JPH10159929A - Crank device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a crank device capable of varying the phase differences between its plurality of reciprocating parts with a single crank pin and realizing a longer stroke while suppressing its wear, noises and vibrations with a simple structure. SOLUTION: A tilted carriage 30' involves a tilted member 30A' which lies tilted to a vertical member 30B mounted on a vertical slide rail 32 movably. The tilted member 30A' is provided on its top with a tilted slide rail 34' on which a slide rod 36' is movably supported. The slide rod 36' is turnably coupled on a crankpin 37. That constitution generates no thrust force and brings the piston movement into a single chordal curve movement to thereby suppress the wear, noises and vibrations of the device with a small, lightweight structure. A plurality of slide rods 36' may be turnably engaged with the single common crankpin 37 to cause phase differences between the plurality of crank devices 100 in reciprocating motion. The resultant stroke is also lengthened as compared with existing scotch yoke mechanisms.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a crank device (hereinafter, also referred to as a crank mechanism).

[0002]

2. Description of the Related Art In a conventional connecting rod crank device as shown in FIG. 7, when a vertical force (F) due to gas pressure acts on a piston pin, a force FK in a crankpin direction and a force in a horizontal direction are applied to the piston pin. At this time, the horizontal component force FP presses the piston in the thrust (horizontal, side) direction, so that a sliding contact occurs between the cylinder liner and the piston skirt. This contributes to an increase in frictional resistance. In addition, the thrust force (side force) FP may be reversed in one cycle due to changes in the gas pressure and the inertia force of the reciprocating system depending on each crank angle. Causes collisions with the inner wall of the cylinder liner, so-called piston slaps may be generated, causing piston striking noise (abnormal noise), and thrust force (side force) as a source of vibration, causing the entire engine to vibrate and causing problems in the strength of each part. There was a fear of triggering.

Further, as a basic feature of the connecting rod crank device, since the piston speed does not become a single chord curve motion, an inertial force component from second order to infinity is generated in the inertial force, and these values are Although the value is very small (about 1/12 to 1/16) as compared with the primary inertial force, it is likely to be a problem in an engine pursuing vibration and noise. In order to solve the above-mentioned problem of the connecting rod crank device, it is necessary to increase the connecting rod length 1 as much as possible, but this cannot solve the problem that the engine becomes large.

In a conventional scotch yoke (cross-slider) device as shown in FIG. 8, since the movement of the slider is a single chordal curve, only the primary inertial force component is included, so that it is relatively easy to take measures against vibration. However, such a conventional scotch yoke device has a problem that a large bending moment force (M = FL) is generated in the support portion R of the slider frame, and the structure becomes a structurally heavy structure in order to secure strength. . Further, since the same bending moment is also generated in the guide portion, friction increases, and it is necessary to increase the basic dimensions of the slider shaft and the guide portion, which may increase inertia force.

[0005] The applicant of the present invention has conducted various studies and as a result, as a result, in the previously filed Japanese Patent Application No. 7-193893, a crank device as shown in FIGS. Yoke mechanism). According to the L-shaped scotch yoke mechanism 5 according to the present invention shown in FIGS. 5 and 6, the thrust force to the piston system is not generated, and the piston movement becomes a single chord curve movement. , Lighter and lighter than the conventional mechanisms
With a compact structure, friction and noise / vibration can be greatly reduced.

[0006]

Further, the present inventors have found that the crank device (L-type Scotch yoke mechanism) proposed in Japanese Patent Application No. 7-193893 is more advantageous depending on the way of use. I found that. That is, for example, when a plurality of reciprocating members (for example, pistons) are linked by one crankshaft (for example, a multi-cylinder engine,
It also includes a rotation / reciprocation conversion device employed in a Stirling engine having a plurality of pistons arranged coaxially. In addition, a rotation / reciprocation conversion device of another general machine is also included), in order to have a phase difference in reciprocation of each piston, a conventional crank device requires a predetermined rotation phase difference around the crankshaft. Therefore, it is necessary to provide a plurality of crank pins having the above-mentioned characteristics, and it is not easy to manufacture such a complicated crank shaft. To find the optimal piston phase difference in performance tests of Stirling engines, etc., it is necessary to prepare multiple types of crankshafts with different crankpin phase differences, and replace the crankshaft for each test. There was a problem of having to use an L-shaped Scotch yoke mechanism, which could solve these problems.

