JPS63243561A - Auxiliary driving device for internal combustion engine - Google Patents

Abstract

PURPOSE:To reduce the twist vibration of a crankshaft and to suppress the noise of an auxiliary driving device by furnishing an antivibration mass to the crankshaft system through an elastic body in an auxiliary driving device of an internal combustion engine which furnishes a continuously variable transmission mechanism. CONSTITUTION:When a driving member 5 is rotated by a crankshaft 1, a rotor 10 revolves around the center line of the crankshaft 1 while rotating itself, because it is contacted to the driving member 5 and a fixing member 8. By the revolution of the rotor 10, a deceleration rotary member 11 rotates around the center line of the crankshaft 1. In this case, the rotor 10 sways, the rotation speed of the crankshaft 1 is shifted by a continuously variable transmission mechanism 3 and its rotation is delivered to a pulley 2 for the continuously variable transmission auxiliary driving, and delivered to an auxiliary machinery through a belt. Although a twist vibration is generated in the crankshaft 1, it is delivered to an elastic body 15 and an antivibration mass 16, and the elastic body 15 and the antivibration mass 16 vibrate extensively. Therefore, the twist vibration of the crankshaft 1 can be reduced.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an accessory drive device for an internal combustion engine that transmits the rotation of a crankshaft of an internal combustion engine to an accessory and drives the accessory.

(Prior Art) Modern internal combustion engines tend to have higher output by employing superchargers, and their crankshafts may rotate at higher speeds than before. In this case, the high speed rotation of the crank shirt 1- is not sufficiently changed by the conventional PEL 1-transmission mechanism, but is transmitted to the auxiliary equipment. For this reason, the complement (1) is rotated at a higher speed than necessary, and this friction r!A
There was a risk that the elements would generate high heat and even break.

In addition, since the auxiliary machinery is rotated at a higher speed than necessary, in other words, the internal combustion engine has to rotate the auxiliary machinery at a higher speed than necessary via the crankshaft, which causes the problem of worsening fuel efficiency. Ta.

Therefore, if you are trying to significantly reduce the rotation of the internal combustion engine and transmit it to the auxiliary equipment, the auxiliary equipment will significantly reduce the speed of the internal combustion engine, even though you want the low-speed rotating parts of the internal combustion engine to rotate above a predetermined number of revolutions. The rotation speed is reduced to a predetermined rotation speed or less. Therefore, there is a possibility that the auxiliary equipment may not be able to fully perform its functions.

In order to solve these problems, various types of internal combustion engine auxiliaries have been developed in which the rotational speed of the internal combustion engine's crankshaft is continuously variable using a continuously variable transmission mechanism and the rotation is transmitted to the auxiliary drive pulley. Drive unit 5 is proposed to ().

(Problems to be Solved by the Invention) However, such an internal combustion engine auxiliary drive S! In this case, the crankshaft was equipped with a large-mass auxiliary equipment neck for the internal combustion engine instead of the conventional single pulley with a small mass, so that the torsional vibration of the crankshaft 1~ It tends to amplify.

However, no measures have been taken to reduce the torsional vibration of the crankshaft in the auxiliary drive shaft of this internal combustion engine.
Therefore, noise is generated by this torsional movement, and in some cases, there is a risk that the crankshaft will become fatigued and eventually break. There is also a risk that the crank bolt for attaching this auxiliary drive equipment to the crankshaft may come loose.

(Means for Solving the Problems) In order to solve these problems, the present invention provides a continuously variable speed I in the transmission φ+1 system from the crankshaft of the internal combustion engine to the pulley for driving the auxiliary PJ gear. (An accessory drive neck for an internal combustion engine in which the rotational speed of the crankshaft is continuously changed by a 9-speed mechanism to transmit the rotation of the crankshaft to the accessory drive pulley. In A3, a damping mass is installed via a bullet 1) on the crankshaft side.

(Function) When the crankshaft rotates, torsional vibration occurs in the crankshaft, but this torsional vibration is transmitted to the elastic body and damping mass, and the elastic body and damping mass vibrate greatly. . Therefore, the torsional movement of the crankshaft becomes smaller.

