JPS60146934A - Horizontal opposed 3-cylindered engine - Google Patents

Horizontal opposed 3-cylindered engine

Info

Publication number
JPS60146934A
JPS60146934A JP230384A JP230384A JPS60146934A JP S60146934 A JPS60146934 A JP S60146934A JP 230384 A JP230384 A JP 230384A JP 230384 A JP230384 A JP 230384A JP S60146934 A JPS60146934 A JP S60146934A
Authority
JP
Japan
Prior art keywords
diameter
small
cylinder
cylinders
sum
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP230384A
Other languages
Japanese (ja)
Other versions
JPH0252099B2 (en
Inventor
Makizou Hirata
平田　牧三
Shinichi Tanba
丹波　晨一
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kawasaki Heavy Industries Ltd
Kawasaki Motors Ltd
Original Assignee
Kawasaki Heavy Industries Ltd
Kawasaki Jukogyo KK
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kawasaki Heavy Industries Ltd, Kawasaki Jukogyo KK filed Critical Kawasaki Heavy Industries Ltd
Priority to JP230384A priority Critical patent/JPS60146934A/en
Publication of JPS60146934A publication Critical patent/JPS60146934A/en
Publication of JPH0252099B2 publication Critical patent/JPH0252099B2/ja
Granted legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/22—Compensation of inertia forces
    • F16F15/24—Compensation of inertia forces of crankshaft systems by particular disposition of cranks, pistons, or the like
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1812—Number of cylinders three
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/24—Multi-cylinder engines with cylinders arranged oppositely relative to main shaft and of "flat" type
    • F02B75/243—Multi-cylinder engines with cylinders arranged oppositely relative to main shaft and of "flat" type with only one crankshaft of the "boxer" type, e.g. all connecting rods attached to separate crankshaft bearings

Abstract

PURPOSE:To reduce a horizontal opposed 3-cylindered engine to a compact size and a light weight and to restrain vibration due to unbalanced inertia force by setting a large-diameter cylinder and two small-diameter cylinders horizontally opposed to each other in such a manner that the displacement of the large-diameter cylinder and the mass of a reciprocating portion are substantially equal to the sum of displacements of two small-diameter cylinders and to the sum of masses of reciprocating portions of the small-diameter cylinders. CONSTITUTION:One large-diameter cylinder 1 and two small-diameter cylinders 2, 3 are horizontally opposed to each other, and set in such a manner that the displacement of one large-diameter cylinder 1 is substantially equal to the sum of displacements of two small-diameter cylinders 2, 3. There is phase difference of 180 deg. between a crankpin 6 of the large-diameter cylinder 1 and crankpins 7, 8 of small-diameter cylinders 2, 3 positioned at both ends of the large-diameter cylinder. The mass of a reciprocating portion 15 for the large-diameter cylinder 1 comprising a piston 9 and a part of a connecting rod 12 is set substantially equal to the sum of masses of reciprocating portions 16, 17 for the small-diameter cylinders 2, 3 comprising pistons 10, 11 and connecting rods 13, 14.

Description

【発明の詳細な説明】 〔発明の分野〕 この発明は振動の低減と小形軽量化を図った水平対向形
３気筒エンジンに関するものである。DETAILED DESCRIPTION OF THE INVENTION [Field of the Invention] The present invention relates to a horizontally opposed three-cylinder engine that is designed to reduce vibration and to be compact and lightweight.

〔従来技術とその問題点〕[Prior art and its problems]

まず、従来の水平対向形２気筒エンジンを第１図によシ
説明する。このエンジンでは、２つのシリンダ３０．３
１の中心はクランク軸３２の軸方向で互いにずれている
。ここで、クランク軸３２の中心線＝ｉＹ軸、このＹ軸
上のシリンダ３０．３１間の中心点金Ｏ、ピストン３３
．３４の往復運動方向と平行で上記中ｖ点Ｏｋ上記Ｙ軸
に直角に通る直線をＸ軸、上記中心点Ｏを紙面の表裏方
向に直角に通る直線ｉＺ軸とすると、Ｚ軸まわりの１次
モーメントを釣合せるため、両性側のクランクウェブに なる重さの不釣合重錘３５，３６が必要である。First, a conventional horizontally opposed two-cylinder engine will be explained with reference to FIG. In this engine, two cylinders 30.3
1 are offset from each other in the axial direction of the crankshaft 32. Here, the center line of the crankshaft 32 = iY axis, the center point O between the cylinders 30 and 31 on this Y axis, the piston 33
．． If the straight line parallel to the reciprocating direction of 34 and passing at right angles to the above Y-axis is the X-axis, and the straight line passing through the center point O at right angles to the front and back directions of the paper is the Z-axis, then the first order around the Z-axis is In order to balance the moments, unbalanced weights 35, 36 are required, the weight of which becomes the crank web on both sides.

