RU61794U1 - DEVICE FOR STABILIZING FOUR-STROKE INTERNAL COMBUSTION ENGINES - Google Patents

Abstract

The utility model relates to mechanical engineering, namely, to the technique of balancing in-line two and four-cylinder four-stroke internal combustion engines and is intended to reduce the vibrational forces and moments that occur during the working process acting on the engine body.

The technical result is an increase in the efficiency of balancing due to the application of compensation of both the "sine" and "cosine" components of the tilting moment.

This is achieved by the fact that the balancing device of four-stroke internal combustion engines containing balancing shafts, the axes of which are located in two different planes perpendicular to the plane of the axes of the cylinders, contains three balancing shafts, and the axes of the two shafts of the first level are located in a plane perpendicular to the plane of the axes of the cylinders distances from this plane parallel to the axis of the crankshaft, and the third shaft is located in a plane parallel to the plane of the axes of the cylinders, in which n first shaft parallel to the first shaft at the same distance from the plane of the cylinder axes, and the balancing of the unbalance of the three shafts arranged in a plane perpendicular to the symmetry plane of the cylinder axes.

Description

The utility model relates to mechanical engineering, namely, to the technique of balancing in-line two and four-cylinder four-stroke internal combustion engines and is intended to reduce the vibrational forces and moments arising during the working process that act on the engine casing.

The closest in technical essence and the achieved result is a balancing device according to UK patent No. 1498195, CL. F 01 D 1/00, 1974 (“Mitsubishi mechanism”), which contains two balancing shafts, the shaft axes being located in two different planes perpendicular to the plane of the cylinder axes, parallel and equally spaced from the plane of the cylinder axes (prototype) .

The disadvantage of the prototype is the incomplete compensation of pulsations of the overturning moment at the first or second reverse harmonic, since the Mitsubishi mechanism only compensates for the component of the overturning moment, phase-shifted relative to the first and second harmonics of inertia by 90 ° (the "sinus" component), but does not compensate a component that is in the same phase with the harmonic of the inertia forces (the "cosine" component).

The technical result is an increase in the efficiency of balancing due to the application of compensation of both the "sine" and "cosine" components of the tilting moment.

This is achieved by the fact that the balancing device of four-stroke internal combustion engines containing balancing shafts, the axes of which are located in two different planes perpendicular to the plane of the axes of the cylinders, contains three balancing shafts, and the axes of the two shafts of the first level are located in a plane perpendicular to the plane of the axes of the cylinders distances from this plane parallel to the axis of the crankshaft, and the third shaft is located in a plane parallel to the plane of the axes of the cylinders, in which n first shaft parallel to the first shaft at the same distance from the plane of the cylinder axes, and the balancing of the unbalance of the three shafts arranged in a plane perpendicular to the symmetry plane of the cylinder axes.

Figure 1 presents a diagram of the proposed device, when the total inertia force and the total overturning moment from gas forces and inertia forces are applied to the engine body, and Fig. 2 shows a diagram when the balancing shafts rotated 90 °, that is, the crankshaft 1 turned 90 ° for a two-cylinder engine or 45 ° for a four-cylinder engine.

The balancing device of four-stroke internal combustion engines contains a crankshaft 1 and three balancing shafts: the upper left 2, the upper right 3 and the lower left 4 (FIGS. 1 and 2) with balancing masses 5, 6 and 7, respectively. The crankshaft 1 and the left upper balancing the shaft 2 rotates clockwise, and the remaining balancing shafts 3 and 4 counterclockwise. For two-cylinder engines, the speed of balancing shafts is equal to the rotational speed of the crankshaft, and for four-cylinder engines, twice the speed of all shafts and synchronous with the rotation of the crankshaft 1. This synchronization can be achieved by various means: the use of gears, the use of gear belt drives, the use of chain gears, using mechatronics using discrete angular velocity sensors and their position on the crankshaft and on balancing x shafts and using precision actuators,

controlled by the signals of sensors or a combination of the listed means (not shown in the drawing).

