RU2460915C1 - Universal ice balancing mechanism and method of equalising inertial forces and their moments - Google Patents

Abstract

FIELD: machine building.

SUBSTANCE: proposed mechanism comprises pistons arranged in shell, con-rods to couple pistons with crankshaft articulated with two counterweights. Detachable case of counterweights incorporates rectifier motor with rotor engaged with counterweights via coupling. Control unit is connected with crankshaft position transducer, crankshaft turn angle transducer, engine load transducer and rectifier motor. Proposed method is implemented by two counterweights completely equalising first-order inertial forces. Equalising of total harmonic components of forces or moments of inertial forces is executed by two counterweights.

EFFECT: complete balancing, decreased weight.

2 cl, 2 dwg

Description

The invention relates to mechanical engineering, in particular to internal combustion engines, mainly for transport purposes, as well as to other reciprocating machines, and in particular, to balances and balancing mechanisms.

Known balancing mechanisms, which mainly consist of: driven link (gears, pulley, sprockets, etc.), which drive the elements (belt, chain, gear, etc.) that transmit force from the crankshaft to the balancing mechanism (Diesels : Handbook. - L.: Mechanical Engineering, 1977. - 470 pp .; Patent 2097571 (Russia), November 27, 1997. Production Association "Barnaul Transport Engineering Plant." Piston engine / Durmanov BA, Bolzhatova Z.A. , Kukharev N.E. (Russia); US Patent 4926810, May 22, 1990. Ford Motor Company. Engine vibrati on balancer / Roy E. Diehl, Alvin H. Barger (USA); U.S. Patent 5218885, June 15, 1993. Honda Giken Kogyo Kabashiki Kaisha. Engine balancer and improvements higher / Shinichi Nakano, Hiroyuki Kawakubo, Toshio Shimada, Hiroshi Wakoh; Patent 5893346 USA, April 13, 1999. Yamaha Hatsudoki Kabushiki Kaisha. Engine balancer shaft / Takahisa Hosoya (Japan); US Patent 6189499 USA, February 20, 2001. Honda Giken Kogyo Kabashiki Kaisha. Balancing device for reciprocating engine / Kazuyuki Iwata, Tomonori Niizato (Japan); US Patent 6959682, November 1, 2005. General Motors Corporation. Engine balancer with chain drive vibration isolation / Thomas Alan Slopsema, Jonh Meade Beardmore (USA); U.S. Patent 7,637,240, December 29, 2009. Hitachi, Ltd. Engine balancer / Ryoji Onigata (Japan))

Such balancing mechanisms balance the inertia forces or moments of inertia forces of only one type of engine structure. However, they have disadvantages associated with an increase in the overall dimensions of the engine, a drive from the crankshaft, and the need to select different types of balancing devices depending on the design.

Closest to the proposed balancing mechanism is the solution described in the patent (Patent 2097571 (Russia), November 27, 1997. Production association "Barnaul Transport Engineering Plant. Piston engine / Durmanov BA, Bolzhatova ZA, Kukharev N .E. (Russia)) (Prototype).

The balancing mechanism contains a skeleton, pistons, connecting rods associated with the crankshaft, two counterweights.

The disadvantage of this design is the drive from the crankshaft, the relatively low efficiency associated with the impossibility of taking into account the deviation of the real mass of parts from the calculated one, due to technological tolerances, the possibility of balancing only an in-line two-cylinder engine.

The objective of the invention is the creation of a balancing mechanism that ensures complete balance of any engine design, with an independent (not from the crankshaft) drive and with the possibility of balancing taking into account technological deviations to tolerances.

This problem is achieved by the fact that the universal balancing mechanism of internal combustion engines, comprising a skeleton, pistons located in the skeleton, connecting rods connecting the pistons to the crankshaft, a crankshaft kinematically connected to two counterweights, contains a removable counterweight body with a valve motor placed in it, whose rotor is connected to the counterweight through the clutch, and the counterweight is kinematically connected to the second counterweight, and the mechanism is additionally equipped with an electronic control system, comprising a control unit that is electrically coupled to a crankshaft position sensor, a crank angle sensor, an engine load sensor, and a valve motor.

