WO2005042943A1 - Arrangement and method for balancing an internal combustion engine in a vehicle - Google Patents
Arrangement and method for balancing an internal combustion engine in a vehicle Download PDFInfo
- Publication number
- WO2005042943A1 WO2005042943A1 PCT/SE2004/001480 SE2004001480W WO2005042943A1 WO 2005042943 A1 WO2005042943 A1 WO 2005042943A1 SE 2004001480 W SE2004001480 W SE 2004001480W WO 2005042943 A1 WO2005042943 A1 WO 2005042943A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- free
- combustion engine
- unit
- forces
- moments
- Prior art date
Links
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
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/22—Compensation of inertia forces
- F16F15/26—Compensation of inertia forces of crankshaft systems using solid masses, other than the ordinary pistons, moving with the system, i.e. masses connected through a kinematic mechanism or gear system
- F16F15/261—Compensation of inertia forces of crankshaft systems using solid masses, other than the ordinary pistons, moving with the system, i.e. masses connected through a kinematic mechanism or gear system where masses move linearly
-
- 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
- F02B63/00—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices
- F02B63/06—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices for pumps
-
- 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
- F02B75/00—Other engines
- F02B75/06—Engines with means for equalising torque
Definitions
- the invention relates to an arrangement and a method for balancing a combustion engine in a vehicle according to the preambles of claims 1 and 10.
- Knowledge of the number of cylinders of the combustion engine and their positioning can be used for calculating the free forces and moments. Taking into account only the free forces and moments of the first and second orders, it can be determined mathematically that single-cylinder engines are acted upon by free forces of the first and second orders. Thus such engines are not subject to any free moments. Two- cylinder engines with cranks mutually offset by 180° are acted upon by free moments of the first order and free forces of the second order. Four-cylinder in-line engines are acted upon by free forces of the second order. Three-cylinder in-line engines and five- cylinder in-line engines are acted upon by free moments of the first and second orders. In contrast, six-cylinder in-line engines can be designed to be fully balanced so that no free forces or free moments act upon them.
- the object of the present invention is to provide an arrangement and a method which provide good balance in a combustion engine in a vehicle in a simple and effective manner and at low cost.
- Heavy vehicles usually comprise one or more units for powering various components of the vehicle. In most cases such units are not fully balanced but likewise apply free forces and or free moments to the vehicle during operation. Fitting such an unbalanced unit in a suitable position relative to the combustion engine makes it possible to cause the unit's free forces and/or free moments to counteract the free forces and/or the free moments of the combustion engine. To this end it is possible to select a type of unit which is particularly suitable for compensating the imbalance on a certain type of combustion engine. An existing unit provided with suitable imbalance may also be used.
- the resultant value of the free forces and/or moments from combustion engine and unit can thus at least be reduced, thereby eliminating or at least reducing the vibrations in the vehicle which arise from the combustion engine's imbalance during operation.
- the fact that such a unit has in any case to be fitted in the vehicle means that balancing of the combustion engine can be provided without installing any extra equipment such as balance shafts.
- the vibrations arising from the combustion engine can thus be reduced in a simple and effective manner and at low cost.
- the unit is adapted to being run at the same speed as the combustion engine. Forces and moments of the first order have a value which varies periodically with the crankshaft angle of the combustion engine.
- the unit For it to be able to provide counteracting forces and/or moments with a corresponding periodic variation, the unit needs to be run at the same speed as the engine. Alternatively, the unit may be adapted to being run at double the speed of the combustion engine. Forces and moments of the second order vary periodically with double the crankshaft angle of the combustion engine. For it to be able to provide counteracting forces and/or moments with a corresponding periodic variation, the unit needs in that case to be run at double the speed of the combustion engine. Where applicable, two units may be arranged so that one of them is run at the speed of the engine and the other at double the speed of the engine. Free forces and moments of both first and second orders may thus be eliminated.
- the unit comprises a transmission by means of which the combustion engine is adapted to powering the unit.
- a transmission with a transmission ratio of 1 : 1 or 1 :2 will always provide the unit with a correct speed which continuously follows the speed of the engine powering it.
- the transmission may also connect the crankshaft of the unit to the crankshaft of the combustion engine at a mutual rotational position such that the occurrence of free forces and/or moments is counteracted in an optimum manner in all rotational states.