The axes of the two shafts of the first level: the upper left 2, the upper right 3 are located in a plane perpendicular to the plane of the axes of the cylinders (not shown) at equal distances from this plane parallel to the axis of the crankshaft 1, and the third shaft - the lower left 4 is located in the plane parallel to the plane of the cylinder axes, in which the first shaft (upper left 2) is enclosed, parallel to the first shaft at the same distance from the plane of the cylinder axes, and balancing unbalances (masses 5, 6, 7) of all three shafts 2, 3, 4 are located in the plane symmetry, per pendicular to the plane of the axes of the cylinders.

The balancing device four-stroke internal combustion engines works as follows.

Two shafts located in one plane perpendicular to the plane of the axes of the cylinders rotate in opposite directions, and a shaft located at a different level rotates in the direction opposite to the rotation of the shaft located on the first level from the same side relative to the plane of the axes of the cylinders.

The imbalances of the balancing shafts are equal: shaft 2 - D ₁ ; shaft 3 - D ₁ + D ₂ ;

shaft 4 - D ₂ . Each unbalance is equal to D _i = m _i r _i , where m _i is the unbalanced mass, r _{i is the} eccentricity of the mass m _i .

Consider the scheme for determining the unbalance.

As a result of theoretical and experimental studies, it was found that the total inertia force and the total overturning moment from the gas forces and inertia forces were applied to the engine casing (Fig. 1).

The count is carried out from the position φ = 0 at the top dead center for a two-cylinder engine or at the bottom for a four-cylinder engine (Fig. 1). Figure 2 shows the position when the balancing shafts rotated 90 °, that is, the crankshaft 1 turned 90 ° in the case of a two-cylinder engine or 45 ° in the case of a four-cylinder engine.

From figure 1 and 2 we get the required values of the unbalance and the distance between the shafts along the axis of the cylinders

Where - the angular velocity of rotation of the shafts 2, 3 and 4 at a single or double speed of rotation of the crankshaft 1.

In this way, all the parameters of the balancing device are determined, which completely compensate for vibration disturbances from unbalanced first-order forces for two-cylinder engines and the tipping moment harmonic at the crankshaft speed for four-cylinder engines, as well as the tipping harmonic

torque from gas forces and inertia forces at the double speed of the crankshaft 1.

Shaft unbalance parameters are determined from the following calculation formulas. If theoretically or experimentally determined the total unbalancing force of inertia

and overturning moment

,

acting on the engine casing at the corresponding harmonic, then the unbalance of the shaft of the first level from the location of the shaft of another level is determined as

,

where ω is the frequency of rotation of the balancing shafts.

The imbalance of the third shaft at the second level on the same side as the first shaft is

,

where h ₁ is the distance between the first and second shaft at the same level, and the unbalances of the first and third shaft have a phase of 180 °.

The imbalance of the second shaft, located at the same level with the first shaft, symmetrically relative to the plane of the axes of the cylinders, is

and the distance between the levels of the first two shafts and the third shaft is determined as

The rotation of the first (D ₁ ) and second (D ₂ ) shaft occurs in one phase.

Claims (2)

1. The balancing device four-stroke internal combustion engines containing balancing shafts, the axes of which are located in two different planes perpendicular to the plane of the axes of the cylinders, characterized in that it contains three balancing shafts, and the axes of the two shafts of the first level are located in a plane perpendicular to the plane of the axes of the cylinders at equal distances from this plane parallel to the axis of the crankshaft, and balancing unbalances of all three shafts are located in the plane of symmetry perpendicular the plane of the cylinder axes. 2. The balancing device of four-stroke internal combustion engines according to claim 1, characterized in that the parameters of the shaft unbalance are determined from the following relationships: unbalance of the shaft of the first level from the side of the location of the shaft of another level

, where ω is the rotation frequency of the balancing shafts, F = F ₀ cosφ - theoretically or experimentally determined total non-balancing inertia force, M = M ₁ Cosφ + M ₂ sinφ - overturning moment, unbalance of the third shaft at the second level on the same side as the first shaft

, where h ₁ is the distance between the first and second shaft at the same level, and the unbalances of the first and third shaft have a phase of 180 °, unbalance of the second shaft, located at the same level with the first shaft, symmetrically with respect to the plane of the axes of the cylinders

,

- the distance between the levels of the first two shafts and the third shaft, and the rotation of the first (D ₁ ) and second (D ₂ ) shaft occurs in one phase.