KR100412556B1 - Unbalance decreasing structure of V6 engine - Google Patents

Abstract

The present invention relates to an unbalanced force and a drag reduction structure of the V6 engine.

The present invention effectively cancels out the unbalanced force due to the rotating mass and the unbalanced force 1st (2nd) due to the reciprocating mass through a plurality of balance shafts each having two balance weights. In addition to ensuring complete balance, the process and equipment can be simplified while reducing the bearing load on the main journal to reduce the weight of the engine, while providing freedom of design changes to the connecting rod and the crankshaft, thus reducing engine development costs. On the other hand, it provides an unbalanced force and a power reduction structure of the V6 engine to improve the NVH performance of the engine and the vehicle.

Description

Unbalance reducing structure of V6 engine

TECHNICAL FIELD The present invention relates to a V6-6 cylinder engine. In particular, the present invention relates to a V6-6 cylinder engine, in particular, to offset the unbalanced force and the right force through a plurality of balance shafts each having two balance weights. The present invention relates to an unbalanced force and a power reduction structure of a V6 engine that achieves an engine balance to improve NVH performance of an engine and a vehicle.

As is well known, the unbalanced forces and the trouble forces in the V6-6 cylinder engine include the unbalanced force due to the rotating mass, the unbalanced force 1st due to the reciprocating mass, and the unbalanced force 2nd due to the reciprocating mass.

Thus, as shown in FIG. 1, a maximum of nine balance weights 2 are added to the crankshaft 1 in consideration of the unbalanced force due to the rotating mass and the unbalanced force 1st due to the reciprocating mass. have.

However, in the conventional case as described above, the unbalanced force 2nd due to the reciprocating mass cannot be canceled, and thus, there is a disadvantage in that the engine is not completely balanced.

In addition, since the auxiliary balance weight 2 is added to the crankshaft 1, the process and the equipment are complicated, and the bearing rod of the main journal part is increased, and the design of the connecting rod and the crankshaft is changed. This difficulty has a problem of rising engine development costs.

Accordingly, the present invention has been made to solve the above-mentioned conventional problems, and an object of the present invention is to provide an unbalanced power and reciprocation caused by a rotating mass that is a problem in an engine through a plurality of balance shafts each having two balance weights. By effectively canceling the unbalanced lift force (1st) (2nd) by mass, it is possible to achieve a perfect balance of the engine, reduce the bearing load on the main journal while simplifying the process and equipment, and reduce the engine weight. The aim is to provide the V6 engine's unbalanced force and drag reduction structure that improves the NVH performance of engines and vehicles while reducing the cost of engine development while providing freedom of design changes for connecting rods and crankshafts.

1 is a perspective view of a crankshaft to which a conventional balance weight is applied.

Figure 2 is a perspective view showing the structure of the crankshaft removed balance weight in one embodiment of the present invention.

Figure 3 a, b is a perspective view showing the structure of the first and second balance shaft for offsetting the unbalance force of the engine in one embodiment of the present invention.

Figure 4 is a front schematic view according to the bank angle (60 °) of the crankshaft rotated clockwise in one embodiment of the present invention.

Figure 5 is a schematic diagram showing the unbalance and cranking force of the crankshaft according to the bank angle (60 °) in one embodiment of the present invention.

6 is a front schematic view of a first balance shaft rotating clockwise in one embodiment of the present invention;

7 is a front schematic view of a second balance shaft rotating counterclockwise in one embodiment of the present invention;

Figure 8 a, b, c is a schematic diagram showing a connection state of the crankshaft and the first and second balance shaft in one embodiment of the present invention.

Figure 9 is a schematic view of the rotation of the crankshaft to cancel the unbalance force in one embodiment of the present invention.

10 is a state diagram of the rotation of the first balance shaft (the same direction as the rotation of the engine) to offset the unbalance in one embodiment of the present invention.

11 is a state diagram of the rotation of the second balance shaft (in the opposite direction to the rotation of the engine) to offset the unbalance in one embodiment of the present invention.

※ Explanation of code for main part of drawing

One ; Crankshaft 10; First balance shaft

10a; Third balance weight 10b; 4th balance weight

20; Second balance shaft 20a; 1st balance weight

20b; 2nd balance weight

Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings.

Figure 2 is a perspective view showing the structure of the crankshaft with the balance weight is removed in one embodiment of the present invention, Figure 3 is a first and second balance shaft for offsetting the unbalance force of the engine in one embodiment of the present invention Is a perspective view of the structure.