The novelty requirements in the proposed universal balancing mechanism of internal combustion engines corresponds to the fact that it contains a removable counterweight housing with a valve electric motor located in it, the rotor of which is connected via a coupling to the counterweight, and the counterweight is kinematically connected to the second counterweight, and the mechanism is additionally equipped with an electronic control system, comprising a control unit that is electrically connected to a crankshaft position sensor, a crankshaft angle sensor, engine load sensor and valve motor.

The significance of the differences between the claimed device and the prototype is as follows: additional equipment with a valve electric motor, the rotor of which is connected via a coupling to the counterweight, and the counterweight is kinematically connected to the second counterweight, and equipped with an electronic control system containing a control unit that is electrically connected to the crankshaft position sensor, a crank angle sensor, an engine load sensor and a valve motor.

Thanks to the presence of an electronic control system, it is possible to balance any structures, since there is no need to design a new balancing device on a new engine design, and use a universal balancing mechanism by changing the motor control algorithm and the weight of the counterweights, and thanks to the presence of the engine load sensor, it becomes possible to balance taking into account deviations on technological tolerances. Also, since an additional removable counterweight housing with a valve motor located in it is contained, it is possible to balance already existing engine designs without changing the design of a mass-produced engine skeleton, rigidly fixing the removable counterweight body to an existing skeleton design.

The design of the balancing mechanism allows balancing any engine design, not driving from the crankshaft, balancing taking into account deviations from the real mass of parts on technological tolerances, the ability to vary the rotational speed of the rotor of the electric motor during its operation, the ability to install a balancing mechanism to an existing structure skeleton, without changing it, reducing the metal consumption and the cost of the balancing mechanism.

Figure 1 presents a functional diagram of a universal balancing mechanism.

The universal balancing mechanism consists of the following elements. In the skeleton 1 there are placed pistons 2, kinematically connected to the connecting rods 3, which are kinematically connected to the crankshaft 4. The removable housing of the balances 5 is rigidly connected to the skeleton 1. In the removable housing of the balances 5 there is a valve motor 6, the rotor 7 of which is connected through a coupling 8 with a counterweight 9, which is kinematically connected with the second counterweight 10. The valve motor 6 is electrically connected to the control unit 11. The control unit 11 is electrically connected to the position sensor 12 of the crankshaft 4, the angle sensor 13 of the shaft 4 and engine load sensor 14.

Universal balancing mechanism works as follows. The piston 2, moving with acceleration, transfers force through the connecting rod 3 to the crankshaft 4, which performs a rotational movement. When the crankshaft 4 is rotated, signals from the position sensor 12 of the crankshaft 4, the angle sensor 13 of the crankshaft 4 and the load sensor 14 of the engine are supplied to the control unit 11. The control unit 11 transmits a control signal to the valve motor 6, the rotor 7 of which rotates. The rotor 7 through the clutch 8 rotates the counterweight 9, which through a kinematic connection rotates the second counterweight 10.

Thus, using the proposed universal balancing mechanism, it is possible to ensure complete balance of any engine design, without changing it, which allows for a low level of vibroacoustic activity, reduce the load on the shock absorbers and engine skeleton, improve comfort, reduce the likelihood of wear of parts, and reduce the weight of the balancing mechanism and engine as a whole, due to the fact that the introduction of additional devices (gears, belt, chain gears, etc.) is not required a balancing mechanism from the crankshaft.

The method of balancing inertia forces and moments of inertia forces relates to mechanical engineering, in particular to internal combustion engines, mainly for transport purposes, as well as to other reciprocating machines, and specifically to balances and balancing mechanisms.

There is a method of balancing inertia forces or moments of inertia forces, in which the harmonic components of the inertia forces or moments of inertia forces are balanced (first order, second order, etc.) by a separate balancing device for the corresponding harmonic order. (Yamanin A.I., Zharov A.V. Dynamics of piston engines. - M.: Mechanical Engineering, 2003. - 468 p.)

