KR980008695U - Second balancing structure of car engine crankshaft - Google Patents
Second balancing structure of car engine crankshaft Download PDFInfo
- Publication number
- KR980008695U KR980008695U KR2019960021980U KR19960021980U KR980008695U KR 980008695 U KR980008695 U KR 980008695U KR 2019960021980 U KR2019960021980 U KR 2019960021980U KR 19960021980 U KR19960021980 U KR 19960021980U KR 980008695 U KR980008695 U KR 980008695U
- Authority
- KR
- South Korea
- Prior art keywords
- crankshaft
- gear
- shaft
- balance shaft
- crank shaft
- Prior art date
Links
- 230000002093 peripheral effect Effects 0.000 abstract 1
- 230000008878 coupling Effects 0.000 description 2
- 238000010168 coupling process Methods 0.000 description 2
- 238000005859 coupling reaction Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
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
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C3/00—Shafts; Axles; Cranks; Eccentrics
- F16C3/04—Crankshafts, eccentric-shafts; Cranks, eccentrics
- F16C3/20—Shape of crankshafts or eccentric-shafts having regard to balancing
-
- 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
- F02B67/00—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for
- F02B67/04—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus
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- 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
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C2360/00—Engines or pumps
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
Abstract
본 고안은 자동차 엔진의 크랭크축이 진동없이 원활하게 회전될 수 있도록 하는 크랭크축(crank shaft)의 2차 발란싱(Balancing) 구조에 관한 것으로, 종래구조는 크랭크축(10')의 구동력을 2차 발란스축(20')로 전달하는 벨트(30')의 수명이 짧아 자주 교환해 주어야 하는 불편이 있을 뿐 아니라 유효공간을 많이 차지하게 되어 엔진설계 레이아웃(Layout)상의 많은 제약이 있게 되는 문제가 있었던 바, 크랭크축(10)의 외주 일부구간에 기어부(11)를 형성하고, 2차 발란스축(20)에 접속기어(21)를 마련하는 한편, 크랭크축(10)의 기어부(11)와 2차 발란스축(20)의 접속기어(21) 사이에 연결기어(30)를 설치한 것을 특징으로 하는 본 고안에 의하면 종래와 같이 부품의 마손에 따른 잦은 부품교체작업을 하지 않아도 될 뿐 아니라 전체부품이 차지하는 유효공간이 작기 때문에 엔진설계 레이아웃상에 많은 이점을 얻을 수 있게 된다.The present invention relates to a secondary balancing structure of the crank shaft (crank shaft) to enable the crank shaft of the automobile engine to rotate smoothly without vibration, the conventional structure is the secondary drive force of the crank shaft (10 ') The life of the belt 30 'delivered to the balance shaft 20' is not only inconvenient to be replaced frequently, but also takes up a lot of effective space, which causes a lot of constraints in the layout of the engine design. The gear part 11 is formed in the outer peripheral part of the crankshaft 10, the connection gear 21 is provided in the secondary balance shaft 20, and the gear part 11 of the crankshaft 10 is carried out. According to the present invention characterized in that the connecting gear 30 is installed between the connecting gear 21 of the secondary balance shaft 20 and the need for frequent parts replacement work according to the wear and tear of the components as well as the conventional Because the effective space occupied by all parts is small It is possible to obtain a number of advantages in the design layout.
Description
본 고안은 자동차 엔진의 크랭크축이 진동없이 원활하게 회전될 수 있도록 하는 크랭크축의 2차 발란싱 구조에 관한 것으로, 더 자세하게는 크랭크축에 2차 발란스축을 기어결합하는 것에 의해 부품의 수명연장과 엔진설계 레이아웃상의 편의를 도모할 수 있도록 개선한 것에 관한 것이다.The present invention relates to the secondary balancing structure of the crankshaft to enable the crankshaft of the automobile engine to rotate smoothly without vibration. More specifically, the life span of the parts and the engine design by gear coupling the secondary balance shaft to the crankshaft The present invention relates to improvements that can be made for layout convenience.
일반적으로 자동차 엔진에 있어서 크랭크축은 각 실린더의 동력행정에서 발생한 피스톤의 직선운동을 커넥팅로드를 통해 회전운동으로 바뀌고, 반대로 다른 행정에서는 피스톤에 운동을 가해 연속적으로 동력을 발생하는 중요한 기능을 담당한다.In general, in a car engine, the crankshaft converts a linear motion of a piston generated from a power stroke of each cylinder into a rotational motion through a connecting rod, and on the other hand, a crankshaft plays an important function of continuously generating power by applying a motion to a piston.
