B shows a DOHC type V6 engine.

Since the tensions of the accessory driving belt 7 and the timing belt 10 act on the end portion of the crankshaft 2, the behavior of the crankshaft 2 becomes more complicated.

[0007]

By the way, from the past,
When the crankshaft moves within the clearance between the crankshaft and the bearing, mainly during low-speed operation of the engine (especially during idling), the direction of the combined force of the drive tension of the accessory drive belt and the timing belt influences the crankshaft and the bearing. There is a case where it collides with the journal metal of the part (hereinafter, this collision is referred to as bearing impact), and its impact sound (abnormal noise, collision noise; sometimes also called consonant sound) becomes a noise problem. In particular, the impact noise is a serious problem in a passenger car engine in which quietness affects quality.

Therefore, the factors affecting the behavior of the crankshaft were considered, and the influence of these factors was investigated by measuring the movement of the journal portion (rotating body bearing) of the crankshaft. In addition, here, the bearing impact phenomenon was mainly investigated and analyzed especially in the low rotation range such as idle operation. The main factors that affect the behavior of the crankshaft in an actual V6 engine are:
(1) Tensions of the above-mentioned accessory drive belt and timing belt, (2) engine rotation speed, (3) engine load (combustion pressure), (4) crankshaft rigidity, (5)
Five factors of the clearance of the bearing portion (bearing portion) can be considered.

As shown in FIG. 12, two non-contact type displacement sensors (GAP sensors) 12 are attached to a bearing cap 11 capable of supporting the crank shaft, and gaps in each direction (interval between the crank shaft and the crank shaft). The axial center locus of the crankshaft was investigated by measuring the (gap) with these non-contact displacement sensors 12. Further, in order to investigate the phenomenon of bearing impact, the acceleration sensor 13 was attached to the lower portion of the bearing cap 11 and the vibration in the bearing cap 11 was measured at the same time. (1) Effect of tension of accessory drive belt and timing belt As described in (a) and (b) of FIGS. 7 to 11, the accessory drive belt 7 and the timing belt 10 are the crankshaft 2 Acts as a pulling force on each end of the belt in the tension direction of each belt. When the resultant force of these forces is considered and the resultant force is changed variously, a bearing impact occurs under a certain condition. For example, in each (c) of FIGS. 7 to 11, when the accessory drive belt 7 and the timing belt 10 are provided as shown in each of (a) and (b) of FIGS. The belt resultant force acting on the end portion of the shaft 2 and the direction thereof are shown. In particular, as shown in FIGS. 7 and 8, when the belt resultant force direction and the cylinder direction (bank angle) substantially match, Bearing impact occurs,
An impact sound was generated.

Further, FIG. 13 shows the resultant force of the belts 7 and 10 and the vibration of the cap of the first journal portion at that time. From FIG. 13, the bearing impact shows that the direction of the belt resultant force is almost the same. It can be seen that this occurs when the cylinders of both banks are in the same direction and the explosive force is in a certain equilibrium state. 14A and 14B respectively show the axial center locus of the first journal portion and the cap vibration as an example when the bearing impact occurs. It can be seen that the shaft center is deviated in the belt force direction, but is pushed down by the explosion of the first cylinder, and is pulled back again in the belt force direction after the end of combustion. Since the vibration is generated in synchronization with the timing of pulling back, it can be seen that the bearing impact is due to this movement.

