WO2016151671A1 - Dispositif d'équilibrage pour moteur à combustion interne - Google Patents

Dispositif d'équilibrage pour moteur à combustion interne Download PDF

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Publication number
WO2016151671A1
WO2016151671A1 PCT/JP2015/058456 JP2015058456W WO2016151671A1 WO 2016151671 A1 WO2016151671 A1 WO 2016151671A1 JP 2015058456 W JP2015058456 W JP 2015058456W WO 2016151671 A1 WO2016151671 A1 WO 2016151671A1
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WO
WIPO (PCT)
Prior art keywords
gear
internal combustion
combustion engine
driven gear
carrier member
Prior art date
Application number
PCT/JP2015/058456
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English (en)
Japanese (ja)
Inventor
正樹 長
大 片岡
武久 中島
一彦 千葉
悠子 滝
洋介 江口
Original Assignee
本田技研工業株式会社
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Publication date
Application filed by 本田技研工業株式会社 filed Critical 本田技研工業株式会社
Priority to PCT/JP2015/058456 priority Critical patent/WO2016151671A1/fr
Publication of WO2016151671A1 publication Critical patent/WO2016151671A1/fr

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    • 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
    • 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
    • F02B77/00—Component parts, details or accessories, not otherwise provided for
    • 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

Definitions

  • the present invention relates to a balancer device for an internal combustion engine to reduce vibrations of the internal combustion engine.
  • the present invention has been made in view of the above-mentioned point, and ensures the downsizing and the freedom of layout of the internal combustion engine, and can improve the performance of reducing the vibration of the internal combustion engine. It is intended to be provided.
  • the present invention is an internal combustion engine (10) having a piston crank mechanism, which cranks a crank chamber (13) that accommodates a crank pin (16c) of a crankshaft (16) and a counterweight (16d).
  • a balancer device comprising a case (11) and disposed outside the crank chamber (13) and rotating a balance weight (54) in a direction opposite to the rotation direction of the crankshaft (16), the balancer comprising
  • the device comprises a drive gear (39) connected to the crankshaft (16) and rotating in the same direction as the crankshaft (16), a power transmission mechanism for transmitting rotational power of the drive gear (39), and A driven gear (53) that receives power from a power transmission mechanism and rotates in a direction opposite to that of the crankshaft (16);
  • the driven gear (53) is arranged closest to the crank chamber (13), and the driven gear (53)
  • the balance weight (54) is provided.
  • the driven gear member on which the balance weight for reducing the excitation force generated by the rotation of the crankshaft by the reciprocating motion of the piston is mounted is disposed coaxially with the crankshaft, it is possible to separately drive the balancer device. Therefore, the engine can be miniaturized. Further, in arranging the component parts of the balancer device in the crankshaft direction, the driven gear member provided with the balance weight is arranged to be close to the crank chamber in which the piston crank mechanism is housed. The resulting coupling vibration can be reduced.
  • the internal combustion engine (10) is a single-cylinder internal combustion engine (10) having one of the piston crank mechanisms, and the rotational speed of the driven gear (53) is the rotational speed of the crankshaft (16). It is characterized by being the same speed.
  • the balancer device is a balancer device for reducing primary vibration, it is possible to reduce the primary vibration generated from the piston crank mechanism of the single-cylinder internal combustion engine (10).
  • the power transmission mechanism has a bevel gear (45) meshing with the drive gear (39) and the driven gear (53), and the bevel gear (45) is rotated by the carrier member (40). It is characterized in that it is pivotally supported. According to the present invention, since the power of the drive gear is transmitted to the driven gear by the bevel gear, it is possible to make the rotational directions of the drive gear and the driven gear opposite to each other.
  • the carrier member (40) has a flange portion (46) extending in the radial direction, and the flange portion (46) is fixed to the crankcase (11) by a fixing member (47). It is characterized by having done. According to the present invention, by fixing the carrier member for supporting the bevel gear for transmitting the power of the drive gear and the driven gear, the drive gear and the driven gear can always rotate in opposite directions. Since it can do, the balance weight provided in the driven gear member can always function as a balancer of a piston crank mechanism.
  • the internal combustion engine (10) has a starter motor (60), the carrier member (40) has a gear portion (67) on the outer periphery, and the starter motor (60) and the above
  • the carrier member (40) transmits power through the gear portion (67), and a one-way clutch (68) is interposed between the carrier member (40) and the drive gear (39).