한편, 상기 크랭크축은 진동이 없이 원활하게 회전해야 하지만 크랭크 저어널 중심과 크랭크 핀 중심이 편심으로 되어 있기 때문에 그대로 회전시키면 균형을 유지할 수 없게 된다.On the other hand, the crankshaft should be smoothly rotated without vibration, but because the crank journal center and the crank pin center are eccentric, it is impossible to maintain balance when it is rotated as it is.
따라서, 크랭크 핀의 반대쪽 크랭크 아암에 발란싱 웨이트를 달아서 회전 중의 균형을 유지하도록 하는 것이 보통이다.Therefore, it is common to attach a balancing weight to the crank arm opposite the crank pin to maintain balance during rotation.
본 고안은 상기 크랭크축의 균형을 더욱 안정적으로 유지시킬 수 있도록 하는 2차발란싱구조에 관계하는 것인 바, 보통의 엔진에서 크랭크축의 2차발란스는 그 크기가 작아 무시되어 왔지만, 근래에 들어서 승차감 향상에 대한 요구가 점차 증가함에 따라 2차 발란스축을 채용하는 것이 일반화되고 있는 실정이다.The present invention relates to a secondary balancing structure that enables the balance of the crankshaft to be more stably maintained. In general, the secondary balance of the crankshaft has been neglected due to its small size, but in recent years, the riding comfort has been improved. As the demand for gradual increase, it is becoming common to adopt the second balance axis.
종래에 있어서 상기 2차 발란싱구조는 제1도와 같이 크랭크축(10')과 2차 발란스축(20')을 벨트(30')로 연결하는 것이 주로 사용되었다.In the related art, the secondary balancing structure is mainly used to connect the crank shaft 10 'and the secondary balance shaft 20' with the belt 30 'as shown in FIG.
그러나 상기 종래구조에 있어서는 크랭크축(10')의 구동력을 2차 발란스축(20')으로 전달하는 벨트(30')의 수명이 짧아 자주 교환해 주어야 하는 불편이 있을 뿐 아니라 유효공간을 많이 차지하게 되어 엔진설계 레이아웃상의 많은 제약을 초래하게 되는 문제가 있었다.However, in the conventional structure, the belt 30 ', which transfers the driving force of the crankshaft 10' to the secondary balance shaft 20 ', has a short lifespan and frequently needs to be replaced. There was a problem that caused a lot of constraints in the engine design layout.
본 고안은 상기 종래의 실정을 감안하여 안출한 것이며, 그 목적은 부품의 교환할 필요없이 보다 안정적으로 크랭크축의 2차 발란싱을 잡을 수 있도록 함은 물론 엔진설계 레이아웃상의 편의를 도모할 수 있도록 하는 자동차 엔진 크랭크축의 2차 발란싱구조를 제공하는 데에 있다.The present invention has been devised in view of the above-described conventional situation, and its purpose is to provide a vehicle that can stably hold the secondary crankshaft of the crankshaft more stably without the need for parts replacement, as well as facilitate the convenience of the engine design layout. It is to provide a secondary balancing structure of the engine crankshaft.
제1도는 종래 구조의 개략도이다.1 is a schematic diagram of a conventional structure.
제2도는 본 고안의 구성도이다.2 is a block diagram of the present invention.
*도면의 주요 부분에 대한 부호의 설명* Explanation of symbols for the main parts of the drawings
10 : 크랭크축 11 : 기어부 20 : 2차 발란스축DESCRIPTION OF SYMBOLS 10 Crankshaft 11 Gear part 20 Secondary balance shaft
21 : 접속기어 30 : 연결기어21: Connection gear 30: Connection gear
본 고안은 상기의 목적을 달성하기 위하여 크랭크축의 외주 일부 구간에 기어부를 형성하고, 2차 발란스축에 접속기어를 마련하며, 크랭크축과 2차 발란스축의 사이에 연결기어를 설치하여 기어구동으로 2차 발란스축을 구동하는 것을 특징으로 하며, 이하 그 구체적인 내용을 첨부도면에 의거하여 더욱 자세히 설명하면 다음과 같다.In order to achieve the above object, the present invention forms a gear part in a portion of the outer circumference of the crankshaft, provides a connecting gear on the secondary balance shaft, and installs a connecting gear between the crank shaft and the secondary balance shaft. It is characterized by driving the car balance shaft, the following will be described in more detail on the basis of the accompanying drawings.