FIG. 15 shows this movement as a whole of the crankshaft. FIG. 15 shows a case where a crankshaft made of cast iron is used and a metal clearance is 50 μm, and the axial center loci of the first, second, third, and fourth journal portions are shown from the lower left, and the axial center position at each crank angle is shown. It is connected to make it easier to see the deformation of the crankshaft. From this, it can be seen that the crankshaft is bent in the vicinity of the second journal as the first journal moves. From this, the bearing impact is generated not only by pulling the belt but also by the restoring force of the crankshaft bent by the explosive force. (2) Effect of engine rotation speed Shows the change in the axial center locus of the first journal section when the engine rotation speed is increased by making the intake pipe pressure the same while maintaining the belt tension that causes bearing impact. 16 (a) to 16 (d). 16 (a)-
(D) shows engine speeds of 650 and 100, respectively.
The axial center locus of the first journal portion at 0, 2000, 3000 rpm is shown in the upper part, and the cylinder pressure is shown in the lower part. As is clear from these FIGS. 16A to 16D, the axial center locus is deformed into a distorted shape as the rotation speed increases and reaches a shape of being pressed downward along the bearing when reaching 3000 rpm. (3) Effect of engine load The engine load acts as a force to push down the crankshaft, but if the belt resultant force condition is constant, the behavior of the crankshaft changes depending on the magnitude of the load.

If the load is small, for example, as shown in FIG. 17 (a), the crankshaft does not move much at the position where it is pulled up by the resultant belt force. On the other hand, when the load increases, as shown in FIG. 17C, for example, when an explosive force acts on the crankshaft, the pushing force becomes stronger, so the crankshaft moves along the bearing and no bearing impact occurs. .

In the middle thereof, as shown in FIG. 17 (b), for example, when the load has a certain balance with a force for pulling up the crankshaft such as a belt resultant force, the crankshaft descends along the bearing, but the return returns to the bearing. The axis center locus is like jumping from the lower part of the bearing to the upper part,
Bearing impact occurs. Note that FIG.
In (c), the intake pipe pressure is -73, -57,-, respectively.
The axial center locus of the first journal portion at 27 KPa is shown in the upper part, and the cylinder pressure is shown in the lower part. (4) Effect of crankshaft rigidity One of the factors that contribute to bearing impact is the bending of the crankshaft. Therefore, if the bending of the crankshaft can be suppressed by increasing the rigidity of the crankshaft, the bearing impact can be suppressed to some extent. In the actual machine, when the cast iron crankshaft is changed to carbon steel (steel increases by about 27%), as shown in FIG. 18, the shaft centers of the respective journal parts can be connected in a substantially straight line. The bend (see FIG. 15) seen in the vicinity of the second journal on the manufactured crankshaft is extremely small (however, the metal clearance is 50 μm). Therefore, the locus of the axial center of the first journal portion also changes, and the bearing impact does not occur. (5) Influence of clearance of bearing part In FIG. 19, the clearance of the first journal part is 50 μm.
The axial center locus when reduced from m to 30 μm is shown (however, the crankshaft is made of cast iron). If the clearance is made small, the movable range in the first journal metal is limited, so that the bending amount and the bending position of the crankshaft change. The axial center locus of the first journal portion follows the movement of the bearing, and no bearing impact occurs.

From the above test results, the bearing impact generation mechanism is estimated as follows. First, the tension of the accessory drive belt and the timing belt applied to the crankshaft end causes the crankshaft pulled up to the upper part of the engine to be pushed down when an explosive force equal to or greater than the belt tension acts. For this reason, the crankshaft is deformed by the explosive force, and when the explosive force is reduced to some extent, the crankshaft tries to return by the repulsive force. At this time, since the belt tension is still applied in the upward direction of the engine, the crankshaft is moved upward together with the repulsive force. When the explosive force decreases rapidly and the force relationship is suddenly reversed, the crankshaft does not move along the bearing but moves rapidly and collides with the upper part of the bearing.

Up to this point, the behavior of the crankshaft has been investigated by measuring the actual machine, but it takes a huge amount of time to measure the actual machine under all conditions. Therefore, CAE (Computer
It is possible to analyze the crankshaft behavior by performing an analysis by Aided Engineering), but the bearing impact is conventionally judged by looking at the output of the shaft center locus, vibration, etc. from the analysis results. The development of more reliable and simple evaluation method is desired.

