JPS639796Y2 - - Google Patents

Description

[Detailed description of the invention] The present invention relates to an improvement of an engine balancer device.Even if the balancer device is biased away from the kinetic inertia axis passing through the engine shaft, which is the engine's oscillation point, the engine does not generate an oscillating couple. The purpose is to prevent vibration so that the balancer can be freely placed at any position on the engine without any problems.

Conventionally, as shown in FIG.
- In order to cancel the kinetic inertia force F' in the Z-axis direction with the impulse inertia force H' of the balancer device 51, an impulse is generated on the kinetic inertia axis P' passing through the oscillation point 59 of this kinetic inertia force F'. The inertia forces H' (indicated by broken lines) were made to approximately match.

However, with the above configuration, the setting position of the balancer device on the engine is limited, and the balancer device ends up being bulky and extends above and below the engine.

Therefore, in order to downsize the engine, it is desirable to relocate it to another arbitrary position. For example, if the engine is located a certain distance l' from the axis of kinetic inertia P', the two inertial forces F' and Since the vector direction of H′ is opposite and there is a separation distance l′, the excitation couple
M' is generated and causes the engine body to vibrate.

The present invention eliminates the above-mentioned drawbacks,
By fixing a couple balancer for generating an anti-vibration couple to both ends of the balancer rotating shaft, the anti-vibration couple generated from this couple balancer causes an excitation couple to be generated from the driving shaft and the rotating balancer. This is to offset the

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a schematic mechanical explanatory diagram of a four-stroke, four-cylinder diesel engine, and FIG. 2 is a sectional view taken along the line -- in FIG. 1.

8 is a piston, 9 is a crankshaft, 12 is a valve mechanism, 13 is a fuel injection pump, and 14 is a crank gear. Valve train camshaft 15 that drives the valve train mechanism 12
and a fuel camshaft 1 that drives the fuel injection pump 13
6 are each driven by a timing gear 17 that is interlocked with a crank gear 14. Above fuel injection pump 1
3 is housed in a pump chamber 20 that extends from the cylinder block 18.

In order to prevent vibrations caused by the engine's secondary moment of inertia, as shown in Figure 2,
A three-axis balancer device A is installed on the rear end side of the pump chamber 20.
Equipped with

The balancer device A consists of a rotational balancer 1 and a couple balancer 3.

The rotational balancer 1 is arranged parallel to the axis of motion inertia P of the engine piston 8 at a distance l, and includes three upper and lower balancer shafts 2 and a case 21 that supports these through bearings 5. and,
Balancer gear 6 that interlocks and connects each balancer shaft 2
It consists of a, 6b, and 6c. The upper balancer gear 6a also serves as a coupling and is spline-fitted between the upper balancer shaft 2 and the fuel camshaft 16.

Each balancer shaft 2 forms weight portions 7a, 7b, and 7c each having a semicircular cross section between the journals.The weight of each weight portion is adjusted, and the phase of these centers is adjusted to the third As shown in the figure, they are set so that the resultant force of the centrifugal forces R ₁ , R ₂ , and R ₃ is offset in the X-axis direction of the engine and has a kinetic inertia force only in the Y-axis direction.

That is, the X-direction component r ₁ of the centrifugal force R ₁ of the weight part 7a is equal in magnitude to the centrifugal force R ₃ of the weight part 7c, opposite in direction, and separated by a distance B, so
A couple −M″ is generated in the −Y-axis plane direction. Therefore,
As shown in FIG. 5, in the X-Y axis plane direction of the engine, the kinetic inertia force F generated from the starting shaft 9 and the kinetic inertia force H generated from the rotational balancer 1 are separated by a distance l'' in the X-axis direction. Due to the excitation couple
M'' is generated, but this is offset by the impulse couple -M'' generated by the three-axis rotary balancer 1.

Therefore, as a later problem, since both kinetic inertia forces F and H are separated by a distance l in the Z-axis plane direction as shown in Figure 6, an oscillating couple M will be generated in this direction. The couple balancer 3, which has a configuration for canceling this, will be explained below.

The couple balancers 3 are fixed to both ends 2a of the rotating shaft 2 of each rotating balancer 1. This couple balancer 3 is constructed by stacking an appropriate number of semicircular plate bodies 4a punched out of iron plates to form a weight part 4, which is inserted into the rotary shaft 2 in a non-rotatable manner, and is inserted into the shaft periphery on the outside of the shaft. A retaining ring 3a is fitted to prevent it from coming off.