- the unit is fastened to the combustion engine.
- the unit and the combustion engine are in direct contact with one another so that any movements of the combustion engine are substantially immediately counteracted by movements of the unit. Free forces and/or free moments from the combustion engine can thus be effectively balanced without resultant vibrations of the vehicle.
- the combustion engine may be a five-cylinder inline engine. Combustion engines with an odd number of cylinders are substantially always unbalanced. The invention is nevertheless applicable to most types of unbalanced combustion engines.
- the unit comprises balance means for varying the balance of the unit with the object of substantially optimum counteracting of the free forces and/or the free moments from the combustion engine.
- the unit has only one cylinder.
- the crankshaft of a single-cylinder engine is acted upon by free forces of the first and second orders. Fitting such a unit in a suitable position relative to, for example, a five-cylinder engine makes it possible to reduce considerably the engine's free moments.
- the unit may be an air compressor.
- Substantially all heavy vehicles comprise air compressors to supply compressed air to, for example, the vehicle's brake system.
- FIG. 1 depicts an arrangement for balancing an engine in a vehicle according to the present invention.
- Fig. 1 depicts schematically a combustion engine 1, here in the form of a five-cylinder in-line engine.
- the combustion engine 1 is arranged in an undepicted vehicle.
- the combustion engine 1 comprises five cylinders 2 arranged in line, with movable pistons 3. Reciprocating movements of the pistons 3 in the cylinders 2 are converted via connecting rods 4 to rotary motion of a crankshaft 5.
- a schematically depicted unit in the form of a single-cylinder air compressor 6 is here fitted to one side of the combustion engine 1.
- the air compressor 6 comprises a cylinder 7 with a piston 8 which is arranged for movement and adapted to providing compressed air in a compressed air system of the vehicle during operation.
- the compressed air system may for example be used for applying the vehicle's brakes.
- the piston 8 of the air compressor is connected via a connecting rod 9 to a crankshaft 10.
- a transmission 11 connects the combustion engine's crankshaft 5 to the compressed air compressor's crankshaft 10.
- the transmission 11 comprises a first gearwheel 11a arranged on the combustion engine's crankshaft 5, and a second gearwheel 1 lb arranged on the compressor air compressor's crankshaft 10.
- a gearwheel belt l ie connects the first gearwheel 1 la to the second gearwheel l ib.
- the transmission 11 has a transmission ratio 1 :2 so that the compressed air compressor 6 is run at double the speed of the combustion engine 1.
- the magnitude of such free forces and free moments can be calculated mathematically for the various types of combustion engines on the basis of knowledge of the number of cylinders and the mutual positioning of the cylinders.
- the free force acting upon the crankshaft during operation can be expressed as the aggregate of a number of terms in a series. As the terms in said series decrease quickly in value, the force can be estimated with good accuracy as the aggregate of the first two terms of said series.
- the first term is referred to as the free force of the first order
- the second term as the free force of the second order.
- Fi is the piston acceleration mass force of the first order
- F 2 the piston acceleration mass force of the second order
- ⁇ r/1 (crank radius / connecting rod length) and ⁇ is the crank angle.
- the free force of the first order acting upon a five-cylinder combustion cylinder 1 will be the aggregate of the piston acceleration mass forces Fi of the first order for the five cylinders 2.
- the free force of the second order acting upon the combustion engine 1 will correspondingly be the aggregate of the piston acceleration mass forces F 2 of the second order for the five cylinders 2.
- the piston acceleration mass forces F] and F 2 of the first and second orders for the respective cylinders 2 may also result in free moments acting upon the combustion engine 1.
- the free moment of the first order is the aggregate of the moments to which the piston acceleration mass forces F t for the respective cylinders 2 give rise.
- the free moment of the first order can be determined on the basis of knowledge of the piston acceleration mass forces Fi of the first order for the respective cylinders 2 and the distance a between the cylinders.
- the free moment of the second order can correspondingly be determined as the aggregate of the moments to which the piston acceleration mass forces F 2 of the second order for the respective cylinders 2 give rise.
- the free moment of the second order can likewise be determined on the basis of knowledge of the piston acceleration mass forces F 2 for the respective cylinders 2 and the distance a between the cylinders.