The present invention was devised in view of the above problems, and provides a method capable of reliably and easily evaluating the occurrence state of abnormal noise (collision noise) generated in a rotating body bearing, and a new method. By following the design guideline obtained based on the collision strength index defined and introduced in, it is possible to reliably suppress the generation of abnormal noise in the rotor bearing, and
An object of the present invention is to provide a rotating body drive device having a vibration-proof structure and excellent quietness.

[0017]

Therefore, according to the method for evaluating abnormal noise of a rotating body bearing of the present invention (claim 1), the rotating body is rotated between the rotating body and the bearing supporting the rotating body. Is a method for evaluating abnormal noise that may occur due to, in a coordinate system rotating with the rotating body based on rotating body bearing data including the natural vibration characteristics of the rotating body and the rigidity of the bearing. The time history response calculation is performed to calculate the bearing load on the rotating bearing, and based on the bearing load on the bearing, the dynamic bearing load generated by the collision between the rotating body and the bearing during rotation. While calculating the power,
The static bearing load power is calculated assuming that there is no clearance between the rotating body and the bearing and the rigidity of the rotating body and the bearing is infinite. The ratio between the power and the power of the static bearing load is calculated as a collision strength index between the rotating body and the bearing,
It is characterized in that abnormal noise that may occur with the rotation of the rotating body is evaluated between the rotating body and the bearing based on the collision strength index.

Further, a rotating body drive device of the present invention (claim 2) is a device for rotationally driving a rotating body which is rotatably supported by a bearing, wherein the rotating body is calculated based on the bearing load of the bearing during rotation. The dynamic bearing load power generated by the collision between the rotating body and the bearing, the clearance between the rotating body and the bearing is zero, and the rigidity of the rotating body and the bearing is infinite. The collision strength index calculated as a ratio with respect to the power of the static bearing load calculated on the assumption is in the optimum suppression region capable of suppressing the generation of abnormal noise between the rotating body and the bearing to a minimum. Therefore, the state of the rotating body, the bearing, or the mechanism that can be linked to the rotating body is adjusted.

Further, in the rotating body drive apparatus according to claim 2, the rigidity of the rotating body may be adjusted so that the collision strength index falls within the optimum suppression region (claim 3), or the collision strength. The clearance between the rotating body and the bearing may be adjusted so that the index is in the optimum suppression region (claim 4), and in order to transmit the rotational power of the rotating body to another drive system. A belt system linked to the rotating body may be provided, and the direction of the combined force acting on the rotating body by the belt system may be adjusted so that the collision strength index is in the optimum suppression region (claim 5). ).

[0020]

According to the above-described abnormal noise evaluation method for a rotating body bearing of the present invention (claim 1), based on the rotating body bearing data including the natural vibration characteristic of the rotating body and the rigidity of the bearing, the coordinates rotating with the rotating body are obtained. The time history response calculation is performed in the system, and the bearing load on the rotating bearing is calculated. Then, based on the calculated bearing load, the power of the dynamic bearing load generated by the collision between the rotating body and the bearing during rotation is calculated, and there is no clearance between the rotating body and the bearing. Moreover, the power of the static bearing load is calculated under the assumption that the rigidity of the rotating body and the bearing is infinite. The ratio between the power of these dynamic bearing loads and the power of static bearing loads is calculated as the collision strength index between the rotating body and the bearing, and based on this collision strength index, between the rotating body and the bearing. The abnormal noise that may be generated by the rotation of the rotating body is evaluated.

Further, in the above-described rotary body drive device of the present invention (claims 2 to 5), the abnormal noise is generated in the rotary body bearing by following the design guideline based on the collision strength index introduced in the method of claim 1. Is being controlled. That is, the state of the rotating body, the bearing, or the state of the mechanism that can be linked to the rotating body, so that the collision strength index is in the optimum suppression region in which the generation of abnormal noise between the rotating body and the bearing can be suppressed to the minimum, Specifically, the rigidity of the rotating body, the clearance between the rotating body and the bearing, or the direction of the resultant force acting on the rotating body is adjusted by the belt system linked to the rotating body.