  • the one-way clutch is interposed between the carrier member and the flywheel, and the power of the starting motor is transmitted to the carrier member at the time of start, and the drive gear and the crankshaft are transmitted via the one-way clutch. Power can be transmitted to enable start-up.
  • a reduction gear (65) is provided between the output gear (62) of the start motor (60) and the gear portion (67) of the carrier member (40).
  • the input from the starting motor can be decelerated to increase the torque, so that the internal combustion engine (10) can be started via the carrier member and the drive gear.
  • the carrier member can be fixed by the resistance of the starter motor. As a result, the rotation of the driven gear and the drive gear can be achieved. The directions can be rotated in opposite directions.
  • the carrier member (40) is provided with a window (43) penetrating both side surfaces, and the bevel gear (45) is disposed with its teeth facing the window (43). It is characterized by having done. According to the present invention, it is possible to mesh the bevel gear with the drive gear and the driven gear arranged on both sides of the carrier member.
  • one of the driving gear (39) and the driven gear (53) is directed radially outward while the other is directed radially inward
  • the transmission mechanism connects the first gear (71) meshing with the drive gear (39) and the second gear (72) meshing with the driven gear (53) by means of a shaft member (70), and the shaft member (70) ) Is rotatably supported by the carrier member (40).
  • the directions of the teeth of the drive gear and the driven gear are formed so as to be mutually opposite in the radial direction, and the first gear and the second gear are connected by the shaft member.
  • the direction of rotation of the driven gear can be reverse to the direction of rotation of.
  • the drive gear (39) is characterized in that it is formed on the side surface of a flywheel (33) connected to the crank shaft (16).
  • the flywheel which is a component having another function, is used as a component of the balancer device, the number of components can be reduced and the internal combustion engine can be miniaturized.
  • the carrier member (40) has a cylindrical flange portion (41) which accommodates the crank shaft (16) in an inner side in the radial direction, and the radius of the cylindrical flange portion (41)
  • the driven gear (53) is disposed outside in the direction, and a circlip (52) is provided at an end of the cylindrical flange portion (41).
  • the carrier member (40) is a crankcase wall (80), and the drive gear (39) and the driven gear (53) are disposed so as to sandwich the crankcase wall (80) from both sides. ) Are arranged side by side. According to the present invention, since the carrier member is constituted by the crankcase wall, it is not necessary to separately add the carrier member, and it is possible to reduce the number of parts and to miniaturize the engine.
  • a ball bearing (81) is interposed between the crankshaft (16) and the crankcase wall (80), and a needle bearing is provided on the outer periphery of the outer ring (81a) of the ball bearing (81). (83) and the driven gear (53) are arranged.
  • the ball bearing is disposed between the carrier member and the crankshaft, the outer ring of the ball bearing is fixed, and the needle bearing and the driven gear are disposed on the outer periphery and the radial direction It can be made compact.
  • a separate shaft member for driving the balancer device is not necessary, the engine can be miniaturized, and the coupling vibration caused by the balance weight and the piston crank mechanism can be reduced. Further, it is possible to reduce the primary vibration generated from the piston crank mechanism of the single cylinder internal combustion engine.
  • the rotational directions of the drive gear and the driven gear can be opposite to each other, and the balance weight provided on the driven gear member can always function as a balancer of the piston crank mechanism. Further, the balance weight provided on the driven gear member can always function as a balancer of the piston crank mechanism.
  • the one-way clutch slips to thereby transmit power between the drive gear and the carrier member.
  • the reduction gear of the starter motor can start the internal combustion engine via the carrier member and the drive gear, and during operation, the input from the carrier member can be accelerated to reduce the torque, so the carrier member can be started. It can be fixed by the resistance of the motor. Further, the bevel gear can be engaged with the drive gear and the driven gear arranged on both sides of the carrier member.
  • the directions of the teeth of the drive gear and the driven gear are formed mutually opposite in the radial direction, and by connecting the first gear and the second gear by the shaft member, the direction of rotation of the drive motor gear can be made.
  • the rotation direction of the driven gear can be reversed.
  • parts having other functions are used as parts constituting the balancer device, the number of parts can be reduced and the internal combustion engine can be miniaturized.
  • the balancer device can be configured as one assembly, and the miniaturization and the assemblability of the internal combustion engine can be improved.
