JPH0642591A - Rolling moment canceling device of internal combustion engine - Google Patents

Abstract

PURPOSE:To cancel the rolling moment of an engine and extend the operational range by switching to the shut-off condition when the belt resonance with the sub flywheel system and the phase deviation exceed the specified values. CONSTITUTION:A main flywheel system which is rotated in an integrated manner with a crankshaft 12 of an internal combustion engine 10 is provided, the sub flywheel system 39 which is rotated about the rotational line L1 parallel to the crankshaft 12 is mounted on a body 11 of the internal combustion engine, the rotation from the main flywheel system is converted to transfer the reverse rotation to the sub flywheel system by a belt transfer means, and in particular, a clutch means CL which is capable of connecting/disconnecting the rotation to be transferred between the belt 36 of the belt transfer means and the sub flywheel system 39 is mounted. The clutch means CL is switched to the shut-off condition when the belt resonance to be generated by the tension of the belt and the mass of the sub flywheel system 39 exceeds the specified value, and the phase deviation reaches the preset number of revolution (e.g. 1900 r.p.m.).

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a rolling moment elimination device for an internal combustion engine, which reduces vehicle body vibration caused by torque fluctuations of a rotating body that rotates within the body of the internal combustion engine.

[0002]

2. Description of the Related Art During the operation of an internal combustion engine, an explosion stroke is carried out at a constant crank angle for each cylinder, which causes vibrations in the vertical direction of the internal combustion engine body and rotation of the crankshaft about its rotation center line. Rotation vibration and torsional vibration of the crankshaft itself occur. Here, the vertical vibration applied to the internal combustion engine main body is directly applied to the internal combustion engine main body during the explosion stroke of the combustion chamber, which is a factor of noise of the internal combustion engine main body. Further, the rotational vibration applied to the internal combustion engine main body is accompanied by the rotational fluctuation generated in the explosive stroke of the cylinders that are dispersed in the longitudinal direction of the crankshaft and face each other. It is added as a moment and causes noise of the internal combustion engine body. Further, the torsional vibration of the crankshaft is also transmitted as vibration to the main body of the internal combustion engine via the bearing portion, which causes noise in the main body of the internal combustion engine.

Among these noise factors, the vertical vibration applied to the internal combustion engine body is arranged in parallel on the crankshaft,
It is known that unbalanced mass can be reduced by a silent shaft that causes reverse vibration that cancels vertical vibration. On the other hand, it is known that the torsional vibration of the crankshaft can also be reduced by the crankshaft torsional vibration damper integrally attached to the crankshaft. On the other hand, as a device for reducing the rotational vibration due to the rolling moment of the internal combustion engine body due to the torque fluctuation of the rotating body in the internal combustion engine body, there is no known device capable of sufficiently showing the vibration reducing effect.

As a prior art, for example, Japanese Utility Model Application No. 51-
In Japanese Patent No. 41924, a flywheel divided into a plurality of parts is attached to a crankshaft to prevent the flywheel from increasing in diameter. In Japanese Patent Application No. 56-42546, an unbalanced mass is added to the flywheel to cause vertical vibration. It is known in Japanese Patent Application No. 51-34922 to prevent the engine from falling due to a reaction force received by the engine when the motorcycle is started. As described above, these conventional techniques are intended to simply reduce the size of the flywheel, to reduce vertical vibration, and to prevent the motorcycle from falling when starting. There is no device that reduces the vibration of the vehicle body by sufficiently eliminating the rotational vibration caused by the rolling moment of the engine body.

Further, in order to surely eliminate the rolling moment of the internal combustion engine, the torque fluctuation of the main flywheel system inertial body on the crankshaft side (see the solid line in FIG. 12) is changed to the torque fluctuation of the auxiliary flywheel system inertial body (FIG. 12). The rotation of the main flywheel system needs to be completely transmitted to the sub flywheel system via the belt so as to correspond to the opposite phase (see the broken line 12).

[0006]

As described above, the conventionally known vibration reducing device sufficiently eliminates the rotational vibration due to the rolling moment of the internal combustion engine body due to the torque fluctuation of the rotating body in the internal combustion engine body. Not made of things. Especially, when the reverse rotation is transmitted from the main flywheel system to the sub flywheel system, expansion and contraction resonance occurs in the belt due to the relation between the spring constant of the belt and the mass of the sub flywheel system, and the frequency band above the resonance frequency. In that case, the vibration transmissibility becomes negative, and the phase becomes opposite phase, so it becomes impossible to erase the rolling moment of the engine, which causes the sub flywheel system to rotate in a useless state, which is a problem. An object of the present invention is to provide a rolling moment elimination device for an internal combustion engine that can achieve elimination of the rolling moment over the entire operating range of the engine.