なお、上式のＷＲｅｃは往復運動部に対応する重量、Ｗ
ＨＯＴは回転運動部に対応する重量である。In addition, WRec in the above formula is the weight corresponding to the reciprocating part, W
HOT is the weight corresponding to the rotating part.

しかし、Ｚ軸まわりの不釣合１次モーメントはとれても
、Ｚ軸まわりの２次モーメントとＸ軸まわシの１次モー
メントは残る。つまり、上記不釣合重錘による不釣合モ
ーメントの一次および二次の成分が残ることになる。However, even if the first moment of unbalance around the Z axis is removed, the second moment around the Z axis and the first moment of rotation around the X axis remain. In other words, the primary and secondary components of the unbalanced moment due to the unbalanced weight remain.

このように、従来の水平対向形２気筒エンジンでは、慣
性力を釣合せるため、クランク軸の動力伝達や剛性の向
上に直接関与しない不釣合重錘をクランクウェブに装備
しなければならず、しかも、これによシ慣性力による不
釣合をなくしても、不釣合モーメントが残るので、なお
エンジンにハ振動が発生する。このため、作業機や車輌
などへの搭載にあたっては、そのエンジンを弾性部材に
ょシ支持したり、あるいはシャシの剛性を上げるなどの
対策を必要とした。In this way, in conventional horizontally opposed two-cylinder engines, in order to balance the inertial force, it is necessary to equip the crank web with an unbalanced weight that does not directly participate in power transmission or improving the rigidity of the crankshaft. Even if the unbalance caused by the inertial force is eliminated, an unbalanced moment remains, and vibrations still occur in the engine. Therefore, when mounting the engine on a working machine or vehicle, it is necessary to take measures such as supporting the engine with an elastic member or increasing the rigidity of the chassis.

一方、上記のような不都合を解消するため、たとえば、
特開昭５５−１３９５４１９公報記載のように、並列配
置の３気筒形とする考えがあるが、このものでは、各シ
リンダが対向配置されていないうえに、各シリンダの大
きさが同一であるから、エンジンが軸方向に長くなって
大形化し、重量もかさむ欠点がある。On the other hand, in order to eliminate the above-mentioned inconveniences, for example,
As described in Japanese Patent Application Laid-Open No. 55-1395419, there is an idea to use a three-cylinder type arranged in parallel, but in this case, the cylinders are not arranged facing each other and each cylinder is of the same size. However, the disadvantage is that the engine becomes longer in the axial direction, making it larger and heavier.

〔発明の目的〕[Purpose of the invention]

この発明は上記欠点を解消するためになされたもので、
小形軽薫化を図るとともに、慣性力の不釣合による振動
を抑制する水平対向形３気筒エンジンを提供することを
目的としている。This invention was made to eliminate the above drawbacks.
The object of the present invention is to provide a horizontally opposed three-cylinder engine that is small and light in smoke and suppresses vibrations due to unbalance of inertial force.

〔発明の構成〕[Structure of the invention]

この発明は１つの大径シリンダと２つの小径シリンダと
を互いに水平対向形に配置するとともに、上記１つの大
径シリンダが対応するクランクピンと、その両側対称位
置に設けられ、上記２つの小径シリンダがそれぞれ対応
するクランクピンとの間に１８０°の位相差を設け、上
記１つの大径シリンダの排気量と２つの小径シリンダの
排気量の和とをほぼ等しく設定し、かつ１つの大径シリ
ンダ分についての往復運動部の質量と２つの小径シリン
ダ分についての往復運動部の質量の和とをほぼ等しく設
定したことを特徴としている。In this invention, one large-diameter cylinder and two small-diameter cylinders are arranged horizontally opposite to each other, and the one large-diameter cylinder is provided at a position symmetrical to the corresponding crank pin on both sides, and the two small-diameter cylinders are arranged symmetrically to each other. A phase difference of 180° is provided between each corresponding crank pin, and the displacement of the one large diameter cylinder and the sum of the displacements of the two small diameter cylinders are set to be approximately equal, and for one large diameter cylinder. The mass of the reciprocating part and the sum of the masses of the reciprocating parts for the two small-diameter cylinders are set to be approximately equal.

