JPS5839837A - Balancer for three-cylinder engine - Google Patents

Abstract

PURPOSE:To decrease vibration of an engine and reduce the weight and size of a balancer by providing a balancer shaft which rotates in the direction opposite to a crankshaft and also providing balancers at three points corresponding to the first-the third cylinders of the crankshaft. CONSTITUTION:Crank arms of the first, and the third cylinders of a crankshaft 1 are provided with counterweights 6a-1, 6a-2; 6c-1, 6c-2 and 6a'-1, 6a'-2, 6c'-1, 6c'-2 in relation to the mass of rotary parts and reciprocating parts of an engine respectively. The crank arm of the second cylinder is also provided with counterweights 6b-1, 6b-2 in relation to the mass of rotary parts only. Further, one balancer shaft 7 is provided which rotates at an equal speed and in the opposite direction in relation to the crankshaft 1. The balancer shaft 7 is provided with balancers 8a-8c for balancing only the mass of reciprocating parts, in all the points corresponding to the first the second and the third cylinders.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides a three-cylinder engine for automatic small use, in which a counterweight is provided on the crankshaft itself, and a balancer shaft is provided in the nest that rotates at the same speed and in the opposite direction to the crankshaft. A balancer that balances the first-order inertia force due to cylinder reciprocation and rotation quality and the first-order inertia couple around the X-axis, and also balances the first-order inertia couple in the manual direction of the crankshaft. It is related to the device.

For each cylinder, - (is the inertia due to the U recovery mass and rotation Stt
ll, the inertial force due to the rotation v4m can be fully balanced by a carantauite f14J on the opposite side of the crank arm, and the inertial force due to the former vi device is balanced at the same position as when using the rotating body i. The remaining part can be balanced by a balancer shaft that rotates in the opposite direction at the same speed as the crankshaft.
In the case of a J engine, the inertia of each cylinder stone is balanced as described in 1, and at the same time the inertia couple around the X axis is also balanced.C
Also, an inertia couple in the longitudinal direction is generated, and in order to eliminate this inertia couple by balancing, conventionally, for example, as in Japanese Patent Application Laid-open No. 55-6035, the crankshaft's karantauite is adjusted to a specific part II.
There is a method developed by I-Seizo, or a method disclosed in Japanese Patent Publication No. 54-233E, in which an inertia couple of the same magnitude as the inertia couple of the crankshaft system but in the opposite direction is generated on the balancer shaft to cancel it out.

The above is related to the balance of inertia force and inertia couple, which is generally said to be the case in a three-cylinder engine. In an engine with an odd number of cylinders, such as a three-cylinder engine, the inertial forces of the first and third cylinders act symmetrically on both sides of the second cylinder in the middle, so the crankshaft is affected by this. The inertia couple in the longitudinal direction must be taken into account, and this has a large effect on engine vibration. On the other hand, the longitudinal eccentric force of swinging due to this inertial force can be balanced by the balancer on the balancer shaft, but in this case, the couple is constant (but the mass can be changed depending on the distance between the balancers). By specifying the mounting position of the balancer, it becomes very advantageous in terms of the structure of the balancer shaft itself, the degree of freedom in design, the arrangement If of the crankshaft, etc.

In view of these circumstances, the present invention achieves balance against inertia force and inertia couple by using the counterweight of the crankshaft and the balancer of the balancer shaft, and also allows the balancer shaft to be brought closer to the crankshaft side and to reduce its weight and size. An object of the present invention is to provide a balancer device for a three-cylinder I-engine as described above.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. First, to explain the balance system per cylinder in Fig. 1, in the figure, numeral 1 is the crankshaft, 2 is the crank arm sequentially arranged at equal intervals of 120°, 3 is the crank bin, 4 is the connecting rod, and 5 is the piston. A counterweight 6 is provided on the extension line of the crank arm 2 on the side opposite to the crank bin 3 for half-balancing the entire inertial force due to the rotating mass and the inertial force due to the reciprocating mass. ζ
A balancer shaft 7 that rotates in the opposite direction at the same speed as the crankshaft 1 is provided, and a balancer 8 that half-balances the remaining part of the inertial force due to the reciprocating mass is provided. As shown in the figure, when the crank arm 2 is positioned clockwise by θ from the top of the two axes, the balancer 8 of the balancer shaft 7 is positioned counterclockwise by the same θ from the bottom of the Z axis. Here, the inertial mass of the reciprocating part is -p1 To make the explanation easier to understand, if the equivalent inertial mass of the crank bin 3 of the rotating part is 10, then the mass of the counterweight 6 on the crankshaft side is relative to the reciprocating mass Ip. If you make it half balanced, it will be a problem.
p/2, the rotating mass ■C rotates in the same direction as the crankshaft 1, so all of it can be balanced.
O, and the total becomes (g+p/2)+anus. Further, the mass of the balancer 8 on the balancer shaft side is the remainder of the above-mentioned mass, and becomes p/2.