[0007]

To achieve the above object, the present invention comprises a main flywheel system that rotates integrally with a crankshaft of an internal combustion engine, and has a centerline of rotation parallel to the crankshaft. A sub flywheel system rotating around is attached to the main body of the internal combustion engine, and rotation from the main flywheel system is made to give reverse rotation to the sub flywheel system by belt transmission means.
Particularly, a clutch means capable of interrupting rotation conducted between the belt of the belt transmission means and the sub flywheel system is mounted, and the clutch means is caused by the tension of the belt and the mass of the sub flywheel system. It is characterized in that when the belt resonance becomes equal to or more than a predetermined value and the phase shift amount exceeds the predetermined value, the state is switched to the cutoff state.

[0008]

In the device for canceling the rolling moment applied to the main body of the internal combustion engine by the main flywheel system by the reverse rolling moment of the sub flywheel system, in particular, the clutch means between the belt and the sub flywheel system is When the belt resonance caused by the tension and the mass of the sub flywheel system exceeds the predetermined value and the phase shift amount exceeds the predetermined value, the switching is switched to the cutoff state, so that the rolling moment of the engine can be canceled. The operating range can be expanded.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is a schematic diagram showing a rolling moment eliminating apparatus for an internal combustion engine according to the present invention mounted on an in-line four-cylinder engine (hereinafter simply referred to as engine) 10.
The main body 11 of the engine 10 is roughly composed of a cylinder block 31, a cylinder head 32 above the cylinder block 31, a crankcase 33 and an oil pan 34 below. As shown in FIG. 4, the main body 11 pivotally supports the crankshaft 12 in the longitudinal direction of the central portion, and a plurality of bearings 20 are arranged at predetermined intervals in the longitudinal direction. The crankshaft 12 is pivotally mounted in the main body 11. To do. A crank pulley 35 is integrally formed with the crankshaft 12 on one end side (the left end side in FIG. 4) of the cylinder block 31, and a main flywheel 13 (a base plate of the clutch 17 is formed on the other end side of the cylinder block 31. The clutch case 171 and the pressure plate 172, which rotate in a static manner, are attached to each other. As shown in FIGS. 4 and 5, the crankshaft 12
A plurality of cylinders (here, the first cylinder # 1 to # 4)
No. cylinder # 4) each piston 18 connecting rod 1
A member that is connected via 9 and is integrated with the crankshaft 12 forms a main flywheel system, and the moment of inertia thereof is I ₁ here.

Further, a double-sided V-ribbed belt 36 is wound around the crank pulley 35, and this is configured to drive a power steering pump 37, a tensioner 38 and an auxiliary flywheel 39 which are engine accessories. The crank pulley 35 has a two-sided V-ribbed belt 3 in two stages.
6, 40 are wound around, and the other double-sided V-ribbed belt 40 has a structure in which it is wound around a pair of cam pulleys 41, 42 and a plurality of tensioners 43. On the other hand, as shown in FIG. 2, the sub flywheel 39 and the sub rotary shaft 44 thereof.
Is mounted on the outer wall surfaces of the cylinder block 31 and the crankcase 33 with the rotation center line L1 parallel to the crankshaft 12 via a casing 27 that houses the same.

As shown in FIG. 2, the casing 27 has a substantially cylindrical shape, and has a housing portion 271 of the sub flywheel 39, a speed increasing means housing portion 272 for housing the planetary gear train PG, and an intermediate wall between the housing portions. 273 and a clutch mounting wall 274. Here, the casing 27 has a plurality of mounting brackets 60 projectingly formed, and is easily bolted to the main body 11 side via the brackets. The sub flywheel 39 is loosely fitted in the sub flywheel accommodating portion 271,
Both ends of the wheel are arranged concentrically with the sub-rotating shaft 44,
These are pivotally attached to the side wall and the intermediate wall 273 of the sub flywheel accommodating portion 271 via a pair of bearings 45 and 50. Note that the sub flywheel 39 here has an extending portion on the bearing 50 side integrally coupled to a sun gear 46 described later. Moreover, the sub flywheel 39 has a central hole 51 that also penetrates the sun gear 46, and the sub rotary shaft 44 is loosely fitted in the hole. One end of the auxiliary rotary shaft 44 is pivotally attached to the side wall of the auxiliary flywheel accommodating portion 271 via the bearing 56, and the other end, that is, the belt facing side is pivotally attached to the clutch mounting wall 274 via the belt facing bearing 52.