  • the outer ring of the ball bearing is fixed, and the needle bearing and the driven gear can be disposed on the outer periphery to achieve the radial compactness.
  • FIG. 1 is a cross-sectional view showing a first embodiment of the present invention.
  • FIG. 2 is a side view seen from the generator side of FIG.
  • FIG. 3 is an explanatory view illustrating the force of the primary vibration component of the engine.
  • FIG. 4 is a cross-sectional view showing a second embodiment of the present invention.
  • FIG. 5 is a side view seen from the generator side of FIG.
  • FIG. 6 is a cross-sectional view showing the state at the start in FIG.
  • FIG. 7 is a cross-sectional view showing the operating state of FIG.
  • FIG. 8 is a cross-sectional view showing a third embodiment of the present invention.
  • FIG. 9 is a cross-sectional view showing a fourth embodiment of the present invention.
  • FIG. 1 is a schematic cross-sectional view showing a first embodiment of an internal combustion engine to which a balancer device according to the present invention is applied.
  • an engine 10 which is an internal combustion engine in the present embodiment, is a single-cylinder four-stroke air-cooled engine 10, and this engine 10 is a kick type engine 10 that starts with a kick type. That is, when the driver steps on a kick pedal (not shown), the kick shaft is rotated to start the engine 10.
  • the engine 10 includes a crankcase 11 and a cylinder block 12.
  • the crankcase 11 of the engine 10 is formed into a left and right split structure consisting of a left crankcase 11a and a right crankcase. In FIG. 1, only the left crankcase 11 a is shown.
  • a crankcase 13 is formed by the crankcase 11.
  • crankshaft 16 is axially supported at right angles with the traveling direction of the vehicle via a pair of left and right bearings 15, 15 supported by the crankcase 11.
  • the crank shaft 16 includes a crank journal 16a serving as a rotation center, a crank web 16b having a diameter larger than that of the crank journal 16a, and a crank pin 16c supported via the crank web 16b.
  • the 16 b and the crank pin 16 c are located between the pair of left and right bearings 15, 15.
  • the crank web 16b is provided with a counterweight 16d for achieving rotational balance.
  • the cylinder block 12 internally includes a cylinder portion 20, and on the outer surface of the cylinder portion 20, a not-shown radiation fin for air cooling the cylinder portion 20 is provided.
  • a head cover that covers the cylinder head and the cylinder head (not shown) is provided on the top of the cylinder portion 20.
  • a combustion chamber (not shown) is formed inside the cylinder head.
  • a piston 21 is slidably accommodated in the cylinder portion 20 of the cylinder block 12, a connecting rod 22 is connected to the crank pin 16 c of the crankshaft 16, and a tip end of the connecting rod 22 is The piston 21 is connected. And, by the reciprocating motion of the piston 21 by the combustion in the combustion chamber, the crankshaft 16 is rotationally driven via the connecting rod 22.
  • a sprocket 23 is attached to the crankshaft 16, and a cam chain 24 is stretched between the sprocket 23 and a sprocket (not shown) provided on a camshaft inside the head cover.
  • the camshaft rotates in response to the rotation of the crankshaft 16 to drive a valve mechanism that pushes an intake and exhaust valve (not shown) provided on the cylinder head.
  • a generator 30 is provided on the left side of the crankshaft 16 in FIG. That is, a generator cover 31 is provided on one side of the crankcase 11 so as to cover the outer opening of the crankcase 11, and a generator is provided in a space surrounded by the generator cover 31 and the left crankcase 11a. It accommodates thirty.
  • the generator 30 includes a flywheel 33 fixed to the crankshaft 16 via a key 32.
  • a rotor core 34 formed in a U-shaped cross-sectional shape with an outer peripheral portion extending in the axial direction of the crankshaft 16 is integrally fixed to the surface of the flywheel 33 on the generator cover 31 side.
  • a rotor 35 is provided on the inner circumferential surface of the rotor core 34, and a stator 36 is fixed to the generator cover 31 with a predetermined gap with respect to the rotor 35 inside the rotor core 34.
  • the flywheel 33 has a flange portion 37 extending along the outer periphery of the crankshaft 16 and a rotating portion 38 extending in the radial direction from the flange portion 37.
  • An annular drive gear 39 is formed on the surface of the rotating portion 38 on the crank chamber 13 side.