4 is a schematic front view of the crankshaft rotated in a clockwise direction according to an embodiment of the present invention according to a bank angle (60 °), and FIG. 5 is a crankshaft according to a bank angle (60 °) according to an embodiment of the present invention. Figure 6 is a schematic view showing the occurrence of an unbalance and the right force, Figure 6 is a front schematic view of the first balance shaft rotated clockwise in one embodiment of the present invention, Figure 7 is an embodiment of the present invention in a counterclockwise direction It is a schematic front view of a rotating second balance shaft.

8, a, b, and c are schematic views illustrating a connection state of the crankshaft and the first and second balance shafts as an embodiment of the present invention, and FIG. 9 is a diagram for canceling an unbalanced force as an embodiment of the present invention. 10 is a schematic view of the rotation of the crankshaft, FIG. 10 is a state diagram of the rotation of the first balance shaft (the same direction as the rotation of the engine) for canceling an unbalanced force in one embodiment of the present invention, and FIG. 11 is an embodiment of the present invention. The state of rotation of the second balance shaft (in the opposite direction to the rotation of the engine) to cancel the unbalanced force is also shown.

As shown in FIGS. 2 to 11, the balance weight is removed from the crankshaft 1, but meshed with the crankshaft 1 so as to rotate at twice the speed in the opposite direction to the crankshaft 1. The second balance shaft 20 to be driven is connected with different gear ratios (gear ratio 0.5),

All of the second balance shaft 20 is equipped with a first balance weight 20a having an initial phase difference of 270 ° with the first crank pin of the crankshaft 1,

On the rear of the second balance shaft 20, a second balance weight 20b having a phase difference of 180 ° with all the first balance weights 20a is mounted.

The first balance shaft 10 which is driven by meshing with the gears is connected to the second balance shaft 20 in the same direction so as to rotate at the same speed in the same direction as the crank shaft 1,

The first balance shaft 10 is equipped with a third balance weight 10a having an initial phase difference of 180 ° with the crankpin 1 of the crankshaft 1,

The rear side of the first balance shaft 10 has a structure in which all of the third balance weights 10a and the fourth balance weights 10b having a phase difference of 180 ° are mounted.

Here, the inertia values of the first and second balance weights 20a and 20b mounted on the second balance shaft 20 are 0.375 / λM _recip RPH, respectively, and are each mounted on the first balance shaft 10. The inertia values of the first and second balance weights 10a and 10b are 3MRP / H + 1.5M _recip RP / H, respectively.

Here, the ignition sequence of the cylinder is 1 → 2 → 3 → 4 → 5 → 6, as shown in Fig. 4, with 1 cycle of 720 ° and bank angle of 60 °,

M = rotating mass, Mrecip = reciprocating mass, R = crankthrow, P = Bore pitch, H = balanceshaft mass distance, θ = angle from 1st crank pin to x axis, B = left and right bank angle (60 °) , P ₀ = left and right bank offset,

[One]. The unbalance force by the rotating mass is

=

= 0

[2]. Unbalanced force due to rotational mass (based on the center of cylinders 3 and 4)

=

(applied in longitudinal plane)

[3]. Unbalance force due to reciprocating mass (1st)

The inertial force generated in the short-term cylinder by the reciprocating motion of the piston

Since the 1st component value of the cylinder axial unbalance is

= 0 + 0 + 0 + 0

= 0

[4]. Unbalance force due to reciprocating mass (2nd)

The inertial force generated in the short-term cylinder by the reciprocating motion of the piston

Since the 2nd component value of the cylinder axial unbalance is

= 0 + 0 + 0 + 0 = 0

[5]. Unbalanced force due to reciprocating mass (1st)

(acts in the longitudinal plane)

[6]. Unbalanced lift due to reciprocating mass (2nd)

=

=

= (applied in longitudinal plane)

Therefore, the unbalance and power of the entire engine

[1] unbalance force due to rotating mass + [2] unbalance force due to rotating mass + [3] unbalance force due to reciprocating mass (1st) + [4] unbalance force due to reciprocating mass (1st) + [5] return The unbalanced force by mass (2nd) + [6] Unbalanced force by reciprocating mass (2nd).

That is, as in Equation 1

Obtained by

At this time, to cancel the unbalanced force of the entire engine obtained as described above, it will be described with reference to FIGS. 10 and 11 as follows.

First, after removing the balance weight from the crankshaft (1), the second crankshaft (1) is engaged with the second balance shaft (20) by gears so as to rotate at twice the speed in the opposite direction to the crankshaft (1). Drive is made, and at this time, the gear ratio of the crankshaft 1 and the second balance shaft 20 is different (gear ratio is 0.5).