[0022]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A method for evaluating abnormal noise in a rotor bearing and a rotor driving apparatus according to an embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a flow chart for explaining the procedure, and FIG. FIG. 3 is a graph showing the collision strength index when the rotational speed and the load are changed, FIG. 3 is a graph showing the results of evaluating the effects of clearance and crankshaft rigidity with the collision strength index, and FIG. 4 is the engine rotational speed, load, and belt resultant force. 6 is a graph showing the results of investigating the presence / absence of vibration for each collision strength index under various conditions, such as FIG. 5, and FIG. (A), (b) is a graph which shows the CAE analysis example of a shaft center locus | trajectory of a 1st journal part, and a cap vibration, in order to demonstrate the consistency of the CAE analysis result and the actual machine measurement result, respectively.

Also in this embodiment, the rotating body is V6 while being journaled by the journal portion (bearing portion).
Targeting the crankshaft that is rotationally driven by the engine,
A case will be described in which the occurrence of impact noise (abnormal noise) due to bearing impact between the crankshaft and the journal portion (journal metal) is evaluated.
Further, a V6 engine (rotary body drive device) manufactured according to the design guideline for avoiding the bearing impact will be described based on the collision strength index introduced by the evaluation method.

That is, in the abnormal noise evaluation method of this embodiment, the crankshaft behavior is determined by CAE (Computer Aided Engineering).
The new evaluation standard is set based on the analysis result. Here, the procedure will be described with reference to FIG. 1, and the consistency between the analysis result by CAE and the crankshaft behavior obtained by the measurement of the actual machine is confirmed with FIGS. 6A and 6B. 2 to 5,
The evaluation of the abnormal noise occurrence state and the design guideline of the V6 engine based on the collision strength index newly set as the evaluation standard of the present embodiment will be described.

In the abnormal noise evaluation method of the present embodiment, as shown in FIG. 1, first, the characteristic vibration characteristics of the crankshaft, the rigidity of the oil film and the cylinder block, and the metal clearance (clearance between the crankshaft and the journal portion) are determined. The bearing stiffness, cylinder pressure acting on the crankshaft, inertial force, belt resultant force, etc. are input, and the time history response calculation is performed in the coordinate system that rotates with the crankshaft. Behavior and bearing load are obtained (step S1).

6 (a) and 6 (b) are the same conditions as the example of bearing impact generation shown in FIGS. 14 (a) and 14 (b), respectively, the axial center locus at the time of analysis, and 6A and 6B show vibrations of the crankshaft. As is apparent from comparison between FIGS. 6A and 6B and FIGS. 14A and 14B, FIG. CAE to show
The axial center locus by the analysis moves almost the same as the actual machine measurement result shown in FIG. 14A, moves from the lower right side to the upper left side in the figure, and FIG. 6B similar to FIG. 14B. It is possible to confirm the occurrence of vibration as shown in. In addition to the above, as a result of performing an analysis according to various actual measurement conditions, it was possible to confirm sufficient consistency as described above.

When the CAE analysis as described above is performed, the bearing impact is conventionally C.
From the AE analysis result, the operator or the like made a judgment by looking at the output of the axial center locus, vibration, etc. However, in the abnormal noise evaluation method of the present embodiment, the analysis result is quantitatively evaluated. A dimensionless number named as the collision strength index calculated from the analysis was defined, and the occurrence of abnormal noise was judged from the collision strength index.

Here, the collision strength index is, for example, the high frequency component of the energy of the bearing load generated by the collision between the crankshaft and the bearing, without the metal clearance,
The value is divided by the energy of the bearing load when the crankshaft rigidity is infinite. That is, in this embodiment, based on the bearing load (bearing load in the normal state) on the bearing obtained by CAE analysis, the power of the dynamic bearing load generated by the collision between the crankshaft and the bearing during rotation. (Unit is kg
f ² ) is calculated (step S2), and the power of the static bearing load (unit is in the case where there is no clearance between the crankshaft and the bearing and the rigidity of the crankshaft and the bearing is infinite) kgf ² ) is calculated (step S
3) Calculate the ratio of the dynamic bearing load power to the static bearing load power (dynamic bearing load power / static bearing load power) as the collision strength index between the crankshaft and the bearing. (Step S4).