By doing this, the Z of the reciprocating part and the rotating part.

The inertial forces in the Y direction are all balanced. Therefore 3
In a cylindrical engine, if a counterweight 6 and a balancer 8 of each mass are attached to the positions corresponding to each cylinder, then in this case, the total quality of the counterweights on the crankshaft side is 3 ((aM2) + C), and the balancer The total quality of the balancer on the shaft side is (3/2)■p.

Next, the balance due to the mass of the reciprocating part in a three-cylinder engine will be explained with reference to Figure 2.
or the third cylinder is indicated by a suffix a or C,
Also, the second cylinder is at top dead center, and the first cylinder is at the top dead center.
The cylinder is rotated by 40 degrees, and the third cylinder is rotated by 120 degrees.

5- Therefore, when the cylinder moves by θ from this state, the excitation force Fpl of the first cylinder, the excitation force Fp2 of the second cylinder, and the excitation force Fρ3 of the third cylinder are as follows.

Fp1=ipr ω2 cos (θ+240)Fp
2-epr ω2 cosθ Fp3=g+pr ω2 cos (θ +
120) Therefore, the total inertial force is balanced by F p1 + F p2 + F p3 = 0.

In addition, in order to give the inertia couple in the longitudinal direction of the crankshaft a -membrane property, it is viewed from a point P that is a distance S apart from the first cylinder, and the pitch of each cylinder is [spelled as Fpl・S+FI)2 (S+1)+F113(S+21
).

That is, Fpl・S+Fp2 (S+L) ten p3 (S+21)−
-5 ■p ``ω2 [sin θ... (+),
The reciprocating mass, which is a seven-direction load, generates a longitudinal bias around the Y-axis.

6- To explain the balance by mass of the counterweights 6a, 6b, and 6c that are half-balanced for each cylinder in Fig. 3, the case where the second cylinder is at dead center is shown as in Fig. 2, and at this time, The counterweights 6a, 6b, 6c of each cylinder are crank arms 2a, 2b.

It is located at a position 180° in phase with respect to 2C. Therefore, in the two directions when moving by θ from this state, the force due to each counterweight mass F recl,l: rec2,
Frec3 becomes as follows.

F rec1= (ap/2) r ω2 cos
(θ+240 + 180) F rec2= (
u/2 ) r ω2 cos (θ +1
80 ) F rec3= (sp/2) r ω2
cos (θ+120→180) Therefore, the inertial force in the Z direction becomes F rec1+F rec2+ F rec3-0 and is balanced.

On the other hand, when the inertia couple in the longitudinal direction due to such two-directional forces is calculated in the same way as above, Frecl-3+Frec2(S+L) +l:rec
3(S+2L) = (and/2) mpr ω2 L sin θ---
(2a), and similarly a longitudinal bias force around the Y axis is generated.

In addition, the counterweights 6a, 6b, and 6c have components not only in two directions but also in the Y direction, and the inertial force is balanced in the Y direction, and the inertia in the eldest direction due to the force in the Y direction is as follows. .

-(Jj/2) ipr oo21cosθ---(
2b) That is, a longitudinal bias force around two axes is generated due to the force in the Y direction.

Above, the counterweights 6a to 6C on the crankshaft side
The inertia couple in the longitudinal direction generated by is generated around the Y ring in the Z direction and around two axes in the Y direction, and the combination of both Akane is as follows.