The belt-opposing bearing 52 is disposed between the planetary gear train PG on the inside and the clutch base plate 53 on the outside. As a result, the sub-rotating shaft 44 cantilever-supports the sub-rotating shaft pulley 49 around which the double-sided V-ribbed belt 36 is wound around the clutch substrate 53, and the rotating plate 54 of the planetary gear train PG. You will have to support it. Therefore, the gap between the belt facing bearing 52 and the rotary plate 54 can be minimized, and the bending of the shaft can be suppressed. Moreover, both sides V
The external force from the ribbed belt 36 side is received by a clutch bearing 58, which will be described later, via the auxiliary rotary shaft pulley 49. Therefore, for example, in the case where the sub-rotating shaft 44 has a cantilever structure (not shown) in which the planetary gear train PG and the sub-rotating shaft pulley 49 are both attached to the outside of the belt facing bearing 48, the overhang amount is Large, the bending in the bending direction along the longitudinal direction of the shaft becomes large, which causes the meshing of each element in the planetary gear train PG, which causes the thrust force. It is possible to prevent deterioration of sex.

Next, the sub flywheel accommodating portion 271 is sealed from the outside by a pair of seal rings 55, 55 arranged in parallel with the pair of bearings 45, 50, respectively. Further, the speed increasing means accommodating portion 272 and the auxiliary flywheel accommodating portion 27 are provided through the central hole 51 penetrating the auxiliary flywheel 39.
The housing space of both bearings 45, 56 on the side wall of No. 1 communicates with each other. Here, the internal space 57 of the sub flywheel accommodating portion 271 was kept dry, and the internal space on the speed increasing means accommodating portion 272 side and the central hole 51 were filled with oil. As a result, the lubricity of the sliding portion is ensured and the internal space 5
The secondary flywheel 39 of No. 7 prevents the loss of rotational energy due to stirring of oil.

The planetary gear train PG is integrally attached to the sub flywheel 39 and a ring gear 48 which is integrally attached to the sub rotary shaft 44 at a position facing the speed increasing means accommodating portion 272 via the rotary plate 54. The intermediate wall 2 meshes with the sun gear 46 and the sun gear 46 and the ring gear 48 together.
73 and a plurality of planetary gears 47 that are pivotally attached to 73. The planetary gear train PG forms the essential part of the reverse speed increasing means, and the rotational force transmitted to the auxiliary rotary shaft 44 via the clutch CL described later is reversely increased to be transmitted to the auxiliary flywheel 39.

Next, the clutch CL has a clutch mounting wall 27.
4 and a sub-rotating shaft pulley 49 that is externally fitted to a boss portion of the clutch mounting wall 274 via a clutch bearing 58.
And an electromagnet 59 mounted on the clutch mounting wall 274 via a bracket. The electromagnet 59 is controlled by the controller 61. As shown in FIG. 3, a plurality of electromagnets 59 are annularly arranged around the rotation center line L1 and are provided so as to always face the annular outer peripheral end which is the movable end of the disc spring 62 that rotates integrally with the clutch base plate 53. There is. The sub rotary shaft pulley 49 has a large number of slits 63 formed in an annular shape at a position sandwiched by the opposing portions of the electromagnet 59 and the disc spring 62. With this slit, the electromagnet 59 and the disc spring 6
It prevents the magnetic flux density from decreasing. The controller 61 is a well-known engine control unit,
The engine rotation speed Ne and the cylinder deactivation command S1 that are appropriately input are taken in, and the control functions according to the engine characteristics shown in FIG.