- a single-cylinder air compressor 6 gives rise, during operation, to free forces of the first order and the second order.
- the free force of the first order can be expressed mathematically as m 0 r ⁇ 2 cos( ⁇ ) and the free force of the second order as m 0 r' ⁇ 2' ⁇ ' cos( ⁇ ).
- the combustion engine 1 is subject, during operation, to the free moment M m which tends to rotate the combustion engine 1 about a central point 12 of the cranlcshaft 5.
- the air compressor 6 is subject, during operation, to the free force F c acting at a point 13 of the crankshaft 10.
- the air compressor 6 is fitted at such a position relative to the combustion engine 1 that the free force F 0 of the air compressor 6 counteracts the free moment M m of the combustion engine 1.
- the free force F c of the air compressor 6 thus acts at a distance from the point 12 about which the moment M m acts.
- Suitable positioning of the air compressor 6 relative to the combustion engine 1 will result in a linear distance from the point 12 such that the free force F c of the air compressor 6 provides a moment which results in substantially optimum counteracting of the free moment M m of the combustion engine 1.
- the value of the free moment M m varies with the angle of rotation of the crankshaft 5 of the combustion engine 1
- the value of the free force F c varies with the angle of rotation of the crankshaft 10 of the air compressor 6.
- the crankshafts 5, 10 need to be in an optimum mutual phase relationship.
- the counteracting moment provided by the free force F c may thus be caused to vary in value at different crankshaft angles in a manner corresponding to the variation of the free moment M m .
- the transmission 11 As the free moment of the second order for a five-cylinder in-line engine is greater than the free moment of the first order, it is appropriate for the transmission 11 to have a transmission ratio of 1 :2.
- the air compressor's crankshaft 10 will thus be run at double the speed of the combustion engine's crankshaft 5.
- the free force F c of the air compressor 6 at a suitable distance from the point 12 can thus result in a moment which counteracts the free moment M m of the combustion engine, which is of the second order.
- the vibrations in the vehicle which arise from the free moment of the second order can thus be considerably reduced.
- a vehicle is a complicated structure. It may therefore be difficult to deteraiine by theoretical methods the position at which the air compressor 6 has to be fitted to provide optimum counteracting of the free moment M m of the combustion engine 1.
- a combustion engine gives rise not only to a tilting moment M m but also a twisting moment.
- the positioning of the air compressor in a vehicle has therefore to be effected experimentally in order to arrive at the air compressor position which results in a minimum vibration level in the vehicle.
- the air compressor 6 may likewise by trial and error be provided with balance means of various magnitudes so that the value of the free force F c may be such as to provide optimum counteracting of the free moment M m of the combustion engine 1.
- the mutual angles of rotation of the crankshafts 5, 10 can be adjusted with a view to optimum reduction of the free moment M m of the combustion engine 1 and hence of vibrations occurring in the vehicle.
- an existing unit e.g. an air compressor 6, in a vehicle makes it possible for the combustion engine 1 to be balanced in a simple and effective manner and at low cost.
- the invention is in no way limited to the embodiment described but may be varied freely within the scopes of the claims.
- the combustion engine 1 may be of substantially any desired kind in which free forces and/or free moments occur during operation.
- the air compressor 6 may be substantially any desired unit in which free forces and/or free moments likewise occur during operation.
- the transmission 11 between the combustion engine's crankshaft 5 and the compressed air compressor's crankshaft 10 need not comprise gearwheels 11a, l ib and a gearwheel belt 1 lc, and the transmission may be of substantially any desired design.