This method of balancing provides balance over one of the harmonic components of the inertia force or moments of inertia forces using a separate balancing device for each component of the inertia force or moment of inertia force. However, it has disadvantages associated with an increase in the mass of the engine when balancing the harmonic components of individual mechanisms. They are usually limited to balancing first and second order, although higher orders can lead to undesirable consequences. To increase the level of balancing efficiency and the possibility of refusing to balance individual harmonic components of inertia forces or moments of inertia forces, and, accordingly, introducing additional balancing devices for each harmonic component, it is necessary to balance the sum of all harmonic components of inertia forces or moments of inertia forces with a pair of counterweights.

Closest to the proposed method of balancing is the solution described in the patent (Patent 2097571 (Russia), November 27, 1997. Production Association "Barnaul Transport Engineering Plant. Piston engine / Durmanov BA, Bolzhatova ZA, Kukharev N .E. (Russia)) (Prototype).

The method of balancing the forces of inertia or the moments of the forces of inertia is carried out by two counterweights of the balancing mechanism, completely balancing the forces of inertia of the first order.

The disadvantage of this method of balancing is the need to introduce a separate balancing device on the corresponding harmonic component, as a result of which the mass and cost of the balancing mechanism and the engine as a whole increase, as well as the effectiveness of balancing, the level of vibro-acoustic activity of the engine will increase, and comfort will decrease.

The objective of this balancing method is balancing, in which the sum of the harmonic components of the inertia forces or moments of inertia forces is carried out by a pair of counterweights, i.e. the possibility of refusing to introduce a separate balancing device for each harmonic component, respectively.

This problem is achieved by the fact that the method of balancing inertia forces or moments of inertia forces, carried out by two counterbalances of the balancing mechanism, completely balancing the first-order inertia forces, provides the balancing of the sum of all harmonic components of the inertia forces or moments of inertia forces, is performed by a pair of counterweights of the universal balancing mechanism of the internal engines with .

New in the proposed method of balancing inertia forces and moments of inertia forces is that the sum of all harmonic components of inertia forces or moments of inertia forces is balanced by a pair of counterweights of the universal balancing mechanism of internal combustion engines.

The significance of the differences of the claimed method from the prototype is as follows. Balancing the sum of all the harmonic components of the inertia forces or moments of inertia forces is performed by a pair of counterweights of the universal balancing mechanism of internal combustion engines.

Due to the presence in the universal balancing mechanism of internal combustion engines of an electronic control system and a valve motor, the rotor of which is connected through a coupling to the counterweight, and the counterweight is kinematically connected to the second counterweight, the rotor can discretely change the speed, ensuring that the balances can completely repeat any the law of variation of the sum of all harmonic components of inertia forces or moments of inertia forces, as a result of which complete balance is achieved s engine.

Thus, using the proposed method of balancing inertia forces and moments of inertia forces, it is possible to ensure complete balance of the engine with a pair of counterweights, which reduces the weight and cost of the balancing mechanism and the engine as a whole, due to the fact that the introduction of a separate balancing device on the corresponding harmonic component is not required .

Claims (2)

1. A universal balancing mechanism of internal combustion engines, comprising a skeleton, pistons located in the skeleton, connecting rods connecting the pistons to the crankshaft, a crankshaft kinematically connected to two counterweights, characterized in that it contains a removable counterweight housing with a valve motor mounted therein the rotor of which is coupled to the counterweight through the clutch, and the counterweight is kinematically connected to the second counterweight, the mechanism being further equipped with an electronic control system containing Lock control that is electrically connected to the crankshaft position sensor, a sensor of the crank angle, the engine load sensor and the brushless motor. 2. The method of balancing inertia forces or moments of inertia forces, carried out by two balances of the balancing mechanism, completely balancing the inertia forces of the first order, characterized in that the sum of all the harmonic components of the inertia forces or moments of inertia forces is balanced by a pair of balances of the universal balancing mechanism of internal combustion engines according to .one.