On the basis of the collision strength index calculated in this way, as described later with reference to FIGS. 2 to 5, it is possible to evaluate the abnormal noise occurrence state (step S5), and further,
It is possible to obtain a design guideline for a V6 engine that can minimize the generation of abnormal noise due to bearing impact. FIG. 4 is a plot obtained by distinguishing the presence or absence of crankshaft vibration (collision) for each collision strength index when conditions such as engine speed, load, and belt tension are changed. As can be seen from FIG. The limit of occurrence of bearing impact is in the vicinity of the collision strength index of about 100, and bearing impact hardly occurs in the region where the collision strength index is smaller than 100.

That is, in a region where the collision strength index is a predetermined value or less, for example, a region of 100 or less in the present embodiment, the occurrence of abnormal noise (bearing impact) between the crankshaft and the journal portion is suppressed to the minimum. The optimal suppression region. Then, as a result of the CAE analysis of the crankshaft and the journal under a certain condition, whether the obtained collision strength index is within the optimum suppression region or not depends on the bearing impact on the crankshaft and the journal. It is possible to evaluate / determine the sound generation status (whether or not there is a high possibility that abnormal noise will occur).

Furthermore, whether or not the collision strength index of the CAE analysis result is in the above-mentioned optimum suppression region is used as a design guide,
By manufacturing the V6 engine, it is possible to effectively suppress the generation of abnormal noise due to bearing impact during low speed operation. That is, the crankshaft, the journal part,
Alternatively, the state of a mechanism (for example, a belt system) that can be linked to the crankshaft is adjusted to design and manufacture the V6 engine.

More specifically, a design guideline (a noise suppression method by CAE analysis) based on the collision strength index will be described. First, looking at the relationship between the metal clearance and the collision strength index with reference to FIG. 3, as described above with respect to the actual machine according to FIG. 19, the bearing impact, that is, abnormal noise is less likely to occur by reducing the clearance. As shown in FIG. 3, the collision strength index decreases by about 500 per 10 μm clearance. In other words, by adjusting the clearance so that the collision strength index falls within a predetermined optimum suppression range, the collision force when the cylinder internal pressure decreases is reduced, and a V6 engine that effectively suppresses the generation of abnormal noise is provided. Can be designed and manufactured. Note that FIG. 3 shows the CAE analysis result when the engine speed is 650 rpm and the intake pipe pressure is -57 KPa.

Further, looking at the relationship between the crankshaft rigidity and the collision strength index with reference to FIG. 3, the crankshaft is changed from cast iron to steel, and the rigidity is about 27%, as described above for the actual machine according to FIG. When increased, the collision strength index can be halved. In other words, by adjusting the rigidity of the crankshaft so that the collision strength index falls within the predetermined optimum suppression range, the crankshaft flexure due to the cylinder internal pressure is reduced, and the collision force due to the flexure return when the cylinder internal pressure is reduced is reduced. It is possible to design and manufacture a V6 engine that reduces the noise and effectively suppresses the generation of abnormal noise.

Further, FIG. 5 shows various belts acting on the tip of the crankshaft (auxiliary equipment drive belt, timing belt).
5 is a plot of the collision strength index under various operating conditions (engine speed, load) by changing the resultant force direction of FIG.
As a result of looking at the relationship between the belt layout and the collision strength index, bearing impact is likely to occur when the belt resultant direction is in the cylinder direction (bank direction) as described above with reference to FIGS. Recognize. In other words, in order to avoid bearing impact,
By adjusting the belt layout (tension pulley arrangement, etc.) during engine design so that the direction of the resultant force acting on the tip of the crankshaft is as far away from the cylinder direction as possible so that the collision strength index falls within the predetermined optimum suppression range. V that effectively reduces the generation of noise by reducing the collision force between the crankshaft and bearing when the internal pressure decreases
6 engines can be designed and manufactured.