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Physics & Mathematics (AREA)
- Acoustics & Sound (AREA)
- Aviation & Aerospace Engineering (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
- Vibration Prevention Devices (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP04793798A EP1687517A1 (en) | 2003-11-04 | 2004-10-15 | Arrangement and method for balancing an internal combustion engine in a vehicle |
BRPI0416070-3A BRPI0416070B1 (en) | 2003-11-04 | 2004-10-15 | arrangement and method for balancing an internal combustion engine in a vehicle. |
JP2006537928A JP2007510867A (en) | 2003-11-04 | 2004-10-15 | Configuration and method for balancing an internal combustion engine in a vehicle |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
SE0302889A SE526393C2 (en) | 2003-11-04 | 2003-11-04 | Arrangement and procedure for balancing an internal combustion engine in a vehicle |
SE0302889-1 | 2003-11-04 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2005042943A1 true WO2005042943A1 (en) | 2005-05-12 |
Family
ID=29580187
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/SE2004/001480 WO2005042943A1 (en) | 2003-11-04 | 2004-10-15 | Arrangement and method for balancing an internal combustion engine in a vehicle |
Country Status (5)
Country | Link |
---|---|
EP (1) | EP1687517A1 (en) |
JP (1) | JP2007510867A (en) |
BR (1) | BRPI0416070B1 (en) |
SE (1) | SE526393C2 (en) |
WO (1) | WO2005042943A1 (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1626200A1 (en) * | 2004-08-09 | 2006-02-15 | Mazda Motor Corporation | Engine vibration reduction system |
CN107642576A (en) * | 2016-07-22 | 2018-01-30 | 福特环球技术公司 | For the device for the free inertia force for compensating reciprocating piston explosive motor |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3402707A (en) * | 1964-09-18 | 1968-09-24 | Heron Paul | Vibrationless engines |
US5083535A (en) | 1990-06-16 | 1992-01-28 | Man Nutzfahrzeuge Aktiengesellschaft | Device for compensating secondary moments of inertia in five-cylinder in-line engine |
US5195479A (en) * | 1991-03-01 | 1993-03-23 | Mazda Motor Corporation | Drive apparatus for one or more supplemental apparatuses driven by an internal combustion engine |
DE19928416A1 (en) * | 1999-12-15 | 2001-07-05 | Audi Ag | Balancing shaft for internal combustion engine has at least one cam for driving auxiliary equipment mounted on balancing shaft and forming part of balancing weight on shaft |
US6439188B1 (en) * | 2001-07-19 | 2002-08-27 | Brunswick Corporation | Four cycle four cylinder in-line engine with rotors of a supercharging device used as balance shafts |
-
2003
- 2003-11-04 SE SE0302889A patent/SE526393C2/en unknown
-
2004
- 2004-10-15 EP EP04793798A patent/EP1687517A1/en not_active Ceased
- 2004-10-15 JP JP2006537928A patent/JP2007510867A/en active Pending
- 2004-10-15 WO PCT/SE2004/001480 patent/WO2005042943A1/en active Application Filing
- 2004-10-15 BR BRPI0416070-3A patent/BRPI0416070B1/en not_active IP Right Cessation
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3402707A (en) * | 1964-09-18 | 1968-09-24 | Heron Paul | Vibrationless engines |
US5083535A (en) | 1990-06-16 | 1992-01-28 | Man Nutzfahrzeuge Aktiengesellschaft | Device for compensating secondary moments of inertia in five-cylinder in-line engine |
US5195479A (en) * | 1991-03-01 | 1993-03-23 | Mazda Motor Corporation | Drive apparatus for one or more supplemental apparatuses driven by an internal combustion engine |
DE19928416A1 (en) * | 1999-12-15 | 2001-07-05 | Audi Ag | Balancing shaft for internal combustion engine has at least one cam for driving auxiliary equipment mounted on balancing shaft and forming part of balancing weight on shaft |
US6439188B1 (en) * | 2001-07-19 | 2002-08-27 | Brunswick Corporation | Four cycle four cylinder in-line engine with rotors of a supercharging device used as balance shafts |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1626200A1 (en) * | 2004-08-09 | 2006-02-15 | Mazda Motor Corporation | Engine vibration reduction system |
CN107642576A (en) * | 2016-07-22 | 2018-01-30 | 福特环球技术公司 | For the device for the free inertia force for compensating reciprocating piston explosive motor |
US10935100B2 (en) | 2016-07-22 | 2021-03-02 | Ford Global Technologies, Llc | Device for compensating free inertia forces of a reciprocating piston internal combustion engine |
Also Published As
Publication number | Publication date |
---|---|
BRPI0416070A (en) | 2008-03-11 |
BRPI0416070B1 (en) | 2013-02-19 |
SE0302889L (en) | 2005-05-05 |
JP2007510867A (en) | 2007-04-26 |
SE526393C2 (en) | 2005-09-06 |
SE0302889D0 (en) | 2003-11-04 |
EP1687517A1 (en) | 2006-08-09 |
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