  • FIG. 2 is a side view of the carrier member in the first embodiment as viewed from the generator side.
  • a carrier member 40 is disposed on the side of the crank chamber 13 of the flywheel 33.
  • the carrier member 40 includes a cylindrical flange portion 41 that accommodates the crank shaft 16 in an annular manner, and a main body portion 42 extending in the radial direction from the cylindrical flange portion 41.
  • Four windows 43, 43, ... are formed on the outer circumferential side of the main body 42 at predetermined intervals in the circumferential direction.
  • Support members 44, 44,... Are provided on the surface of the main body 42 on the flywheel 33 side and on the outer peripheral side of the windows 43, respectively.
  • a bevel gear 45 meshed with the drive gear 39 of the flywheel 33 is rotatably supported by each of the shaft support members 44 such that a part of the bevel gear 45 is exposed from the window 43.
  • a flange portion 46 extending outward in the radial direction is formed on the outer periphery of the main body portion 42, and the flange portion 46 is fixed to the crankcase 11 by a bolt 47 as a fixing member. It is fixed. That is, in the present embodiment, the carrier member 40 has a fixed structure.
  • a driven gear member 50 is disposed on the side of the crank chamber 13 of the carrier member 40, and the driven gear member 50 is rotatable via the bearing 51 on the radially outer side of the cylindrical flange portion 41 of the carrier member 40. It is supported by That is, in the present embodiment, the driven gear member 50 is disposed so as to be closest to the crank chamber 13.
  • a circlip 52 is attached to the outer periphery of the end portion of the carrier member 40 on the crank chamber 13 side, and the circlip 52 forms the carrier member 40 and the driven gear member 50 as one unit. There is.
  • the carrier member 40 and the driven gear member 50 can be configured as one unit, and downsizing and improvement in assembly can be achieved.
  • An annular driven gear 53 is provided on the surface of the driven gear member 50 on the side of the carrier member 40, and the driven gear 53 is meshed with the bevel gear 45 via the window portion 43 of the carrier member 40.
  • a balance weight 54 is integrally attached to the surface of the driven gear member 50 on the crank chamber 13 side. In the present embodiment, the balance weight 54 is installed at the lowermost position of the driven gear member 50 with the piston 21 positioned at the uppermost position (top dead center). Then, when the drive gear 39 is rotationally driven by the rotational drive of the crankshaft 16, the rotational force is transmitted to the driven gear 53 via the bevel gear 45, and the driven gear 53 is rotated in the opposite direction to the drive gear 39. Is configured.
  • the drive gear 39, the driven gear 53 and the bevel gear 45 described above constitute the power transmission mechanism of the present invention. Further, in the present embodiment, the number of teeth of the drive gear 39 and the driven gear 53 is the same, and the driven gear 53 rotates at the same speed in the reverse direction to the rotation of the crankshaft 16. It is configured.
  • FIG. 3 is an explanatory view illustrating the force of the primary vibration component of the engine 10.
  • a circle indicated by a broken line in the drawing indicates a rotation circle of the crankshaft 16 by the connecting rod 22.
  • the mass of the reciprocating unit constituted by the piston 21 and the connecting rod 22 is 100%
  • the mass of the counterweight 16d is set to be 50%.
  • the virtual mass 55 generating the vibration is at a position 180 ° apart in the circumferential direction so as to face the counterweight 16d of the rotating circle, and the virtual mass 55 rotates in reverse with the crankshaft 16. equal.
  • the balance weight 54 and the counter weight 16d are installed so as to be located at the lowermost part of the rotation circle, with the piston 21 at the uppermost position, In this state, the virtual mass 55 is located at the top of the rotating circle. From this state, when the piston 21 descends, the crankshaft 16 rotates counterclockwise in the figure. On the other hand, since the driven gear 53 is rotated in the opposite direction to the crankshaft 16, the balance weight 54 and the virtual mass 55 are rotated clockwise in the figure. Then, as shown in FIG.
  • the counterweight 16d can reduce the inertial force generated by the reciprocating motion of the piston 50 by 50%, and the remaining 50% is generated as the excitation force, but the balance By rotating the weight 54 in the opposite direction to the crankshaft 16, this exciting force can be reduced, and as a result, the coupling vibration caused by the balance weight 54 and the piston 21 crank mechanism can be reduced.