That is, the current rotation speed Ne is the set rotation speed Ne1.
(For example, 1900 rpm) is determined, and it is determined whether a cylinder deactivation mechanism (not shown) is turned on to operate in the cylinder deactivation mode. Current rotation speed Ne
Is below the set rotation speed Ne1 or while the cylinder deactivation command S1 is not issued, the ON output is generated to connect the clutch CL, and the sub flywheel system and the main flywheel system are interlocked. Conversely, when the current rotation speed Ne exceeds the set rotation speed Ne1 and the cylinder deactivation command S1 is issued, the off output is issued to disconnect the clutch CL, and the auxiliary flywheel system is disconnected from the main flywheel system. The main flywheel inertial body is the only rotational inertial body that works with the crankshaft.

The engine shown in FIG. 1 drives a cylinder deactivation mechanism (not shown) in a predetermined operation range, and the vibration force during the cylinder deactivation operation (two-cylinder operation) is doubled as compared with the all cylinder operation. Therefore, the set rotational speed Ne1 is set mainly for eliminating the rolling moment during the cylinder deactivation operation (two cylinder operation). That is, as shown in FIG.
In the cylinder deactivation operation (two-cylinder operation), the main flywheel system inertia moment I ₁ and the sub flywheel system inertia moment I ₂ are interlocked to each other to achieve a large engine inertia moment mode (τ
1), the vibration transmissibility ω, which is the ratio of the main flywheel system angular velocity ω1 and the sub flywheel system angular velocity ω2.
2 / .omega.1 was shown a peak in the belt resonant frequency 32H _Z.
On the other hand, even in the mode of small inertia moment (see solid line of τ2) in which the sub flywheel system inertia moment I ₂ is divided from the main flywheel system inertia moment I ₁ , the vibration transmissibility ω2 / ω1 peaks at the belt resonance frequency 63H _Z. Showed. Further, before and after the engine speed Ne reaches the belt resonance frequency 32H _Z at a large moment of inertia (d1
(See the broken line in FIG. 2), or before and after reaching the belt resonance frequency 63H _Z with a small moment of inertia (see the solid line in d2), the phases of the main flywheel system angular velocity ω1 and the sub flywheel system angular velocity ω2 are deviated by 90 degrees or more, and rolling It is clear that the damping effect of the moment decreases sharply, and conversely the amplifying effect increases.

As a result, the engine speed Ne1 of the engine 10 is set to 1900 rpm. by this,
Belt resonance caused by the tension and secondary flywheel system mass of the belt is equal to or higher than a predetermined value (for example may be a resonant frequency, may also be a 10H _Z Forward) and become,
Moreover, when the phase shift amount exceeds a predetermined value (for example, a shift of −45 ° or −90 °), it is set to switch to the cutoff state.

At this rotational position, the clutch means is disengaged, and in the rotational range beyond that, the main flywheel system inertia moment I
Drive only _one . In this case, the vibration transmissibility ω2 / ω1 is prevented from entering the damping range as shown by the broken line τn in FIG.
The vibration transmissibility ω2 / ω1 is ensured to be a predetermined amount even on the high rotation side. The above-mentioned double-sided V-ribbed belt 36 is made of resin, and in particular, an aramid core wire is used as its core wire. The double-sided V-ribbed belt 36 of the aramid cord has an increased rigidity as compared with the conventional polyester cord and prevents a decrease in transmission efficiency described later. That is, when torque fluctuation transmission of the engine is performed from the main flywheel system to the sub flywheel system as in this device, belt expansion / contraction (torsion) resonance occurs due to the spring constant of the belt itself, resulting in a reduction in transmission efficiency. Conceivable.

In order to deal with this, the rigidity of the double-sided V-ribbed belt 36 is increased here. Further, it is effective to reduce the moment of inertia of each pulley, and it is desirable to make the pulley into an aluminum alloy, titanium, or resin. Note that, in FIG. 6, the vibration reduction characteristics of a 4-cylinder deactivated engine with belt reinforcement measures (double-sided V-ribbed belt including aramid cord) are m lines, and in the conventional case (double-sided including polyester cord). (V-ribbed belt)
It is indicated by a line. The measurement position here was on the rocker cover (indicated by reference numeral S in FIG. 1), and the C1 component of the vibration during idling was measured in the front-back direction of the paper surface. When the rigidity ratio of the double-sided V-ribbed belt including the polyester core wire was set to 1, the rigidity ratio of the double-sided V-ribbed belt including the aramid core wire was reinforced to 5 to 6, and the theoretical reduction amount was estimated to be 10 dB.