FIG. 2 shows the collision strength index when the engine speed and the load are changed without changing the belt tension condition. Under the condition that abnormal noise (con sound) is generated at idle, FIG. 6 is an index diagram of equal collision strength when the engine speed and the load are changed. As is clear from the equal collision strength exponential line in FIG. 2, it can be seen that abnormal noise is generated only in a specific load region in which the rotation speed is low. This is shown in FIG.
(D) and FIGS. 17 (a) to 17 (c) show a very good agreement with the tendency of the measurement result of the actual machine described above, and from this point as well, the CAE analysis result and the collision strength index introduced in the present example. , The consistency with the measurement result by the actual machine has been verified.

As described above, according to the abnormal noise evaluation method of this embodiment, the analysis result by CAE is sufficiently consistent with the actual machine test result, and abnormal noise is generated based on the collision strength index obtained by CAE. An assessment of the situation can be done very reliably and easily. In addition, the layout and tension of the belt system such as the timing belt and accessory drive belt have a great influence on the behavior of the crankshaft of the V6 engine and the generation of abnormal noise. The influence of the crankshaft rigidity, etc. is also clarified. According to the V6 engine (rotary body driving device) of the present embodiment, the collision strength index defined as described above is introduced, and the collision strength index has a predetermined optimum value. Mainly low-speed operation (idle) of the engine by following the design guideline of adjusting various conditions (belt layout, clearance, crankshaft rigidity) so as to be in the suppression region.
It is possible to reliably suppress the generation of noise (abnormal noise) caused by the collision between the crankshaft and the bearing at the time. Therefore, the soundproof and vibrationproof structure for maintaining the quietness of the device equipped with the engine can be made extremely simple.

In the above-described embodiment, the rotary body is a crankshaft that is rotatably driven by the V6 engine (rotary body drive device) while being pivotally supported by the journal portion, and the crankshaft and the journal portion are different from each other. Although the case of evaluating the sound generation state has been described, the abnormal noise evaluation method of the present invention is not limited to such abnormal noise evaluation in the crankshaft and the journal shaft, and other abnormally supported by a bearing may be used. Needless to say, the same applies to the types of rotating bodies, and the occurrence of abnormal noise can be evaluated by the same collision strength index as described above.

Further, in the above-described embodiment, the case where the rotating body is the crankshaft and the rotating body drive device is the V6 engine for an automobile which rotationally drives the crankshaft has been described, but the rotating body drive device of the present invention is described. Is not limited to this, and is similarly applied as long as it is a device that rotationally drives a rotating body supported by a bearing, and is excellent in quietness by suppressing the generation of abnormal noise as in the above-described embodiment. It is possible to obtain the effect of providing an improved drive device.

Further, in the above-described embodiment, when designing and manufacturing the V6 engine, the crankshaft rigidity, the metal clearance in the journal, and the belt resultant force direction are individually adjusted to suppress the collision strength index to a predetermined optimum level. However, in actuality, the impact strength index should be designed to be within the predetermined optimum suppression range by comprehensively adjusting the crankshaft rigidity, the metal clearance in the journal, and the belt resultant force direction. Is desirable.

Furthermore, in the above-mentioned embodiment, the ratio of (dynamic bearing load power) / (static bearing load power) is used as the collision strength index, but the reciprocal of this ratio is used as the collision strength index. You may use.