  • the crankshaft 16 is rotationally driven via the connecting rod 22 by the reciprocating motion of the piston 21.
  • the flywheel 33 is rotationally driven, and the drive gear 39 rotationally drives the driven gear 53 via the bevel gear 45.
  • the driven gear member 50 is rotationally driven in the opposite direction to the flywheel 33.
  • the balance weight 54 can reduce the vibration.
  • the driven gear member 50 on which the balance weight 54 for reducing the excitation force generated by the rotation of the crankshaft 16 by the reciprocating motion of the piston 21 is mounted is coaxial with the crankshaft 16 Since it arrange
  • the rotational directions of the drive gear 39 and the driven gear 53 can be opposite to each other.
  • the balance weight 54 provided on the driven gear member 50 can always function as a balancer of the piston crank mechanism.
  • positioned to the both sides of the carrier member 40 The bevel gear 45 can be meshed with the gear 39 and the driven gear 53.
  • the balancer apparatus is applied to the kick starter type engine 10, for example, the same applies to a case where an AC generator (AC generator: alternating current generator) is used as a cell dynamo. It is possible to apply the structure of
  • FIG. 4 is a schematic cross-sectional view showing a second embodiment of the present invention.
  • FIG. 5 is a side view of the portion of the carrier member 40 in the second embodiment as viewed from the generator 30 side.
  • the same parts as those of the first embodiment are designated by the same reference numerals and the description thereof will be omitted.
  • the engine 10 in this embodiment is an engine 10 of a system which starts the engine 10 by a starting motor.
  • the engine 10 includes a starter motor 60, and an output gear 62 is provided on an output shaft 61 of the starter motor 60.
  • the engine 10 is provided with a rotatable reduction shaft 63, and the reduction shaft 63 includes an input gear 64 meshed with the output gear 62, and a reduction gear 65 that rotates integrally with the input gear 64. Is provided.
  • the carrier member 40 is provided with a cylindrical flange portion 41 for accommodating the crankshaft 16 in an annular manner, and a main body portion 42 extending in the radial direction from the cylindrical flange portion 41. ing.
  • Four windows 43 are formed on the outer circumferential side of the main body 42 at predetermined intervals in the circumferential direction, and axially supporting members 44 are provided on the outer circumferential sides of the respective windows 43.
  • a bevel gear 45 meshed with the drive gear 39 of the flywheel 33 is rotatably supported by each of the shaft support members 44 such that a part of the bevel gear 45 is exposed from the window 43.
  • the carrier member 40 is rotatably attached to the crankshaft 16 via the bearing 66.
  • a gear portion 67 is provided on the outer periphery of the carrier member 40, and the gear portion 67 is configured to be engaged with the reduction gear 65.
  • a one-way clutch 68 is attached to the outer peripheral surface of the cylindrical flange portion 41 of the carrier member 40.
  • a connecting portion 69 connected to the one-way clutch 68 is integrally provided on the surface of the flywheel 33 on the crank chamber 13 side.
  • the carrier member 40 is fixed by the reaction force of the starter motor 60. In this state, the carrier member 40 is reversely rotated relative to the rotation of the flywheel 33. It will rotate in the direction C. In this state, when the one-way clutch 68 slides, only the flywheel 33 is rotationally driven in the forward rotation direction A.
  • FIG. 6 is a schematic cross-sectional view showing the state of the engine 10 at the start
  • FIG. 7 is a schematic cross-sectional view showing the state of the engine 10 at the time of operation.
  • the start motor 60 is driven.
  • the carrier member 40 is rotationally driven in the forward rotation direction B via the output gear 62, the input gear 64 and the reduction gear 65.
  • the one-way clutch 68 engages, the flywheel 33, the carrier member 40, and the driven gear member 50 are integrally rotationally driven in the forward rotation directions A and B.
  • the crankshaft 16 is rotated and the engine 10 is started.
  • the input from the carrier member 40 to the output gear 62 of the start motor 60 can be accelerated to reduce the torque. It is fixed by the resistance of.
  • the carrier member 40 rotates in the reverse direction relative to the flywheel 33, so the one-way clutch 68 slips, and only the flywheel 33 is positive. It is rotationally driven in the rolling direction A.
  • the bevel gear 45 is rotated via the drive gear 39, and the driven gear 53 is rotationally driven in the direction C opposite to the flywheel 33. That is, the driven gear member 50 is rotationally driven in the direction C opposite to the crank shaft 16, and the driven gear 53 is rotationally driven in the direction C opposite to the crank shaft 16 as in the first embodiment. It is possible to reduce the vibration.