(J'j/2)Br w21-sin θ-
(month/2) g+prXω2LCO3θ = (month/2) mprω2 L (s
in θ − cos θ )...(3) By the way, in addition to providing the above-mentioned crankshaft side counterweight for each cylinder, it is also separately assembled in the first and third cylinders on both sides except for the second cylinder in the center. It is also possible to provide the same, and this case will be explained with reference to FIG. To summarize without going into details, the counterweights 6 and 6σ of the first and third cylinders are (jj/2) (sp
/2 > quality - 1. The counterweight side of the first cylinder is 180° phase advanced from the crank arm 2a.
This is a position further advanced by 30 degrees in phase, and the counterweight 6σ of the third cylinder is provided at a position 30' phase behind the position 180' phase advanced from the crank arm 2c. That is, both counterweights u and 6σ are at positions that are 180 degrees in the opposite direction with respect to the crankshaft 1 and at an i angle with respect to the central crank arm 2b.

In this case as well, Z when moving by θ from the state shown in the figure
Force F rec1' due to the quality of each counterweight in the direction
, F rec3' is Frecl' = (j'j
/2 ) (gip/2) r ω2xcos(θ
+240 + 180 + 30) Frec3' =
(R/2) (lp/2) r ω
2xcos(θ+120+180-30), and the two-direction inertia becomes FreC1'+FreC3'=09-, which naturally balances out.

Next, the longitudinal inertia couple due to this force in the Z direction is Frecl'・S+Frec3'(S+21>
= (r:3/2) spr ω2 1. s
in θ, which agrees with equation (2a).

The inertia forces are balanced in the YZj directions as well, and the longitudinal inertia couple due to the force in the Y direction matches equation (2b).

From this, it can be seen that even if one counterweight on the crankshaft side is installed in each of the 8 cylinders, or one each is installed only in the 1st and 3rd cylinders, the inertia force is balanced and the longitudinal direction It is understood that the inertia couple of will be the same.

Above, we have explained the balance of the inertia force due to the forward m*igi and counterweight on the crankshaft, the longitudinal inertia coupling horn, that is, the whirling, but here we will explain the formula (1) and (
3) The longitudinal eccentric force in the equation remains, and when these are combined, −m mprω2Lsinθ+(month/2) ipr
ω2xi-(Sinθ-COSθ) 10---<Ii/2) 19r ω2L (Sinθ+
cos θ) ・ ・ ・ (Rumor has it. Therefore, we will explain how to balance such a longitudinal couple on the balancer shaft side using Fig. 5. First,
The balancer 8a also corresponds to each Qi four on the balancer axis 1.
, 8b, and 8c, the mass of each balancer 8a to 8C is as follows: IIf on the crankshaft side
-p/2 for the amount i. Further, as shown in the figure, when the second cylinder is at the top dead center, the balancer 8b corresponding to the second cylinder is at the opposite position on the bottom dead center side, and the balancer 8a corresponding to the first cylinder is at the counterclockwise 240° phase. advances from 1 to 18
At a position shifted by 0'', the balancer 8C corresponding to 13 cylinders is located at a position further 180° in phase from the 120° counterclockwise position.

Therefore, the force F in the Z direction when moving by θ from this state
recl, F rec2. Frec3 is Fre
cl= (sp/2) r ω2 cos
(θ +240 +180) Frec2=
(sp/2) r (lJ2 CO6(θ+180)
F rec3= (sp/2) r ω2 cos
(θ+120 + 180 >, the inertial force in one direction is balanced, and the longitudinal couple around the Y axis due to the force in these two directions is <m/2) Ipr (c) 21stnθ --- (2
a') Also, in the Y direction, the polarity is negative because it rotates in the opposite direction to the crankshaft, but in the same way, the inertial force is balanced and this Y
The longitudinal eccentric force around the Z-axis due to the force in the direction is (J'j /2
) apr-ω2 L CO3θ---(2b
') Therefore, the inertia couple in the longitudinal direction generated by the balancers 8a to 8C on the balancer axis side also occurs around the Y axis in two directions and around the Z axis in the Y direction, and the combined force is expressed by the above equation (2a'). (2b') gives the following equation.

(Jj/2)lprω2L(sinθ+cosθ)・・
・(4') By the way, even the balance t on the balancer shaft side can be separated in the same way as shown in FIG. 4 on the crankshaft side. This case will be explained with reference to FIG. 6. And the mass of the balancer equivalent to the third cylinder is ip/
2 multiplied by 5/2, the cylinder corresponding to the first cylinder is positioned 30 degrees ahead of the phase in history, and the cylinder corresponding to the third cylinder is positioned 30 degrees behind in phase. This will give you the same result as in Figure 5, and you can do whatever you want with it.