[0041]

As described in detail above, according to the method for evaluating abnormal noise of a rotating body bearing of the present invention (claim 1), based on the rotating body bearing data including the natural vibration characteristic of the rotating body and the rigidity of the bearing. , Performing a time history response calculation in a coordinate system that rotates with the rotating body to calculate a bearing load on the rotating bearing, and based on the bearing load on the bearing, the rotating body and the bearing during rotation. When the power of the dynamic bearing load generated by the collision of the rotating body is calculated, and it is assumed that there is no clearance between the rotating body and the bearing and the rigidity of the rotating body and the bearing is infinite. Of the static bearing load is calculated, and the ratio of the power of the dynamic bearing load to the power of the static bearing load is calculated as a collision strength index between the rotating body and the bearing. Based on the index, The occurrence of abnormal noise (collision noise) generated in a rotating body bearing can be reliably and easily evaluated by a very simple procedure of evaluating abnormal noise that may occur due to the rotation of the rotating body between the receiver and the receiver. There is an effect that can be done.

Further, the rotating body driving device of the present invention (claim 2)
According to 5), the power of the dynamic bearing load, which is calculated based on the bearing load on the bearing and is generated when the rotating body collides with the bearing during rotation, and the power of the rotating body and the bearing. The collision strength index calculated as the ratio between the static bearing load power calculated assuming that there is no clearance between them and the rigidity of the rotating body and the bearing is infinite is The state of the rotor, the bearing, or the mechanism that can be linked to the rotor (for example, the rigidity of the rotor) so that the generation of the abnormal noise between the bearing and the bearing is minimized. , The abnormal clearance between the rotating body and the bearing and the belt system linked to the rotating body adjusts the direction of the combined force acting on the rotating body), so that abnormal noise is surely generated in the rotating body bearing. Can be suppressed,
The simple soundproofing and antivibration structure has the effect of obtaining extremely excellent quietness.

[Brief description of drawings]

FIG. 1 is a flowchart for explaining a procedure of an abnormal noise evaluation method for a rotor bearing as an embodiment of the present invention.

FIG. 2 is a graph showing a collision strength index when the engine speed and the load are changed.

FIG. 3 is a graph showing a result of evaluation of influences of clearance and crankshaft rigidity by a collision strength index.

FIG. 4 is a graph showing the results of examining the presence or absence of vibration for each collision strength index by changing conditions such as engine speed, load, and belt resultant force.

FIG. 5 is a graph showing a relationship between a collision strength index and a belt resultant force direction under various engine rotation speeds and load conditions.

FIG. 6 is for explaining the consistency between the CAE analysis result and the actual machine measurement result, and (a) and (b) are respectively the first.
It is a graph which shows the CAE analysis example of a shaft center locus of a journal part and cap vibration.

FIG. 7A is a front view of an engine showing an example of winding an accessory drive belt, FIG. 7B is a diagram showing an example of winding a timing belt, and FIG. It is a figure which shows the belt resultant force which acts on a crankshaft, when a belt is provided as shown.

FIG. 8A is a front view of an engine showing an example of winding an accessory drive belt, FIG. 8B is a diagram showing an example of winding a timing belt, and FIG. It is a figure which shows the belt resultant force which acts on a crankshaft, when a belt is provided as shown.

FIG. 9A is a front view of an engine showing an example of winding an accessory drive belt, FIG. 9B is a diagram showing an example of winding a timing belt, and FIG. It is a figure which shows the belt resultant force which acts on a crankshaft, when a belt is provided as shown.

FIG. 10A is a front view of an engine showing an example of winding an accessory drive belt, FIG. 10B is a view showing an example of winding a timing belt, and FIG. It is a figure which shows the belt resultant force which acts on a crankshaft, when a belt is provided as shown.

FIG. 11A is a front view of an engine showing an example of winding an auxiliary device drive belt, FIG. 11B is a diagram showing an example of winding a timing belt, and FIG. 11C is shown in FIGS. It is a figure which shows the belt resultant force which acts on a crankshaft, when a belt is provided as shown.

FIG. 12 is a front view of a bearing cap showing a sensor mounting state for measuring a shaft center locus of a crankshaft and a cap vibration in an actual machine.