Further, according to this method of use, the stroke can be lengthened while being compact. The present invention has been made in view of such circumstances, and greatly promotes the reduction of friction and the reduction of noise and vibration as in the past, while further reducing the phase difference between a plurality of reciprocating parts with a small, lightweight and simple configuration. It is an object of the present invention to provide a crank device that can be variably set and can also achieve a long stroke.

[0008]

According to a first aspect of the present invention, there is provided a crank device configured to reciprocate in one direction in a plane substantially perpendicular to a rotation center axis of a crankshaft. A second support member slidably supported by the first support member in a direction substantially perpendicular to the rotation center axis of the crankshaft in a direction oblique to the reciprocating direction of the first support member. , And the second support member is configured to be freely rotatable around the crankpin.

According to the second aspect of the present invention, the oblique direction can be changed. In the invention according to claim 3,
When a plurality of crank devices according to claim 1 or 2 are provided, the second support member of each crank device is rotatably engaged around a common crank pin.

According to a fourth aspect of the present invention, when a plurality of the crank devices according to the first or second aspect are provided,
The diagonal direction is set so that the second support member of each crank device is rotatably engaged around a common crank pin and a predetermined phase difference is generated between the reciprocation of the first support member. I did it.

According to a fifth aspect of the present invention, when a plurality of the crank devices according to the first or second aspect are provided,
The second support member of each crank device is rotatably engaged around a common crank pin, and at least a portion of the crank device is disposed on the opposite side with respect to the crankshaft rotation center axis.

With this configuration, the displacement of the reciprocating part (for example, a piston system) interlocked with the first support member achieves a reciprocating-rotational conversion while performing a single chord curve movement. In addition, it does not generate moment force (thrust force (side force)) on the piston system, so it has a lightweight and compact structure,
Vibration, sliding part wear, etc. can be suppressed to a minimum.

By changing the oblique direction (inclination angle), the stroke can be easily changed without changing the length of the crank arm. Further, when a plurality of crank devices are provided and each second support member is rotatably engaged with a common (single) crank pin, a phase difference is generated between the reciprocating motions of the first support member. Can be. Further, if a part of the plurality of crank devices is disposed on the opposite side of the crankshaft rotation center axis, the moment generated when the second support member moves on the first support member can be canceled. This is advantageous for noise and vibration.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to the drawings. First, the crank device 100 described in the present embodiment (also referred to as an X-type Scotch yoke mechanism)
The L-shaped scotch yoke mechanism 5 as the basis of the above will be described. The L-shaped scotch yoke mechanism 5 is as shown in FIGS.

That is, for example, the reciprocating motion of the power piston 2 of a Stirling engine is performed by a rod end bearing (a pillow ball joint) 4 via a piston rod 3 (this portion may be a pin connection or a direct connection structure). The rod end bearing 4 is connected to a horizontal arrangement member 30A of the L-shaped movable pedestal 30.

The vertically arranged member 30 of the L-shaped movable base 30
B is movable (slidable) in the vertical direction (see the arrow in FIG. 5) in the figure on a vertical slide rail 32 disposed substantially perpendicular to the moment receiving base 31 via two rows of slide bearings 33. Supported. On the other hand, the horizontal arrangement member 30A
A horizontal slide rail 34 is disposed on the upper surface of the device, and a slide block 36 moves (slides) in the left-right direction in the figure (see an arrow in FIG. 5) via a slide bearing 35 on the horizontal slide rail 34. Supported as possible.

The slide block 36 is rotatably connected to a crankpin 37 connecting the crankshafts 6A and 6B via a bearing or the like. With the above configuration, when the power piston 2 receives the gas pressure F and moves upward in the figure, the horizontal arrangement member 30A is pressed upward through the rod end bearing 4 in the figure. This pressing force is transmitted to the crankpin 37 via the slide block 36 and the like, and transmitted to the crankshafts 6A and 6B as a rotational force.
When 6B is rotated, the slide block 36 connected to the crank pin 37 moves on the horizontal slide rail 34, and at the same time, the entire L-shaped movable pedestal 30 is disposed substantially vertically on the moment receiving pedestal 31. The guide 32 is moved upward in the figure.

That is, the crankshaft 6 is rotated in the clockwise direction in the drawing.
If A and 6B rotate by gas pressure or inertial force, the slide block 36 is moved to the left in the drawing, and is rotated while constantly receiving a vertical load along the crank radius locus. In other words, the reciprocation-rotation conversion is achieved while the displacement of the piston system makes a single chord curve motion.