Next, the double-sided V-ribbed belt 36 is wound around the crank pulley 35 and the auxiliary rotary shaft pulley 49, respectively, and transmits rotation to rotate both pulleys in the same direction. CL and the planetary gear train PG constitute a reverse rotation speed increasing means here. The rotation of the crankshaft 12 is reversely speeded up by the action of the crank pulley 35, the auxiliary rotary shaft pulley 49, the clutch CL, and the planetary gear train PG, and the speed increasing ratio ρ as the reverse speed increasing means here is 3. It is set to 6. In particular, here, the main flywheel system inertia moment I ₁ composed of the crankshaft 12, the crank pulley 35, and the clutch 17 is (=
0, 05 Kgm), and the sub flywheel system inertia moment I ₂ of the sub flywheel 39 is (= 0.014 K).
gm), and the speed increasing ratio ρ is set to (= 3.6).
Therefore, the expression (3), which is a conditional expression for completely eliminating the rolling moment described later, is satisfied as follows.

I ₁ = ρ × I ₂ = 3.6 × 0.014≈0.05 (3) The rolling moment elimination condition at this time will be described later with reference to FIG.
A characteristic point P1 is shown on the vibration reduction characteristic diagram of 0. The characteristic point is that the residual rolling moment ratio is approximately 0.1 (-
20 dB), the equivalent moment of inertia I'≈1.3,
It is within the ideal range a in which rotational vibration can be reduced, low-speed muffled noise, or the judgment value of power performance can be reduced. 8 to 9 show a rolling moment elimination device for an internal combustion engine as another embodiment of the present invention. This rolling moment elimination device for an internal combustion engine is mounted on an engine almost similar to that shown in FIG. 1. Here, the same members are designated by the same reference numerals, and duplicate description of the engine parts will be omitted.

Crank pulley 35 of engine 10 in FIG.
The double-sided V-ribbed belt 36 is configured to drive an alternator 50 and a tensioner 51 including an auxiliary flywheel system that is an engine accessory. The crankshaft 12 here also constitutes the main flywheel system of the inertia moment I ₁ of the main flywheel system by the crank pulley 35 and the clutch 17 for power transmission (see FIG. 4). On the other hand, as shown in FIG. 9, the alternator 50 includes a known alternator component 52 and an alternator rotary shaft 5 having the same component.
3 and an auxiliary flywheel 54 that is integrally connected to each other. Of these, the casing 55 of the alternator constituting portion 52 has a substantially spherical shape, and is bolted to the main body 11 via an appropriate bracket, so that the bearing 5 at the center of the casing 5
An alternator rotation shaft 53 is pivotally attached to the shaft 6. In addition,
The rotation center line L2 of the alternator rotation shaft 53 is also arranged in parallel with the crankshaft 12.

The alternator rotating shaft 53 has a rotor 58 in the alternator constituting portion 52 at the center, a sliding contact rotating body 651 for a centrifugal clutch 65 at one end, and a sub flywheel 54 at the other end. Composes a sub flywheel having an inertia moment I ₂ of the sub flywheel system. The centrifugal clutch 65 is configured to accelerate and receive the reverse rotation received by the alternator pulley 57 from the crank pulley 35 via the double-sided V-ribbed belt 36. That is, the crank pulley 35 is arranged inside the double-sided V-ribbed belt 36, and the alternator pulley 57 is arranged outside the double-sided V-ribbed belt 36 (see FIG. 8).
Therefore, the double-sided V-ribbed belt 36, the alternator pulley 57, and the crank pulley 35 constitute a reverse speed increasing means,
The speed increasing ratio ρ as the reverse speed increasing means here is set to 2.5.

The centrifugal clutch 65 has the above-mentioned sliding contact rotary body 651, a rotary base plate 652 pivotally supported by the alternator rotary shaft 53 via bearings, an alternator pulley 57 integrated with the rotary base plate 652, and a rotary base plate 652 pivotally supported. And a plurality of friction bands 654 that are in sliding contact with the sliding contact rotating body 651 by the elastic force of the spring 653. Here, the plurality of friction bands 654 are in contact with the sliding contact rotating body 651 in the low rotation speed range to transmit the rotation of the alternator pulley 57 to the alternator rotation shaft 53 as it is, and the engine rotation speed is set to the rotation speed Ne1.
(1900 rpm) and the alternator rotation speed is 47.
When the speed exceeds 50 rpm (the speed increasing ratio ρ as the reverse speed increasing means here is 2.5), the centrifugal force received by the friction band 654 exceeds the elastic force of the spring 653, and the friction band 654 slides on the rotating body 651. By further separating, the switching operation can be performed so that the interlocking state of the main flywheel system and the alternator rotation shaft 53 is cut. The specific structure of the centrifugal clutch 65 here is disclosed as a similar centrifugal clutch in Japanese Utility Model Laid-Open No. 60-122041 previously proposed by the present applicant.