(Example) The present invention will be explained below based on the drawings. FIG. 1 is a diagram showing a first embodiment of accessory drive equipment between internal combustion lines according to the present invention.

First, I will explain the configuration. In Fig. 1, (1) is the crankshaft of the internal combustion RI 30, and (2) is the auxiliary drive pulley. The system has a continuously variable transmission mechanism (
3) is interposed. -4, the outer tube (4) is press-fitted into the crankshaft, and the drive member (5) is pushed out by the crank bolt (6) at the tip of the outer tube (4). 1 to (1). The drive member (5) is generally disk-shaped, and a friction portion (5a) having a substantially arc-shaped cross section is formed on the side surface of the drive member (5) in an annular shape around the crankshaft (1). A substantially cylindrical hub portion (7) is formed at the peripheral edge of the tube. A fixing member (8), which is fitted onto the crankshaft (1), is fixed to a cylinder block (not shown) at a position facing the drive member (5). The fixing member (8) has a friction portion (8a
) and the group 61+(8b>), and this I!j!
There is a spring (9) between the friction part (8a) and the 11 part (811).
) is interposed, and the friction part (1) is biased toward the upper one friction part (5a) by this book spring (9).

The I7 friction part (5a) and the friction part (8a) are arranged facing each other so that if these circular arcs are extended and made continuous, they form a circle. Between these friction parts (5a) and (8a) is a rotor (10
) is arranged, and the peripheral edge (10a) of the rotor (10) is in frictional contact with the friction parts (5a) and (8a), and this I
The frictional contact produces a frictional force I5 due to the biasing force of the spring (9), ensuring the transmission of the rotational driving force j2. Moreover, between the drive member (5> and the fixed member (8), a deceleration rotation member (71) is rotatably supported by the outer cylinder (4) via a bearing (12). 10) is the deceleration rotation part 44 (
11) via a bearing (13) so as to be rotatable. The rotor (10) is decelerated so that when one of the two edges of the crank shirt j-(1) in the rotor (10) in the center line direction approaches the crankshaft (1), the rotor (10) is moved away from the crankshaft (1). It is swingably attached to a rotating member (11), and this rotor (10) is rocked by a swinging mechanism (not shown).
An auxiliary drive pulley (2) is integrally formed on the peripheral edge of the auxiliary drive pulley (2), and a bell 1- (not shown) is wound around the auxiliary drive pulley (2). It is wound around a pulley (not shown) attached to the input shaft of door 1.

By the way, on the outer periphery of the hub part (7) of the drive member (5>
The E ring (14) is press-fitted, and the press-fit ring (1
4) An elastic body made of natural rubber, synthetic rubber, etc.
15) is attached, and a polypulley-shaped damping mass (1G) is fitted around the outer periphery of the elastic body (15).

Next, the action will be explained.

When the drive member (5) is rotated φλ by the rotational driving force of the crankshaft (1), the rotor (10) is in contact with the rotating drive member (5) and the stationary member (8) moves still. Since it is also in contact with the crankshaft (1), it rotates and revolves around the center line of the crankshaft (1) at the same time. The intersection of the rotors (10) causes the reduction rotation member (10) to rotate about the center line of the crankshaft (1). At this time, the rotor (10) is oscillated by the oscillation mechanism according to the rotational speed of the crankshaft (1). therefore,
The rotational speed of the crankshaft (1) is infinitely curved (3
), and its rotation is transmitted to the auxiliary drive pulley (2), and from the auxiliary drive pulley (2) to the auxiliary machine via the belt.

Here, to briefly explain the relationship between the rotational speed of the internal combustion engine and the torsion angle of the crankshaft 6 (1) when only a single pulley is installed on the crankshaft (1), 'i! Since one suspension is small, for example, if the internal combustion engine rotational speed deflection is 600 OR, P, M, the torsion angle of 1 g of crankshaft 11 feet (1) is 0.2 degrees.
The torsional image is small.

Next, if an auxiliary drive device for an internal combustion engine, which has a much larger mass than a single pulley, is attached to the crankshaft (1), the twist angle of the crankshaft (1) will exceed 0.2° at a certain rotation speed. and the torsional vibration increases. This large torsional movement of the crankshaft (1) causes JJQ, and in some cases, the crankshaft (1) becomes fatigued and eventually breaks. In addition, the crankshaft (
1) due to large torsional vibration, the crank bolt (6
) is loose/υ.