The crank pin 37 from the piston system
In the process of transmitting the force to the L-shaped movable pedestal 30, a moment (F × L kg · mm) is generated on the L-shaped movable pedestal 30;
As a result, no moment force {thrust force (side force)} is generated on the piston system. Therefore, according to the L-type Scotch yoke mechanism 5, since the thrust force (side force) to the piston system is not generated as described above, and the piston movement becomes a single chord curve movement, the conventional method (FIG. 7) is used. Compared with the conventional crank device shown in FIG. 8 and FIG. 8, the reduction of friction and the reduction of noise and vibration can be remarkably promoted with a light and compact structure.

In the present embodiment, the L-shaped scotch yoke mechanism 5 is modified as shown in FIG. The same elements as those of the L-shaped scotch yoke mechanism 5 in FIGS. 5 and 6 are denoted by the same reference numerals. That is, instead of the conventional L-shaped movable pedestal 30, an inclined movable pedestal 30 'is provided and used.

The tiltable pedestal 30 'moves (slides) on the vertical slide rail 32 via a bearing 33.
An inclined member 30A 'is provided which extends in a direction oblique to a vertically arranged member 30B (corresponding to a first support member according to the present invention) which is attached so as to be possible. An inclined slide rail 34 'is disposed on the upper surface of the inclined member 30A', and a slide block 36 '(corresponding to a second support member according to the present invention) is mounted on the inclined slide rail 34'. It is supported via a bearing 35 'so as to be able to move (slide) in an oblique direction in the figure (see the arrow in FIG. 1).

The slide block 36 'is rotatably connected to a crankpin 37 connecting the crankshafts 6A and 6B via a bearing or the like. According to the above configuration, the same operation as that of the above-described L-shaped scotch yoke mechanism 5 is achieved, so that the piston system is linked to the vertical arrangement member 30B (corresponding to the first support member according to the present invention). No thrust force (side force) is generated, and the piston movement becomes a single chord curve movement. Therefore, the structure is lighter and more compact than the conventional system (the conventional crank device shown in FIGS. 7 and 8). Thus, reduction of friction and reduction of noise and vibration can be remarkably promoted.

As shown in FIG. 2, the two crank devices 100 are disposed to face each other, and the respective slide blocks 36 'are rotatably engaged with a common (single) crank pin 37. Then, a phase difference can be generated between the reciprocating motions of the two crank devices 100. In addition, if the two crank devices 100 are disposed so as to face each other, the moment generated when the slide block 36 'moves on the inclined member 30A' and the inclined slide rail 34 'can be canceled. It is more advantageous for noise and vibration.

However, a plurality of crank devices 100 can be arranged in parallel in the same direction by engaging with a common (single) crank pin.
By making the inclination angle α of A ′ different, even if a common (single) crankpin is used, a phase difference can be generated in the reciprocating motion of each crank device 100 (90 to 90 ° between each crank device). 180 ° phase difference).

Therefore, unlike the conventional multi-cylinder engine, it is not necessary to provide a plurality of crank pins having a predetermined rotational phase difference around the crankshaft in order to make the reciprocating motion of each piston have a phase difference. Therefore, there is no need to manufacture a crankshaft having a complicated shape, so that the configuration can be simplified. It should be noted that, even when the phase difference is not provided, the slide block 36 'of each crank device can be freely rotatably engaged with the common crank pin.

As shown in FIG. 3, for example, bolts 105 and 106 inserted into the inclination angle adjusting grooves 101 and 102 and the brackets 103 and 104 fixed to the inclined member 30A 'are fastened and loosened. Thus, if the inclination angle α of the inclination member 30A ′ can be variably set, the reciprocating phase difference of the reciprocating part (for example, a piston) can be easily set variably. This is advantageous when finding the optimum piston phase difference. The inclination member 30
If the inclination angle α of A ′ can be controlled by driving a hydraulic actuator or the like, the phase difference can be appropriately changed even during operation, so that the operation conditions (rotational speed, load, etc.) It is also possible to control to an optimal phase difference according to

Further, the crank device 1 according to the present embodiment
According to 00, there is also a merit that the stroke can be increased as compared with the L-type Scotch yoke mechanism 5 described above.
Hereinafter, the mechanism of the crank device 100 according to the present embodiment will be described in more detail. That is, as shown in FIG. 4, the crankshaft rotation angle is θ ′, and the phase angle is Δ
Assuming θ, the crank radius (crank arm length) as r, and the inclination angle as α, the motion of the piston can be expressed by the following equation.