Even when the centrifugal clutch 65 is used, when the engine 10 reaches the set speed Ne1 (1900 rpm), the clutch 65 is disengaged, and only the main flywheel system inertia moment I ₁ is driven in the rotation range higher than that.
Therefore, in the same way as shown by the broken line τn in FIG.
It is possible to prevent 2 / ω1 from entering the damping range, and it is possible to secure a predetermined amount of vibration transmissibility ω2 / ω1 even on the high rotation side. Further, here, the main flywheel system inertia moment I ₁ on the crankshaft 12 side is (= 0, 05 Kgm) and the sub flywheel system inertia moment I ₂ on the alternator pulley 57 side is (= 0.09 Kgm), The speed increasing ratio ρ was set to (= 2.5). The rolling moment elimination condition at this time is shown as a characteristic point P2 in the vibration reduction characteristic diagram of FIG. 10 described later. The characteristic point is that the residual rolling moment ratio is αm≈0.31 (-10 dB).
Therefore, the equivalent moment of inertia becomes I′≈1.1, and it is possible to maintain the characteristics capable of sufficiently reducing the rotational vibration, the low-speed muffled noise, or the judgment value of the power performance.

Here, the basic principle of the rolling moment elimination device for an internal combustion engine will be described with reference to FIGS. Here, the same members as the constituent members in FIG. 1 are designated by the same reference numerals, and the duplicate description thereof will be omitted. Normal engine (engine 10 equipped with rolling moment elimination device)
In the same manner), during operation, an explosion stroke is performed at each predetermined crank angle for each cylinder, and the crankshaft 1
Reference numeral 2 makes a rotary motion according to the explosion moment P (clockwise direction) around the crankshaft. On the other hand, the main body 11 receives an explosion reaction force moment -P (counterclockwise) around the crankshaft according to the explosion reaction force, and this explosion reaction force moment -P becomes rotational vibration of the engine 10 as a conventional residual rolling moment, This was transmitted to the vehicle body and was a noise factor. In order to reduce the residual rolling moment of the engine, the rolling moment elimination device herein uses the main flywheel system inertia moment I ₁ and the sub flywheel system inertia via the reverse speed increasing means composed of the main gear 15 and the sub gear 16. It has a structure in which the moment I ₂ is connected.

As shown in FIG. 1, the auxiliary flywheel 14
The sub-rotary shaft 21 integrated with is pivotally attached to the main body 11 via a bearing 22. In this case, the crankshaft 12 is displaced downward by the rattling of the bearing 20 (the circle corresponding to the gap of the bearing 20 and the rattling s1 thereof are schematically shown in FIG. 1) in the explosion stroke. At the same time, the explosion moment P (clockwise) around the crankshaft 12 is applied to the crankshaft 12, and along with this, the meshing tooth surface of the main gear 15 of the main flywheel system has a moment P (= r1 × n2). (Counterclockwise) is transmitted to the sub gear 16, and the sub gear 16 of the sub flywheel system receives the pressing force n2 upward from the meshing tooth surface. At this time, on both tooth surfaces of the main gear 15 and the sub gear 16, an upward pressing force n2 and a downward reaction force n of the same value as this.
1 is in balance, and the crankshaft 12 has this reaction force n1.
Then, it is displaced downward by applying a downward pressing force N1 (the same value as the downward reaction force n1) to the main body via the bearing 20.

Next, the auxiliary rotary shaft 21 on the side of the auxiliary gear 16 that receives the pressing force n2 upwards corresponds to the play of the bearing 22 (the circle corresponding to the gap of the bearing 22 in FIG. 1 and its play s2 are schematically shown. (Fig. 3), the pressing force N2 (the same value as the pressing force n2 received by the meshing tooth surface of the sub gear 14) is applied to the main body 11 at the same time. As a result, assuming that the space between the crankshaft 12 and the bearing 22 is Lr, the main body 11 has a moment M (= Lr × N) around the crankshaft 12.
2) (clockwise) works. This moment M is the explosion reaction force moment around the crankshaft -P (counterclockwise)
It can be considered that the residual rolling moment can be completely erased when both values match.