〔実施例〕〔Example〕

以下、この発明の実施例を図面にもとづいて説　：明す
る。Embodiments of the present invention will be explained below based on the drawings.

第２図はこの発明の一実施例にがかる４サイクル水平対
向形３気筒エンジンの概略構成図である。FIG. 2 is a schematic diagram of a four-stroke horizontally opposed three-cylinder engine according to an embodiment of the present invention.

この図において、１，２．３はそれぞれのシリンダで、
１つの大径シリンダ１と２つの小径シリンダ２，３とは
互いに水平対向形に配置され、かつ１つの大径シリンダ
１の排気量と２つの小径シリンダ２，３の排気量の和と
はほぼ等しく設定されている。４はクランクケース５に
支持されたクランク軸で、このクランク軸４には３つの
クランクピン６．７．８が設けられ、中央のクランクピ
ン６と、その左右対称位置に配置されたクランクピン７
．８との間には、互いに１８０°の位相差が与えられて
いる。クランクピン７と８とは同位相で套る。しかして
、中央のクランクピン６には大径シリンダ１が、左右の
クランクピン７．８には小径シリンダ２，３のそれぞれ
が対応している。９゜１０．１１は各シリンダ１，２．
３に装入されたピストンで、コンワット１２，１３．１
４によシそれぞれのクランクピン６．７．８に連結され
ている。In this figure, 1, 2.3 are the respective cylinders,
One large-diameter cylinder 1 and two small-diameter cylinders 2, 3 are arranged horizontally opposite each other, and the sum of the displacement of one large-diameter cylinder 1 and the displacement of two small-diameter cylinders 2, 3 is approximately are set equal. 4 is a crankshaft supported by a crankcase 5, and this crankshaft 4 is provided with three crank pins 6, 7, and 8, including a central crank pin 6 and a crank pin 7 placed at a symmetrical position to the central crank pin 6.
．． 8, a phase difference of 180° is given to each other. Crank pins 7 and 8 are in phase. Thus, the large diameter cylinder 1 corresponds to the central crank pin 6, and the small diameter cylinders 2 and 3 correspond to the left and right crank pins 7.8, respectively. 9°10.11 is for each cylinder 1, 2 .
Conwat 12, 13.1 with a piston charged to 3.
4 are connected to respective crank pins 6.7.8.

上記１つの大径シリンダ１分についての往復運動部１５
はピストン（ピストンピンを含む）９、コンロッド１２
の一部からなシ、かつ２つの小径シリンダ２，３分につ
いての往復運動部１６．１７はピストン１０，１１、コ
ンロッド１３．１４の一部からなるが、第２図の構成で
は、前者の往復運動部１５の質量と後者の往復運動部１
６，１７０質量の和とはほぼ等しく設定されている。Reciprocating portion 15 for one minute of the above-mentioned one large diameter cylinder
Piston (including piston pin) 9, connecting rod 12
The reciprocating part 16.17 for the two small-diameter cylinders 2 and 3 consists of a part of the pistons 10 and 11 and the connecting rod 13.14, but in the configuration shown in FIG. The mass of the reciprocating section 15 and the latter reciprocating section 1
The sum of 6,170 masses is set approximately equal.

一方、エンジンの性能を決める要素の１つとして、ボア
／ストローク比がある。第２図では、各クランク半径ｒ
、各コンロッド長さ１は同じであり、この場合、オア／
ストローク比は１気筒側（左側）を０．７とすると、２
気筒側（右側）では約１となる。これに対し、第３図は
、各シリンダ１゜２．３についてのポア／ストローク比
を同じ０．７とした場合の実施例である。この場合、１
気筒側の往復部重量×クランク半径及び回転部型蓋×ク
ランク半径は、２気筒側の往復部Ｍ量の和Ｘクフンク半
径及び回転部重量の和×クランク半径のそれぞれに等し
くなる。On the other hand, one of the factors that determines engine performance is the bore/stroke ratio. In Figure 2, each crank radius r
, each connecting rod length 1 is the same, in this case or/
If the stroke ratio is 0.7 on the 1st cylinder side (left side), then 2
It is approximately 1 on the cylinder side (right side). On the other hand, FIG. 3 shows an example in which the pore/stroke ratios for each cylinder 1°2.3 are the same, 0.7. In this case, 1
The cylinder side reciprocating part weight x crank radius and the rotating part type lid x crank radius are equal to the sum of the reciprocating part M amounts on the two cylinder sides x the sum of the Kufunk radius and the rotating part weight x crank radius, respectively.