However, since the vibration damping mass (16) is provided to the driving member (5) via the elastic body (15), the crank shirt +-(1)
The torsion (the commotion is caused by this elastic body (15) and vibration damping (IF (
16), and this elastic body (15) and damping mass (1
6) vibrates greatly. For this reason, the crankshaft (
The twist angle of 1) is when the rotational speed of the internal combustion engine is 600OR,
P and M are less than 0°2°, and the torsional vibration is small. Therefore, since the torsional movement is reduced in this way, noise can be kept to a minimum, and there is no risk of the crankshaft (1) becoming fatigued and breaking. The crank bolt (6) will not come loose easily.

Further, a second embodiment and a third embodiment of an auxiliary drive device for an internal combustion engine according to the present invention will be described with reference to FIGS. 2 and 3. Note that the same members as in the first embodiment are given the same reference numerals. The second embodiment 19 has a polypulley shape on the outer periphery of the elastic body (15).
7) in Japanese style.

In the third embodiment, a press-fit ring (18) is press-fitted into the inner periphery of the hub portion (7) of the drive member (5), and this Yl-
An elastic body (one) is installed on the inner circumference of the human ring (18), and a damping mass (20) is installed on the inner circumference of the elastic body (19).
This is what is being done. In the second and third embodiments as well, the torsional vibration of the crankshaft (1) is caused by the elastic bodies (15) (19) and the damping material fd (17) (20
) makes it smaller as in the first embodiment.

Next, a fourth embodiment of the auxiliary drive device for an internal combustion engine according to the present invention will be described with reference to FIG. In this fourth embodiment, the pulley ratio is changed to steplessly change the degree of rotation to the crankshaft 1, and the same rotation is transmitted to the auxiliary drive pulley.

In FIG. 4, (21) is the crankshaft of the internal combustion engine, and (22) is an auxiliary drive pulley. From the crankshaft 11 foot (21) to the accessory drive pulley (22)
) is provided with a continuously variable transmission mechanism (23). Just like that, Cranksy 1? A rotating member (24) is attached to the foot (21) by a crank bolt (25), and a driving side pulley (26) is attached to the crankshaft 11 foot (21). The drive side pulley (26) has a V-belt (2) wrapped around it.
7), both faces (28
) can be changed by the hydraulic pressure in the hydraulic chamber (29). The V-belt (27) wrapped around the drive-side V-pulley (26) is attached to the driven-side V-pulley (22) as an auxiliary drive pulley. The driven side V-pulley (22) is attached to the input shaft (30) of the auxiliary machine. On the other hand, a press-fit ring (31) is attached to the rotating member (24).
is press-fitted into the press-fit ring (31) via an elastic body (32).A polypulley-shaped i! , II vibration quality a (33) are provided. Therefore, the crankshaft (21)
The torsional vibration of is caused by this elastic body (32) and damping mass (33
) makes it smaller as in the first embodiment.

A fifth embodiment of an auxiliary drive system for an internal combustion engine according to the present invention will be described with reference to FIG. The same members as in the fifth embodiment are designated by the same reference numerals. In this embodiment, a substantially cylindrical damping mass (34), which is not polypulley-shaped, is provided on the press-fit ring 31) via an elastic body (32). Even in this fifth embodiment, crankshaft 1? The torsional vibration of the foot (21) is caused by the elastic member (32).
and the vibration damping mass (34) make it small as in the first embodiment.

Next, a sixth embodiment of an auxiliary drive device for an internal combustion engine according to the present invention will be described with reference to FIG. In this sixth embodiment, in order to change the effective radius of the conical trochanter on the friction transmission system, the speed change ring that is moved in the direction of the cone generatrix υJ is brought closer to the conical bottom of the conical trochanter or the circular phase Ifi part. By this, the rotational speed of the crank shirt 1 ~ is transmitted to the auxiliary equipment drive 1 through stepless transmission.
-97659)).