The couple balancers 3 located at both ends are fixed with their phases shifted by 180 degrees with respect to the rotation axis T, and the couple balancers 3 located at one end of the rotation shaft 2 have three axes facing the same direction. ing.

The weight portion 4 of the couple balancer 3 may be fixed to the rotary shaft end 2a in an integral semicircular state with a thick wall.
By adjusting the number a, the anti-vibration couple N generated from the couple balancer can be easily changed.

Further, the couple balancer 3 does not need to be attached to all three of the rotating shafts 2 of the rotary balancer 1, but may be attached to both ends of at least one of them.

The present invention is not limited to the above embodiments, and the rotating shaft 2 of the rotating balancer 1 is a crankshaft 9.
It is not necessary to support the shaft parallel to the
Even if it is located in a direction other than the direction C orthogonal to the direction of the shortest distance, the force in the Y-axis direction acts on the couple balancer 3 at both shaft ends 2a, so the excitation couple M can be canceled out. .

Therefore, to explain the operation of the couple balancer 3 of the present invention, as shown in FIGS. 4 and 6, the kinetic inertia axis P of the piston 8 of the engine and the kinetic inertia axis S of the rotational balancer 1 are constant. They are arranged in parallel with a distance l between them, and the kinetic inertia force F of the piston 8 and the kinetic inertia force H of the rotational balancer 1 have opposite vector directions and equal magnitudes, so that Generate an excitation couple M.

On the other hand, in the couple balancer 3, due to the weight portions 4 provided at both ends 2a of the rotating shaft 2, the kinetic inertia forces J and K have opposite vectors and are equal in magnitude, so the distance between the weight portions is The direction is different from that of the vibration couple through L, and a vibration isolation couple N is generated in the Y-Z axis direction. This anti-vibration couple N cancels out the vibration couple M by setting its magnitude in advance.

Since the present invention is configured as described above, even if the balancer is placed at a position away from the axis of kinetic inertia of the piston, the oscillating couple generated from the kinetic inertia and separation distance of the balancer and piston can be prevented from being generated by the couple. Since this is offset by the vibration-proofing couple generated by the balancer, it is possible to eliminate vibrations caused by the engine's vibration couple.
This allows the balancer to be placed anywhere in the engine without being constrained by the position of the piston's axis of motion and inertia. For example, when placed in a dead space, the engine can be made smaller and run more quietly. .

Furthermore, the balancer device is a couple balancer by providing weight parts at both ends of the rotating balancer shaft, and does not require a transmission device and a bearing device exclusively for this couple balancer, making the structure simple and the cost low.

[Brief explanation of the drawing]

The drawings show an embodiment of the present invention, in which Fig. 1 is a schematic longitudinal cross-sectional view of the engine, and Fig. 2 is the same as that shown in Fig. 1.
3 is a sectional view taken along the - line in FIG. 2, FIG. 4 is a perspective view showing the principle of operation, FIG. 5 is a front view, FIG. 6 is a plan view, and FIG. 7 is a conventional example. FIG. 1... Rotating balancer, 2... Rotating shaft, 2a...
Shaft end, 3... Couple balancer, 8... Piston, P.
S...Motor inertia axis, FH...Motor inertia, M...
...Excitation couple, N...Vibration isolation couple, l...Separation distance.

Claims (1)

[Scope of utility model registration request] The axis of kinetic inertia S of the rotational balancer 1 is arranged parallel to the axis of kinetic inertia P of the piston 8 of the engine at an arbitrary distance, and the axis of rotation 2 of the rotational balancer 1 is orthogonal to the axis of kinetic inertia S of the balancer. On the plane, the balancer rotation axis 2 is oriented in a direction other than the direction C orthogonal to the direction of separation of both motion inertia axes S and P.
A couple balancer 3 for generating a vibration-proofing couple is fixed to both ends 2a of the vibration-isolating couple, and a vibration generating couple generated from the kinetic inertia F of the piston 8, the kinetic inertia H of the rotary balancer 1, and the distance l between the axes of both kinetic inertias. For force M, couple balancer 3
A balancer device for an engine, characterized in that the anti-vibration couple N generated from the vibration is set to have moments with opposite directions and almost equal absolute values.