AP = r · sin θ ′ (1) AP ′ = AP · tan α = r · tan α · sin θ ′ (2) OA = r · cos θ ′ (3) The displacement x of the piston is x = OA + AP ′ = r · cos θ ′ + r · tan α · sin θ ′ = r · (tan ² α + 1) ^1/2 · cos (α−θ ′) (4) where α = (π−Δθ) / 2 ( 5) It can be seen that the stroke _ST and the crank radius (crank arm length) r have a relationship represented by the following equation.

S _T = 2r · (tan ² α + 1) ^1/2 (6) r = S _T / {2 · (tan ² α + 1) ^1/2 } (7) That is, according to the crank device 100 of the present embodiment. If the stroke is adjusted by the L-shaped scotch yoke mechanism 5 described above,
Can be increased from the stroke (= 2r). From the above equation (4), it can be seen that the crank device 100 in the present embodiment performs a complete sine motion and has a minimum value (bottom dead center of the piston) when θ ′ is the inclination angle α.

Note that the crank device 1 according to the present embodiment is
00 is not limited to a combustion engine (an internal combustion engine, an external combustion engine) or the like having a piston.
The reciprocating motion converter can be used for all machines and devices.

[0031]

As described above, according to the crank device of the present invention, the displacement of the reciprocating part (for example, a piston system) interlocked with the first support member reciprocates while performing a single chord curve movement. -To achieve a rotational transformation,
Since no moment force {thrust force (side force)} is generated on the piston system, it is possible to minimize friction, noise, vibration, abrasion of sliding parts, etc. with a lightweight and compact structure.

By changing the oblique direction (inclination angle), the stroke can be easily changed without changing the length of the crank arm. Further, when a plurality of crank devices are provided and each second support member is rotatably engaged with a common (single) crank pin, a phase difference is generated in the reciprocation of the first support member of each crank device. Can be done.

Therefore, it is not necessary to provide a plurality of crankpins having a predetermined rotational phase difference around the crankshaft so as to provide a phase difference in the reciprocating motion as in the prior art. There is no requirement to manufacture the simplicity, so that the configuration can be simplified. Further, if a part of the plurality of crank devices is disposed on the opposite side of the crankshaft rotation center axis, the moment generated when the second support member moves on the first support member can be canceled. Therefore, noise and vibration can be further suppressed.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of a crank device according to an embodiment of the present invention.

FIG. 2 is a configuration diagram in a case where the crank device is arranged to face the same.

FIG. 3 is a configuration diagram showing an example in which an inclination angle adjusting mechanism is added to the crank device of the above.

FIG. 4 is a schematic view of a crank device of the above.

FIG. 5 is a configuration diagram of an L-shaped scotch yoke mechanism.

FIG. 6 is a side view of FIG. 5;

FIG. 7 is a view for explaining a problem of a conventional connecting rod crank mechanism.

FIG. 8 is a diagram illustrating a problem of a conventional scotch yoke mechanism.

[Explanation of symbols]

 2 Power piston 3 Piston rod 6A, 6B Crankshaft 37 Crank pin (single, common) 30 'Tilt movable base 30' 30A 'Tilt member 30B Vertical arrangement member 32 Vertical slide rail 33 Bearing 34' Tilt slide rail 35 'Slide bearing 36 'slide block 100 crank device (X type scotch yoke mechanism)

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Shoichi Iwamoto 3-2-11-801 Shiba, Minato-ku, Tokyo (72) Inventor Fujio Toda 4-1-3-205 Asahimachi, Soka-shi, Saitama (72) Invention Person Saga Nakaharu 476-85 Sakai, Kashiwa City, Chiba Prefecture

Claims (5)

[Claims] A first support member configured to reciprocate in one direction in a plane substantially perpendicular to a rotation center axis of the crankshaft; A second support member slidably supported in a direction oblique to the reciprocating direction of the first support member in a plane orthogonal to the first support member, wherein the second support member is rotatable around the crankpin. A crank device configured to be engaged with a crank device. 2. The crank device according to claim 1, wherein said oblique direction is changeable. 3. A plurality of crank devices according to claim 1 or 2, wherein the second support member of each of the crank devices is rotatably engaged around a common crank pin. Crank device to do. 4. When a plurality of crank devices according to claim 1 or 2 are provided, the second support member of each crank device is rotatably engaged around a common crank pin, and (1) The crank device according to (1), wherein the oblique direction is set so that a predetermined phase difference is generated between reciprocation of the support member. 5. When a plurality of crank devices according to claim 1 or 2 are provided, a second support member of each crank device is rotatably engaged around a common crank pin, and at least one The crank device of claim 1, wherein the crank device is disposed on the opposite side of the crankshaft rotation center axis.