The second balance shaft 20 is equipped with a first balance weight 20a having an initial phase difference of 270 ° from the first crank pin of the crankshaft 1, and the second balance shaft 20. The second balance weight 20b having a phase difference of 180 ° with all the first balance weights 20a is mounted on the rear part of the rear face of the rear face.

Here, the inertia values of the first and second balance weights 20a and 20b mounted on the second balance shaft 20 are set to 0.375 / λM _recip RPH, respectively.

On the other hand, the second balance shaft 20 to be driven in the same direction as the crankshaft (1) while the first balance shaft 10 is engaged with a gear to drive the same, the crankshaft (1) ) And the gear ratio of the first balance shaft 10 are equally connected.

At this time, all of the first balance shaft 10 is equipped with a third balance weight (10a) having an initial phase difference of 180 ° with the first crank pin of the crankshaft (1), the first balance shaft (10) In the rear part of the first and second balance weights 10a, a fourth balance weight 10b having a phase difference of 180 degrees is mounted.

Here, the inertia values of the first and second balance weights 10a and 10b mounted on the first balance shaft 10 are set to 3MRP / H + 1.5M _recip RP / H, respectively.

At this time, the ignition sequence of the cylinder is 1 → 2 → 3 → 4 → 5 → 6, 1cycle is 720 °, bank angle is 60 °, M = rotating mass, Mrecip = reciprocating mass, R = crankthrow, P = Pitch between bore, H = distance between balanceshaft mass, θ = angle from 1st crank pin to x axis, B = left and right bank angle (60 °), P ₀ = left and right bank offset,

angle from the crank pin of β = 1 to the front (engine front direction) mass of the first balance shaft 10, When the angle from the crank pin = 1 to the front (engine front direction) mass of the first balance shaft 20,

[1-1]. The unbalance force by the rotating mass is

=

[2-1]. Unbalanced lift due to rotational mass (based on the center of cylinders 3 and 4)

(acts in the longitudinal plane)

As well as the unbalanced force 1st by reciprocating mass, as well as the unbalanced force 2nd by reciprocating mass, the unbalanced force 1st by reciprocating mass, and the unbalanced force 2nd by reciprocating mass, the above-mentioned [3] to [ 6] appears the same.

Therefore, the unbalance force of the entire engine is as in Equation 2,

Is,

Since Equation 2 should be ZERO in a balanced state, an identity such as Equation 4 and Equation 4 is established.

here,

The first balance shaft 10 is 180 degrees out of phase with the crank pin 1,

β = 2nπ + π,

The second balance shaft 20 has a phase difference of 270 degrees with the first crank pin,

= 2nπ + 3π / 2,

The value of inertia of the first balance shaft 10,

The value of inertia of the second balance shaft 20 is

If it is set according to the above calculation results, the balance of the engine is completely achieved.

That is, the first balance shaft 10 The third and fourth balance weights 10a and 10b each having an inertia value of 1 are mounted at each end, and the rotational speed as well as the rotational speed are designed to be the same as the engine.

The second balance shaft 20 If the first and second balance weights 20a and 20b each having an inertia value of 1 are mounted at both ends, the rotational direction thereof is opposite to that of the engine and the rotational speed is twice that of the engine. It can be effectively offset.

As described above, the present invention effectively cancels the unbalanced force due to the rotating mass and the unbalanced force 1st (2nd) due to the reciprocating mass through a plurality of balance shafts each having two balance weights. In addition to ensuring that the engine is perfectly balanced, the process and equipment are simplified while reducing the bearing load on the main journal to reduce the weight of the engine, while also providing freedom of design changes for connecting rods and crankshafts. This reduces costs and improves the NVH performance of engines and vehicles.

Claims (5)

Remove the balance weight from the crankshaft, and connect the second balance shaft driven by gears to the crankshaft at different gear ratios so as to rotate at twice the speed in the opposite direction to the crankshaft. The second balance shaft is connected to the first balance shaft which is driven by the same gear ratio so as to rotate at the same direction and at the same speed as the crank shaft. The second balance shaft is equipped with a first balance weight having an initial phase difference of 270 ° with the first crank pin of the crankshaft, and a second balance having a phase difference of 180 ° with all the first balance weights at the rear part thereof. The weight is mounted, and the inertia values of the first and second balance weights are Set to Unbalanced power and reduced power structure of Ｖ6-engine. delete delete The method of claim 1, The first balance shaft is, A third balance weight having an initial phase difference of 180 ° with the first crank pin of the crankshaft is mounted on all, and a fourth balance weight having a phase difference of 180 ° with all the third balance weights is mounted on the rear part thereof. The inertia value of the third and fourth balance weights is Set to The unbalanced force and power reduction structure of the Ｖ6-engine characterized by delete