  • the one-way clutch 68 is interposed between the carrier member 40 and the flywheel 33, and the power of the starter motor 60 is transmitted to the carrier member 40 when the engine 10 is started. Power can be transmitted to the drive gear 39 and the crankshaft 16 via the one-way clutch 68 to enable start. Further, when the engine 10 is operated, the one-way clutch 68 slips, power transmission between the drive gear 39 and the carrier member 40 is not performed, and the driven gear 53 provided with the balance weight 54 with respect to the drive gear 39. Can be rotated in the reverse direction, and as a result, coupling vibration due to the balance weight 54 and the piston crank mechanism can be reduced.
  • the input from the starting motor 60 can be decelerated to increase torque, so that the engine 10 can be started via the carrier member 40 and the drive gear 39. Further, since the input from the carrier member 40 is accelerated during operation of the engine 10 and torque can be reduced, the carrier member 40 can be fixed by the resistance of the start motor 60, and as a result, the driven gear The rotational directions of the drive gear 53 and the drive gear 39 can be rotated in opposite directions.
  • FIG. 8 is a schematic cross-sectional view showing a third embodiment of the present invention.
  • the same parts as those in the first embodiment and the second embodiment are denoted by the same reference numerals, and the description thereof will be omitted.
  • a drive gear 39 which is an internal gear so that the teeth 39a are directed radially inward.
  • a driven gear 53 which is an external gear so that the tooth portion 53a is directed radially outward.
  • a shaft member 70 extending coaxially with the crankshaft 16 is rotatably supported by the carrier member 40.
  • a first gear 71 engaged with the drive gear 39 is provided at an end of the shaft member 70 on the flywheel 33 side, and an end of the shaft member 70 on the driven gear member 50 is engaged with the driven gear 53.
  • a second gear 72 is provided.
  • the drive gear 39 of the flywheel 33 is an internal gear
  • the driven gear 53 of the driven gear member 50 is an external gear
  • the invention is not limited thereto.
  • the drive gear 39 of the flywheel 33 may be an external gear
  • the driven gear 53 of the driven gear member 50 may be an internal gear.
  • the ratio of the tooth 39a to the first gear 71 and the ratio of the second gear 72 to the tooth 53a are the same.
  • the number of teeth of the tooth 39a is 30, the number of teeth of the first gear 71 is 15, the number of teeth of the second gear 72 is 10, and the number of teeth of the tooth 53a is 20
  • the number of teeth of the portion 39a: the number of teeth of the first gear 71 2: 1
  • the ratio becomes the same, and the balance with the crankshaft 16 is balanced.
  • the rotational speeds of the weights 54 become equal.
  • the crankshaft 16 is rotationally driven via the connecting rod 22 by the reciprocating motion of the piston 21.
  • the flywheel 33 is rotationally driven together with the crankshaft 16
  • the first gear 71 is rotationally driven by the drive gear 39 of the flywheel 33.
  • the drive gear 39 is an internal gear
  • the drive gear 39 and the first gear 71 are rotationally driven in the same direction.
  • the second gear 72 is rotationally driven integrally with the first gear 71 via the shaft member 70 by the rotational drive of the first gear 71, and the driven gear 53 meshed with the second gear 72 is reverse to the drive gear 39. Is driven to rotate.
  • the directions of the teeth of the drive gear 39 and the driven gear 53 are formed to be mutually opposite in the radial direction, and the first gear 71 and the second gear 72 are formed. Since the shaft member 70 is connected, the rotation direction of the driven gear 53 can be reverse to the rotation direction of the drive motor gear. As a result, as the driven gear 53 is rotationally driven in the opposite direction to the crankshaft 16 as in the first embodiment, the vibration can be reduced by the balance weight 54.
  • FIG. 9 is a schematic cross-sectional view showing a fourth embodiment of the present invention.
  • the crankcase wall 80 constituting the crankcase 11 is used as the carrier member 40. That is, since the carrier member 40 is the crankcase wall 80, the carrier member 40 is fixed to the crankcase 11. Further, a ball bearing 81 is provided between the carrier member 40 and the crankshaft 16, and the crankshaft 16 can be freely rotated with respect to the fixed carrier member 40 by the ball bearing 81. .