In Fig. 6, (41) is the crank shirt 1 of the internal combustion engine.
-, and (42) is an auxiliary drive pulley C.

from the crankshaft (41) to the accessory drive pulley (42).
) is provided with a continuously variable transmission mechanism (43). That is, (44) is an input transmission member on the crankshaft, and (45> is a cam device for generating pressure contact force interposed between the crankshaft 1?ft (41) and the input transmission member (44). (46) is a plurality of conical 7!2 star cones that are fixed (), and this planetary cone (46) has a friction transmission surface (46a>) on the cone generating line and a friction transmission surface (46b) on the cone base. , friction transmission surface on the circumference of the conical axis (46G
)have. (47) is a ring-shaped transmission ring (48) which can change the friction transmission radius of the M star cone (46) by frictionally engaging the friction transmission surface (46a) of the Ti star cone 46 and simultaneously moving in the axial direction. ) is a planetary cone (4
6) Cranksy 1? This is a track ring that guides the rotation of the foot (41) on its axis. On the other hand, the crankshaft (41
) is connected to a rotating member (50) by a crank bolt (49).
) is attached to the rotating member (50), and an elastic body (51
) Vibration damping quality through! ? 1 (52) is provided. Therefore, the torsional vibration of the crankshaft (41)! 1+
is reduced by the elastic body (51) and damping material 11 (52), as in the first embodiment.

Further, a seventh embodiment of the auxiliary drive device for an internal combustion engine according to the present invention will be described with reference to FIG. Note that the same members as in the sixth embodiment are given the same reference numerals. In this embodiment, a vibration damping mass (53) is provided on the outer periphery of the rotary member (50) via an elastic body (51) to support the polypulley part (53a). Even in this seventh embodiment, the torsional vibration of the crankshaft (41) is reduced by the elasticity (51) and damping material (53), as in the first embodiment.

(Effects of the Invention) As explained above, according to the present invention, the auxiliary drive iI of an internal combustion engine equipped with a continuously variable transmission mechanism! In the JJ device, vibration damping 1'1 suspension is attached to the crankshaft system via an elastic body.
Since Q Lt, the torsional movement of the crankshaft acts on this elastic body and the damping mass, and the torsional vibration of the crankshaft becomes smaller. Therefore, even in the case of an auxiliary drive system for an internal combustion engine equipped with a continuously variable transmission (14), the noise caused by the torsional vibration of the crankshaft can be suppressed to a minimum, and the crankshaft can be prevented from becoming fatigued. There is no risk of breakage, and furthermore, the crank shirt 1 bolt will not become loose/v.

[Brief explanation of the drawing]

FIG. 1 shows a first auxiliary drive device for an internal combustion engine according to the present invention.
FIG. 2 is a sectional view showing a second embodiment of the auxiliary drive device for an internal combustion engine according to the present invention; FIG. 3 is a sectional view showing the auxiliary device for an internal combustion engine according to the present invention; There is a sectional view C showing a third embodiment of the drive device, FIG. 4 is a sectional view showing a fourth embodiment of the auxiliary drive device for an internal combustion engine according to the present invention, and FIG. FIG. 6 is a sectional view showing a fifth embodiment of the auxiliary drive device for an engine; FIG. 6 is a sectional view showing the sixth embodiment of the auxiliary drive device for an internal combustion engine according to the present invention; FIG. FIG. 7 is a sectional view showing a seventh embodiment of an auxiliary drive device for an internal combustion engine according to the invention. 1.21.41...Crankshaft 2.22.42
...Supplementary drive pulley 3.23.43...Continuously variable transmission mechanism 5.19.32.51...Elastic body 16.17, 20, 33, 34, 52.53...Vibration damping Mass agent Patent attorney Tamotsu Miyoshi Otewane City, i-E WU: (Method) 1986 7
20th of the month

Claims (1)

[Claims] A continuously variable transmission mechanism is interposed in the transmission system from the crankshaft of the internal combustion engine to the accessory drive pulley, and the rotation speed of the crankshaft is continuously changed by the continuously variable transmission mechanism, and the rotation is transferred to the accessory drive pulley. What is claimed is: 1. An auxiliary drive device for an internal combustion engine, characterized in that a damping mass is provided in a crankshaft system of the auxiliary drive device via an elastic body.