As mentioned above, the balance of inertial force by the balancer on the balancer shaft side,
and the inertia couple in the longitudinal direction, and the result is equation (4'). Therefore, if this equation (4') is combined with the previous equation (rumor), it becomes zero, and from this, the longitudinal inertia couple due to the reciprocating mass generated on the crankshaft side and the mass layer of the counterweight that half-balances it. will be balanced by the balancer on the balancer shaft side.

Next, we will explain the balance of the mass of the rotating parts of a three-cylinder engine.The configuration is the same as that shown in Fig. 2, and θ
The force acting on the 1st to 3rd cylinders at the position where they have moved, Fc
l, Fc2. Fc3 is as follows.

FC1=lCr ω2008 (θ+240)F c2
= acrω2 CO3θ F c3= ICrω2 cos (θ+120) As a result, the longitudinal couple around the Y axis due to the rotational quality is 13- Ikkaku acr (1) 2 L sin θ -・
・ (5a) The longitudinal couple around the 7 wheels becomes j'jacr Q) 2 LCO3θ --- (5b), which similarly occurs around the Y axis in the 7 directions and around the 2 axes in the Y direction. When combined, it becomes as follows.

-Jiscr ω21- (sinθ-COSθ) -
--(6) Next, this rotating mass is divided into 1:1 for each cylinder.
To explain the balance by the mass of the counterweights 6a to 6C, it is the same as the configuration shown in FIG. 3, and the force due to the mass of each counterweight, F ro
tl, F rot2. F rot3G, next +7)
It becomes you.

Frotl-s+cr ω2 cos (θ+240
+180) Frot2=scr oo2 cos
(θ+180>Frot3=llcr ω2 CO3
(θ) 120 +180) As a result, the longitudinal couple around the Y axis due to the Z direction becomes JNmcr ω21 sin
θ --- (7a) The longitudinal couple around the two axes in the Y direction becomes -m mcrω2Lcos θ - (7b), and the whirling longitudinal couple that combines both becomes the following 14-.

5mcr oa2 L (sinθ-COSθ) --(
8) By the way, even in the case of the rotational quality (2), as shown in Fig. 4, by multiplying the quality by SC by (j'N/2) and advancing or retarding the phase by 30°, the rotational quality can be changed to the first and third cylinders. It is possible to separate and concentrate the counterweights.

Thus, regarding the rotating mass, the combined whirling longitudinal couple around the Y- and Z-axes in equation (6) becomes zero by combining with the similar longitudinal couple in equation (8) due to the counterweight, and the two will be balanced.

The present invention is based on such a technical idea, and a specific embodiment thereof will be explained with reference to FIG. 7.As is clear from the above explanation, the engine has a reciprocating part and a rotating part for each cylinder. An inertial force and a couple are generated due to the mass of , and it is of course possible to balance these qualities by combining them. However, especially considering the mass of the rotating part, considering that the inertia force and the couple can be balanced only by the counterweight on the crankshaft side, It is preferable to treat the balance separately from the mass of the reciprocating part, which can only be balanced in combination with the balancer shaft.

Therefore, in the crankshaft 1, first, counterweights 6a-1 and 6a-2 are applied to the mass of the rotating parts for each cylinder.
, eb-1 and 6b-2, and 6C-1 and 60-2 are provided on the opposite side of the crank pin of each crank arm as shown in FIG. Next, as for the mass of the reciprocating part,
As shown in Figure 4, counterweights are placed at two locations on the first and third cylinders, excluding the second cylinder.
-2 is also provided. In addition, in the balancer shaft 7, as mentioned above, since the mass of the rotating part of the crankshaft 1 is balanced separately, balancers 8a, 8 are used to balance only the unbalanced quality of the reciprocating part.
b, 8c are the first one as shown in FIG. In such a configuration, in which the second and third cylinders are provided at positions corresponding to all the cylinders, when considering the balance on the crankshaft side, the counterweight side for the mass of the reciprocating part is -1, -2, and -1. As for and 6σ-2, since they are separated and concentrated in two places, the synthetic material on each cylinder side is (■p/2
) by (m/2) and adjust the phase by 30゛.
Assuming that the pitch of each cylinder is L as in Figure 2, for the longitudinal couple, (mp/2) (old/2) X2 L
= (old/2) 191 should be generated.