Therefore, the equation of motion based on the principle of the rolling moment elimination device of the internal combustion engine of FIG. 1 is derived as the equations (1), (2), and (3) described later, and the rolling moment elimination performance characteristic line is further derived. A diagram (see FIG. 10) was created. That is, where I is the moment of inertia of the main body 11, I ₁ is the main flywheel system inertia moment, I ₂ is the sub flywheel system inertia moment, φ is the rotation angle of the main body 11, and φ 1 is the rotation angle of the main flywheel system. , Φ2 is the rotation angle of the sub flywheel system, N is the reaction and reaction force between the bearings 20 and 22 and the crankshaft 12 and the sub rotation shaft 21, or between both tooth flanks, and P is the main body 11 due to combustion or reciprocating inertia mass.
The torque received by (corresponding to each moment of explosive force and explosive reaction force). The differential value of φ is denoted by Δφ, and the differential value of Δφ is denoted by dΔφ / dt.

Equation of motion of the main body 11 I × dΔφ / dt = N × (r1 + r2) -P (a) Equation of motion of the main flywheel I ₁ × (dΔφ ₁ / dt) =-N × r1 + P (B) Equation of motion of sub flywheel I ₂ × (dΔφ ₂ / dt) =-N × r ₂ (c) Gear constraint condition (φ ₂ -φ) / ( φ ₁ -φ) =-r1 / r2 (d) However, in the case of φ ₂ >> φ, φ ₁ >> φ, {φ ₂ / φ ₁ ≈ -r ₁ /
r2 ... (d) ′} is adopted.

When the differentiation process of (d) 'is performed twice, (dΔφ
₂ / dt) = − (r1 / r2) × (dΔφ ₁ / dt), which is substituted into (c), I ₂ × (− (r1 / r2) × (dΔφ ₁ / dt)) = − N × r2∴N = (r1 / r2 ² ) × I ₂ × (dΔφ ₁ / dt) ... (e) Equation (e) is substituted into equation (b) and N is deleted.

I ₁ × (dΔφ ₁ / dt) = − (r1 / r2 ² ) × I ₂ × (dΔφ ₁ / dt) × r ₁ + P ∴ {I ₁ + (r1 / r2) ² × I ₂ } × (dΔφ ₁ / dt) = P ... (f) Here, the equation of motion of the main flywheel system without the rolling moment elimination device (I ₁ × (dΔφ ₁ / dt)
= P) and equation (f) are compared, when the configuration of FIG. 1 is adopted, the motion of the main flywheel system apparently has an inertia moment of {I ₁ + (r1 / r2) ² × I ₂ }. You can see that Therefore, hereinafter, the equivalent moment of inertia I ′ (= I ₁ + (r1 / r2) ² × I ₂ ), the speed increasing ratio ρ
It is called (= r1 / r2).

Substituting equation (f) into equation (e), N = (r1 / r2) × I ₂ × (ρ / (I ₁ + ρ ² × I ₂ )) = r1 × I ₂ × P / (R2 ² × I ′) ··· (g) Substituting the expression (g) into the expression (a), I × dΔφ / dt = r1 × I ₂ × P / (r2 ² × I ′) × (r1 + r2) −P = P / (r2 ² × I ′) {r1 × I ₂ × (r1 + r2) − (r2 ² × I ′)} = P / (r2 ² × I ′) {r1 × I ₂ × (R1 + r2) − (r2 ² × (I ₁ + (r1 / r2) ² × I ₂ )} = P / I ′ × {(r1 + r2) × I ₂ −I ₁ } = − (I ₁ −ρ × I ₂ ) / I ′ × P ... (h) When this equation is compared with the equation of motion of the main body 11 (I × dΔφ / dt = −P) without the rolling moment elimination device, the rolling moment elimination device is compared. The external force is (I ₁ −ρ × I ₂ ) / I 'times.

That is, the residual rolling moment ratio (rotational vibration amount) received by the main body 11 of the engine is αm = (I ₁ −ρ × I ₂ ) / (I ₁ + ρ ² × I ₂ }. 1), and the low-speed muffled noise received by the main body 11 or the equivalent moment of inertia, which is the judgment value of the power performance, is expressed as I ′ = I ₁ + ρ ² × I ₂ ... (2). Furthermore, the residual rolling moment ratio α
When m is zero, that is, the condition of perfect balance is that when the expression (h) is zero, that is, the following expression (3) is satisfied.