この発明のエンジンは、第１図に示した２気筒形に対し
て３気筒形となるため、大形化すると思われるが、先に
述べたように、１つの大径シリンダ１の排気量に対し、
２つの小径シリンダ２，３の排気量の和を−はぼ等しく
することによシ、２シリンダ２．３のボアが小さくなり
、デッドスベーヌが有効に利用されることになる。した
がって、クランク半径ｒ、コンロッド長さ１をすべて同
一とした場合には、第１図の水平対向２気筒形とほぼ同
じ大きさとなシ、第３図の場合にはさらに小形軽量化さ
れる。The engine of this invention is a three-cylinder type as opposed to the two-cylinder type shown in Fig. 1, so it is expected to be larger in size. On the other hand,
By making the sum of the displacements of the two small-diameter cylinders 2 and 3 approximately equal, the bore of the two cylinders 2.3 becomes smaller and the dead space is effectively utilized. Therefore, when the crank radius r and the connecting rod length 1 are all the same, the size is approximately the same as the horizontally opposed two-cylinder type shown in FIG. 1, and the size shown in FIG. 3 is further reduced in size and weight.

また、第２図、第３図において、１つの大径シリンダ１
分についての往復運動部１５の質量と２つの小径シリン
ダ２，３分についての往復運動部１６．１７の質量の和
とはほぼ等しく、かつピストン９とピストン１０．１１
とが互いに対向して往復運動を行い、かつクランクビン
ｒ、５ｙ６＝クラーンクピン６の左右対称位置にあるの
で、つまシピストン１０，１１の往復軌道がピストン９
の往復軌道の両側等距離位置に存在すべく構成されてい
るので、往復運動系の慣性力が釣合って、振動の発生が
小さく抑制される。In addition, in FIGS. 2 and 3, one large diameter cylinder 1
The mass of the reciprocating part 15 for the minute and the sum of the masses of the reciprocating part 16.17 for the two small diameter cylinders 2 and 3 are approximately equal, and the piston 9 and the piston 10.11
are opposed to each other and perform reciprocating motion, and since the crank pins r, 5y6 are in symmetrical positions with respect to the crank pin 6, the reciprocating orbits of the pistons 10 and 11 are aligned with the piston 9.
Since the inertial forces of the reciprocating motion system are balanced, the generation of vibrations is suppressed to a small level.

なお、部品点数の増加によシコストアップを招くことが
考えられるが、第４図に示すように、１気筒側（左側）
と２気筒側（右側）の吸・排気ポートの動弁機構１８に
おいて、１つで吸気ポー１と排気ポートとの開閉に用い
るカムローブ１８ａを組み合せることによシ、カムロー
ブの増加が最小限度に抑えられ、また、小径の２シリン
ダ２゜３などが小さくなることによシ、通常の２気筒か
ら３気筒化に比べ、きわめて小さいコストアップですむ
。It should be noted that an increase in the number of parts may lead to an increase in system costs, but as shown in Figure 4, the 1st cylinder side (left side)
In the valve operating mechanism 18 of the intake/exhaust port on the 2nd cylinder side (right side), by combining the cam lobe 18a used for opening and closing the intake port 1 and the exhaust port in one, the increase in the cam lobe is minimized. In addition, since the small-diameter 2 cylinders 2°3 etc. are reduced in size, the cost increase is extremely small compared to converting from normal 2 cylinders to 3 cylinders.