즉, 본 고안은 크랭크축의 2차 발란싱구조를 구성함에 있어서, 제2도와 같이 크랭크축(10)의 외주 일부구간에 기어부(11)를 형성하고, 2차 발란스축(20)에 접속기어(21)를 마련하는 한편, 크랭크축(10)의 기어부(11)와 2차 발란스축(20)의 접속기어(21) 사이에 연결기어(30)를 설치하여서 되는 것이다.That is, in the present invention, when constructing the secondary balancing structure of the crankshaft, as shown in FIG. 2, the gear part 11 is formed in a part of the outer circumference of the crankshaft 10, and the connecting gear (2) is connected to the secondary balance shaft 20. 21 is provided, and the connecting gear 30 is provided between the gear part 11 of the crankshaft 10 and the connection gear 21 of the secondary balance shaft 20.
상기에서 크랭크축(10)의 기어부(11)와 그에 접속되는 연결기어(30)는 같은 회전비를 갖도록 하고, 연결기어(30)에 접속되는 2차 발란스축(20)의 접속기어(21)는 연결기어 회전비의 두배가 되도록 하는 것이 바람직하다.In the above, the gear part 11 of the crankshaft 10 and the connecting gear 30 connected thereto have the same rotation ratio and the connecting gear 21 of the secondary balance shaft 20 connected to the connecting gear 30. It is desirable to make it double the connection gear rotation ratio.
상기와 같이 구성된 본 고안에 있어서는 크랭크축(10)이 회전하게 되면 그의 기어부(11)에 결합된 연결기어(30)가 크랭크축(10)의 회전방향과 반대방향으로 회전하게 되고, 접속기어(21)를 통해 연결기어(30)와 결합된 2차 발란스축(20)이 크랭크축(10)의 회전방향과 같은 방향으로 회전하면서 크랭크축(10)의 2차 발란싱을 잡게 된다.In the present invention configured as described above, when the crankshaft 10 rotates, the connecting gear 30 coupled to the gear portion 11 thereof rotates in a direction opposite to the rotational direction of the crankshaft 10, and the connecting gear The secondary balance shaft 20 coupled to the connecting gear 30 through 21 rotates in the same direction as the rotation direction of the crank shaft 10 to catch the secondary balancing of the crank shaft 10.
이상에서와 같이 본 고안은 크랭크축(10)과 2차 발란스축(20)을 기어결합을 통해 접속한 것으로, 본 고안에 의하면 2차 발란스축(20)까지의 동력전달이 정확하게 이루어지게 될 뿐 아니라, 종래와 같이 부품의 마손에 따른 잦은 부품교체작업을 하지 않아도 되며, 전체 부품이 차지하는 유효공간이 작기 때문에 엔진설계 레이아웃상에 많은 이점을 얻을 수 있게 된다.As described above, the present invention is connected to the crankshaft 10 and the secondary balance shaft 20 through gear coupling, and according to the present invention, power transmission to the secondary balance shaft 20 is precisely made. In addition, it is not necessary to perform frequent parts replacement work according to the wear and tear of the parts as in the prior art, and since the effective space occupied by the whole parts is small, many advantages can be obtained in the engine design layout.
Claims (1)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR2019960021980U KR980008695U (en) | 1996-07-25 | 1996-07-25 | Second balancing structure of car engine crankshaft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR2019960021980U KR980008695U (en) | 1996-07-25 | 1996-07-25 | Second balancing structure of car engine crankshaft |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| KR980008695U true KR980008695U (en) | 1998-04-30 |
Family
ID=53971129
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| KR2019960021980U KR980008695U (en) | 1996-07-25 | 1996-07-25 | Second balancing structure of car engine crankshaft |
Country Status (1)
| Country | Link |
|---|---|
| KR (1) | KR980008695U (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100412558B1 (en) * | 2000-12-28 | 2003-12-31 | 현대자동차주식회사 | Crank shaft balancing device for V8 engine |
| KR100412556B1 (en) * | 2000-12-28 | 2003-12-31 | 현대자동차주식회사 | Unbalance decreasing structure of V6 engine |
-
1996
- 1996-07-25 KR KR2019960021980U patent/KR980008695U/en not_active Application Discontinuation
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100412558B1 (en) * | 2000-12-28 | 2003-12-31 | 현대자동차주식회사 | Crank shaft balancing device for V8 engine |
| KR100412556B1 (en) * | 2000-12-28 | 2003-12-31 | 현대자동차주식회사 | Unbalance decreasing structure of V6 engine |
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| WITN | Application deemed withdrawn, e.g. because no request for examination was filed or no examination fee was paid |