Therefore, the composite quality of counterweight a; f-1, d-2 is Mca', counterweight 6-1, 6-2
Let the resultant mass of the counterweights al-1 and al-2 be MCC', then consider the balance of the inertial force on the crankshaft 1, maintain Mca' = MCC', and set the resultant center of gravity position of the counterweights al-1 and al-2 relative to the Y axis as L+X ', the composite position of the counterweights 6-1 and 6-2 on the Y axis is L+y', then Mca' (L+ x' +L+ y
' ) = (IN/2) Since it is sufficient to satisfy pL, the following general formula is obtained.

Mca' = Mcc' = (Takumi/2) spc/(
(9a) Next, the counterweights 6a-1 and 6 for the quality of the rotating part (2)
For a-2, 6b-1 and 6b-2, 6cm1 and 60-2, 17- are the respective synthetic substances MCa, Mcb, M2C
Then, considering the balance of inertia on the crankshaft,
Hold M ca= M cb= fvl cc.

In addition, the second cylinder H Rantau [items 6b-1 and 6b-2
Counterweight 6 of the first cylinder with respect to the resultant center of gravity position of
If the combined center of gravity position of a-1 and fya knee 2 is L + X, and the combined center of gravity position of the third cylinder counterweights 6C-1 and 60-2 is L + y, then Mca (L + x ) = Mcc (1- + y ) Therefore, x=y is maintained.

Then, for the longitudinal couple, take out the Y direction component, (Mca (L x) + Mcc (L + V)) cos
30-1'jscl, and the following general formula is obtained.

Mca=Mcb=Mcc=mcL/ (L+x)...
・(9b) Therefore, the mass of each counterweight can be arbitrarily determined in relation to the position of the composite center of gravity, and any
The six qualities that make the values of fx', y', x, and y larger by 18 and move them away can be small. To make it easier to understand, let's make the positions of the centers of gravity in the first and third cylinders the same, and the center of gravity in the second cylinder, so that x' =
When y' -x= y= 0, the counterweight masses at the two locations of the first and third cylinders relative to the mass of the reciprocating part are (VJ/4)-1), and the first to third cylinders relative to the mass of the rotating part are 3 cylinders, 3 counterweights ■
becomes IC.

Further, in the first and third cylinders, the image quality of the reciprocating portion and the rotating portion are separately set at 30 degrees and 9 angles, but in reality, a single image quality that is a vector combination of these is provided.

Next, on the balancer shaft 1, since the reciprocating mass of the engine is balanced for each cylinder-corresponding part, it is sufficient to half-balance each cylinder-corresponding part with a mass of IEI/2. Therefore, the quality of balancers 8a and 8c is determined by Mba.
, Mbc, and the balancer sb is divided into two, ,
The synthetic material ■ of 8b-2 is Mbb, and the central balancer ab
- Balancer 8a for the combined center of gravity position of 1,81L2,
When the position of 8c is xLL, yll, Mba-Mbb-MbCx''-y'' is maintained in consideration of the balance of inertial force on the balancer axis.

In addition, for longitudinal bias, take the Y-direction components of the balancers 8a and 8c on the first and third cylinder sides, and calculate (Mba(L+
x″) +Mbc(L+V”)) cos30
= (Jj/2) spL, which is sufficient to satisfy the following general formula.

Mba=Mbb=Mbc=spL/2(L-+x″
)... (1)) Here, x''-y''-0, that is, the balancer 8b.

If the position of 8C is aligned with the center of each cylinder, each balancer mass Mba, Mbb, Mbc becomes sp/2.

In addition, the center balancer '12'8b does not need to be aligned with the center of the second cylinder; the balancer mass as a whole can be reduced by moving the balancers further apart and increasing the value of x''. By arranging the balancers 8a, 8c at the corresponding portions of the bearings 9a, 9d of the crankshaft 1, the space can be effectively utilized.On the other hand, the balancer 8a.

With the entirety of bearings 8b and 8c satisfying the conditions described in -L, the entire bearings are moved to the first cylinder side and bearings 9a, 9b, 9c are formed.
By arranging it in a corresponding part, or by moving it to the third cylinder side and placing it in a part corresponding to bearings 9b, 9c, and 9d, effective use of space can be achieved for all balancers, and the balancer shaft 1 can be brought closer to the crankshaft 1. becomes possible.