〔発明の効果〕〔Effect of the invention〕

以上説明したように、この発明によれば、慣性力の不釣
合による振動を抑制するとともに、小形軽量化される水
平対向形３気筒エンジンを提供できる効果がある。As explained above, according to the present invention, it is possible to provide a horizontally opposed three-cylinder engine that suppresses vibrations due to unbalance of inertial forces and is smaller and lighter.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は従来の水平対向形２気筒エンジンの概略平面図
、第２図はこの発明の一実施例にかかる水平対向形３気
筒エンジンの概略平面図、第３図はこの発明の他の実施
例にかかる水平対向形３気筒エンジンの概略平面図、第
４図はこの発明にがかる動弁機構の説明図である。 １・・・大径シリンダ、２，３・・・小径シリンダ、６
゜７．８・・・クランクピン、１５，１６．１７・−・
往復運動部。 第１図 第２図FIG. 1 is a schematic plan view of a conventional horizontally opposed two-cylinder engine, FIG. 2 is a schematic plan view of a horizontally opposed three-cylinder engine according to an embodiment of the present invention, and FIG. 3 is a schematic plan view of a horizontally opposed three-cylinder engine according to an embodiment of the present invention. FIG. 4 is a schematic plan view of a horizontally opposed three-cylinder engine according to an example, and is an explanatory diagram of a valve mechanism according to the present invention. 1...Large diameter cylinder, 2, 3...Small diameter cylinder, 6
゜7.8...Crank pin, 15,16.17...
Reciprocating section. Figure 1 Figure 2

Claims (1)

【特許請求の範囲】[Claims] （１）１つの大径シリンダと２つの小径シリンダとを互
いに水平対向形に配置するとともに、上記１つの大径シ
リンダが対応するクランクピンと、その両側対称位置に
設けられ、上記２つの小径シリンダがそれぞれ対応する
クランクピンとの間に１８０°の位相差を設け、上記１
つの大径シリンダの排気量と２つの小径シリンダの排気
量の和とをほぼ等しく設定し、かつ１つの大径シリンダ
分についての往復運動部の質量と２つの小径シリンダ分
についての往復運動部の質量の和とをほぼ等しく設定し
たことを特徴とする水平対向形３気筒エンジン。(1) One large-diameter cylinder and two small-diameter cylinders are arranged horizontally opposite to each other, and the one large-diameter cylinder is provided at a symmetrical position on both sides of the corresponding crank pin, and the two small-diameter cylinders are arranged symmetrically with respect to the corresponding crank pin. A phase difference of 180° is provided between each corresponding crank pin, and the above 1.
The displacement of the two large-diameter cylinders and the sum of the displacements of the two small-diameter cylinders are set approximately equal, and the mass of the reciprocating part for one large-diameter cylinder and the mass of the reciprocating part for two small-diameter cylinders are set to be approximately equal. A horizontally opposed three-cylinder engine characterized by having the sum of masses approximately equal to each other.
JP230384A 1984-01-09 1984-01-09 Horizontal opposed 3-cylindered engine Granted JPS60146934A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP230384A JPS60146934A (en) 1984-01-09 1984-01-09 Horizontal opposed 3-cylindered engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP230384A JPS60146934A (en) 1984-01-09 1984-01-09 Horizontal opposed 3-cylindered engine

Publications (2)

Publication Number Publication Date
JPS60146934A true JPS60146934A (en) 1985-08-02
JPH0252099B2 JPH0252099B2 (en) 1990-11-09

Family

ID=11525592

Family Applications (1)

Application Number Title Priority Date Filing Date
JP230384A Granted JPS60146934A (en) 1984-01-09 1984-01-09 Horizontal opposed 3-cylindered engine

Country Status (1)

Country Link
JP (1) JPS60146934A (en)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS62143843U (en) * 1986-03-06 1987-09-10
WO2005021948A1 (en) * 2003-08-27 2005-03-10 Illes Janos Internal-combustion engine arrangement having a dynamically balanced mass
JP2007120429A (en) * 2005-10-28 2007-05-17 Toyota Central Res & Dev Lab Inc Internal combustion engine and compressor
KR100992402B1 (en) 2004-12-20 2010-11-05 현대자동차주식회사 Engine system for deactivating cylinder for vehicle

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS55139541A (en) * 1979-04-16 1980-10-31 Mitsubishi Heavy Ind Ltd Series-type three-cylinder piston-crank mechanism

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS55139541A (en) * 1979-04-16 1980-10-31 Mitsubishi Heavy Ind Ltd Series-type three-cylinder piston-crank mechanism

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS62143843U (en) * 1986-03-06 1987-09-10
WO2005021948A1 (en) * 2003-08-27 2005-03-10 Illes Janos Internal-combustion engine arrangement having a dynamically balanced mass
KR100992402B1 (en) 2004-12-20 2010-11-05 현대자동차주식회사 Engine system for deactivating cylinder for vehicle
JP2007120429A (en) * 2005-10-28 2007-05-17 Toyota Central Res & Dev Lab Inc Internal combustion engine and compressor

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JPH0252099B2 (en) 1990-11-09

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