I ₁ = ρ × I ₂ (3) An example of the torque balancer performance characteristic diagram based on the equations (1) to (3) is shown in FIG. The characteristic point of the torque balancer of the internal combustion engine of FIG. 11 is shown as P0 on the balancer performance characteristic diagram. This characteristic point P0
Was achieved by making the main flywheel 13, which is the inertial body of the main flywheel, into an aluminum alloy, and setting its inertia moment I ₁ to (= 0.04 Kgm) and setting the sub flywheel system inertia moment I ₂ to (= 0.016 Kgm) and the speed increasing ratio ρ (= 2.5) is set. As a result, complete elimination can be achieved with a residual rolling moment ratio αm of almost zero, and the equivalent moment of inertia I ′ is 1.4.
It is relatively small in the vicinity and can suppress low-speed muffled noise and deterioration of power performance, and can substantially maintain the torque balancer vibration characteristics in the ideal range a. In FIG. 10, reference numeral b indicates a power performance deterioration area, and reference numeral c indicates a vibration reduction effect small area.

[0037]

As described above, according to the present invention, the rolling moment given to the main body of the internal combustion engine by the main flywheel system is canceled by the opposite rolling moment of the sub flywheel system, and the belt and the sub flywheel system are combined. When the belt resonance exceeds the specified value and the phase shift amount exceeds the specified value, the clutch means switches to the disengaged state and expands the operating range where the rolling moment of the engine can be canceled. I made it possible,
Eliminating the rolling moment can be achieved over almost the entire operating range of the engine, and engine noise can be reduced.

[Brief description of drawings]

FIG. 1 is a schematic overall configuration diagram of a rolling moment elimination device for an internal combustion engine of the present invention.

FIG. 2 is a side sectional view of a torque balancer used in the rolling moment elimination device of FIG.

3 is a sectional view of the torque balancer of FIG. 2 taken along the line AA.

4 is a schematic side view of an engine equipped with the rolling moment eliminating device of FIG. 1. FIG.

5 is a schematic perspective view illustrating the function of a crankshaft of an engine equipped with the rolling moment eliminating device of FIG. 1. FIG.

FIG. 6 is a vibration reduction amount characteristic diagram of an engine equipped with the rolling moment elimination device of FIG. 1.

FIG. 7 is a characteristic diagram of vibration transmissibility and phase when the engine equipped with the rolling moment elimination device of FIG. 1 is in a cylinder deactivated state.

FIG. 8 is a schematic overall configuration diagram of a rolling moment elimination device for an internal combustion engine as another embodiment of the present invention.

9 is a side sectional view of a torque balancer used in the rolling moment eliminating device of FIG.

FIG. 10 is a vibration reduction characteristic diagram of the rolling moment elimination device of the present invention.

FIG. 11 is a schematic overall configuration diagram of an apparatus for explaining the basic principle of the rolling moment erasing apparatus of the present invention.

FIG. 12 is an explanatory diagram of torque fluctuation characteristics of the rolling moment elimination device.

[Explanation of symbols]

10 engine 11 main body 12 crankshaft 13 main flywheel 14 sub flywheel 21 sub rotary shaft 22 bearing 35 crank pulley 36 double-sided V-ribbed belt PG planetary gear train I ₁ main flywheel inertia moment I ₂ sub flywheel inertia moment ρ increase Speed ratio CL Clutch Ne1 Set speed

Claims (1)

[Claims] 1. A main flywheel system that rotates integrally with a crankshaft of an internal combustion engine, and a sub flywheel system that rotates about a rotation center line parallel to the crankshaft is mounted on the main body of the internal combustion engine. In a rolling moment elimination device for an internal combustion engine, wherein rotation from the main flywheel system is given to the sub flywheel system by the belt transmission means in reverse rotation, a belt between the belt transmission means and the sub flywheel system is provided. A clutch means capable of interrupting rotation conducted by means of is mounted on the clutch means, and the belt resonance caused by the tension of the belt and the mass of the sub flywheel system becomes a predetermined value or more, and the phase shift amount has a predetermined value. A rolling moment elimination device for an internal combustion engine, characterized in that it switches to a cutoff state when it reaches a higher state. .