In this way, on the crankshaft 1, the first and third cylinders (9a
) counterweights M-t and m-2,s of the composite cloud
1 and 6σ-2 are provided at positions perpendicular to the crank arm 2b of the second cylinder, and (9b
) Counterweights 6a-1 and 6a-2 of the combined mass of the formula
, 6cm1 and 60-2 are provided on the opposite side of the crank pin of each crank arm. In addition, the balancer shaft 7 is provided with mass balancers 8a, 8b, and 8c of the formula (■) at the center of each cylinder-corresponding part or at the bearing location to half-balance the reciprocating and rotating parts of the three-cylinder engine. The inertial force and couple due to the mass of are balanced.

21- By doing so, vibrations etc. are greatly reduced. The mass of the reciprocating part and the rotating part are treated separately, and the mass of the rotating part in particular is balanced by the counterweight of the crankshaft combination cylinder, so the balance system as a whole is made clear. Since the counterweights with reciprocating mass are provided separately from each other only in the first and third cylinders on the crankshaft 1, the mass of the entire counterweight can be smaller than when the counterweights are provided separately for each cylinder. By adding generality to the installation of the counterweight and balancer, the degree of freedom in design increases. Furthermore, if the 2WM balancers #8a and 8c on both sides of the balancer shaft 1 are arranged in the parts corresponding to the crankshaft bearings, the mass of the entire balancer can be reduced, and all the balancers 8a and 8b can be reduced.

By arranging 8C in a similar shaft support portion, the balancer shaft 7 can be moved closer to the crank 5 shaft 1 side by effectively utilizing the space, thereby making it possible to downsize the balancer shaft 7.

A specific example of mounting the balancer shaft will be explained with reference to FIGS. 8 and 9. The one in Figure 8 is a case where the engine is installed under the loading platform in the R-R system, and the engine main body 10 is mounted almost horizontally, and the engine main body 10 is placed on the ground right in the middle. The air cleaner 11, the carburetor 12, and the suction pipe 13 are horizontally connected and arranged, and a cooler compressor 14, ACG 15, etc. are also attached. Therefore, if the balancer shaft 7 is placed above so as not to be submerged in oil, it will interfere with the carburetor 112, ACG 15, etc., and it is best to move it closer to the crankshaft 1 to avoid such interference. It will be advantageous if you can do it.

The one in No. 9 @l is the F-F system, and the engine body is 10
is mounted approximately vertically, the air cleaner 11, carburetor 12 and intake pipe 13 are provided on the passenger compartment side, the exhaust pipe 16 is provided on the front panel side, and the balancer shaft 7 is placed in front of the engine body 10. This will interfere with the catalytic converter 11 of the exhaust pipe 16. Therefore, in this case as well, if the balancer shaft 7 is moved closer to the crankshaft 1, interference with the catalytic converter 11, etc. can be avoided, and the engine body 10 can be moved closer to the front panel to enlarge the passenger compartment. Various effects can be obtained, such as the ability to

[Brief explanation of the drawing]

1 to 6 are explanatory diagrams for explaining the present invention in detail,
FIG. 7 is a schematic diagram showing an embodiment of the balancer installation of a three-cylinder engine according to the present invention, and FIGS. 8 and 9 are side views showing a specific example of the application of the present invention to an automobile. 1... Crank shaft, 2a, 2b, 2c... Crank arm, 6a-1, 6a-2, 6b-1, 6b-2, 6
c, 4.6cm2.5j-1,6 -2゜6σ-1,6
σ-2...Counterweight, 1...Balancer axis,
8a, 8b, 8c... Balancer. Patent applicant: Fuji Heavy Industries Co., Ltd. Agent: Makoto Kobashi Patent attorney: Susumu Murai

Claims (1)

[Claims] The first and third cylinders of the crankshaft, in which the crank arms are sequentially arranged at equal intervals of 120 degrees, have counters for the engine's reciprocating and rotating mass, and the second cylinder has a counter for the engine's rotating mass. Only the weights are provided,
Rotating in the opposite direction at the same speed with respect to the above crankshaft 1
The balancer shaft of the book is placed in the first stage of the balancer shaft. Second
and a balancer device for a three-cylinder engine, characterized in that a balancer of a predetermined quality is installed at three locations corresponding to the third cylinder so as to provide half balance.