FIG. 13 is a graph showing an actual measurement example of the relationship between the belt resultant force (direction and magnitude) and the vibration of the first journal portion.

14 (a) and 14 (b) are graphs showing measured examples of an axial center locus and a cap vibration of the first journal portion when a bearing impact occurs, respectively.

FIG. 15 is a diagram showing an example of actual measurement of axial center loci of the first, second, third, and fourth journal portions.

16 (a) to 16 (d) are graphs showing the axial center locus and the in-cylinder pressure of the first journal portion when the engine speed is changed.

17A to 17C are graphs showing the axial center locus and the cylinder pressure of the first journal when the intake pipe pressure (load) is changed.

FIG. 18 shows the first, second, and third cases where the rigidity of the crankshaft is increased.
It is a figure showing the example of measurement of the axis locus of the 3 and 4 journal parts.

FIG. 19 is a diagram showing an example of actual measurement of axial center loci of the first, second, third, and fourth journal portions when the clearance in the first journal portion is reduced.

[Explanation of symbols]

 1 Engine 2 Crankshaft 3 Pulley 4 Air Conditioning Compressor (Other Drive System) 5 Power Steering Pump (Other Drive System) 6 Alternator (Other Drive System) 7 Auxiliary Machine Drive Belt 8, 9 Pinion 10 Timing Belt 11 Bearing cap 12 Non-contact displacement sensor (GAP sensor) 13 Accelerometer 14 Tensioner pulley 15 Idler pulley

Front page continuation (72) Inventor Tetsushi Yanagura 5-3-8, Shiba, Minato-ku, Tokyo Mitsubishi Motors Corporation

Claims (5)

[Claims] 1. A method for evaluating abnormal noise of a rotating body bearing for evaluating an abnormal sound that may be generated between a rotating body and a bearing that supports the rotating body when the rotating body rotates. Based on the rotating body bearing data including the natural vibration characteristics of the rotating body and the rigidity of the bearing, the time history response calculation is performed in the coordinate system that rotates with the rotating body to calculate the bearing load of the rotating bearing. Then, based on the bearing load in the bearing, the power of the dynamic bearing load generated by the collision between the rotating body and the bearing during rotation is calculated, and the clearance between the rotating body and the bearing is calculated. The static bearing load power is calculated under the assumption that there is nothing and the rigidity of the rotating body and the bearing is infinite, and the ratio between the dynamic bearing load power and the static bearing load power is calculated. Is the collision between the rotating body and the bearing. A rotating body, which is calculated as a strength index, and based on the collision strength index, an abnormal noise that may be generated between the rotating body and the bearing due to the rotation of the rotating body is evaluated. Bearing noise evaluation method. 2. A rotating body drive device for rotationally driving a rotating body axially supported by a bearing, wherein the rotating body collides with the bearing during rotation, which is calculated based on the bearing load on the bearing. Static bearing calculated by assuming that there is no clearance between the rotating body and the bearing and the rigidity of the rotating body and the bearing is infinite, due to the power of the dynamic bearing load generated by The collision strength index calculated as a ratio with respect to the power of the load is adjusted so that the collision strength index is in an optimum suppression region capable of suppressing the generation of abnormal noise between the rotation body and the bearing to a minimum. A rotating body driving device, characterized in that the state of a bearing or a mechanism that can be linked to the rotating body is adjusted. 3. The rotating body drive device according to claim 2, wherein the rigidity of the rotating body is adjusted so that the collision strength index is in the optimum suppression region. 4. The rotating body drive apparatus according to claim 2, wherein the clearance between the rotating body and the bearing is adjusted so that the collision strength index is in the optimum suppression region. 5. A belt system linked to the rotating body for transmitting the rotational power of the rotating body to another drive system, wherein the collision strength index is in the optimum suppression region. 3. The rotating body drive device according to claim 2, wherein the direction of the resultant force acting on the rotating body is adjusted by.