  • a bearing member 44 is provided radially outward of the carrier member 40, and a bevel gear 45 is rotatably supported by the bearing member 44.
  • a disk-shaped drive gear member 82 and a driven gear member 50 are arranged side by side so as to sandwich the carrier member 40. Therefore, the drive gear member 82 is disposed outside the crank chamber 13, and the driven gear member 50 is disposed inside the crank chamber 13.
  • the drive gear member 82 is connected to the crankshaft 16 by a key or a spline, and is configured to rotate integrally with the crankshaft 16.
  • An annular drive gear 39 meshing with the bevel gear 45 is provided on the outer peripheral side of the drive gear member 82.
  • the driven gear member 50 is provided on the outer periphery of the outer ring 81 a of the ball bearing 81 via a needle bearing 83, and the driven gear member 50 is rotatable relative to the outer ring 81 a of the ball bearing 81.
  • An annular driven gear 53 engaged with the bevel gear 45 is provided on the outer peripheral side of the driven gear member 50.
  • a balance weight 54 is provided on the outer peripheral side of the driven gear member 50.
  • a sprocket 23 is attached to the outside of the drive gear member 82 of the crank shaft 16, and the cam chain 24 is driven by the sprocket 23 to respond to the rotation of the crank shaft 16. It is configured to drive a valve mechanism (not shown).
  • the drive gear member 82 is rotationally driven by the rotational drive of the crankshaft 16, and the drive gear 39 rotationally drives the driven gear 53 via the bevel gear 45.
  • the driven gear member 50 is rotationally driven in the opposite direction to the drive gear member 82.
  • the balance weight 54 can reduce the vibration.
  • the driven gear member 50 on which the balance weight 54 for reducing the excitation force generated by the rotation of the crankshaft 16 by the reciprocating motion of the piston 21 is mounted is coaxial with the crankshaft 16 Since it arrange
  • the ball bearing 81 is disposed between the carrier member 40 and the crankshaft 16, the outer ring 81a of the ball bearing 81 is fixed, and the needle bearing and the driven gear 53 are disposed on the outer periphery to make the diameter The direction can be made compact.
  • the present invention is not limited to the above embodiments, and various modifications can be made without departing from the scope of the invention.
  • the present invention is not limited to this, and the present invention is applied to an internal combustion engine used for other vehicles other than a motorcycle. It is also possible.

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  • 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)
  • Gear Transmission (AREA)

Abstract

L'invention concerne un dispositif d'équilibrage pour un moteur à combustion interne qui assure la réduction de la taille d'un moteur à combustion interne et assure un degré de liberté dans la disposition, et qui est capable d'améliorer la performance de réduction des vibrations d'un moteur à combustion interne. Le dispositif d'équilibrage est pourvu d'une roue menante (39) qui est couplée à un vilebrequin (16), et qui tourne dans le même sens que le vilebrequin (16), d'un mécanisme de transmission de puissance qui transmet la puissance de rotation par la roue menante (39), et d'une roue menée (53) qui reçoit la puissance en provenance du mécanisme de transmission de puissance, et qui tourne dans le sens opposé à celui du vilebrequin (16). Lorsque la roue menante (39), le mécanisme de transmission de puissance, et la roue menée (53) sont agencés le long de la direction axiale du vilebrequin (16), la roue menée (53) est disposée plus proche d'une chambre de carter (13), et un poids d'équilibrage (54) est fourni à la roue menée (53).
PCT/JP2015/058456 2015-03-20 2015-03-20 Dispositif d'équilibrage pour moteur à combustion interne WO2016151671A1 (fr)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017171079A1 (fr) * 2016-03-31 2017-10-05 本田技研工業株式会社 Dispositif d'équilibrage pour moteur à combustion interne
CN112135965A (zh) * 2019-02-14 2020-12-25 株式会社石川能源研究 动力单元

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07269656A (ja) * 1994-03-31 1995-10-20 Suzuki Motor Corp エンジンクランクシャフトのバランス構造
JP2007078080A (ja) * 2005-09-14 2007-03-29 Kawasaki Heavy Ind Ltd エンジンのバランサ装置
JP2009243487A (ja) * 2008-03-28 2009-10-22 Honda Motor Co Ltd エンジンのバランサ装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH07269656A (ja) * 1994-03-31 1995-10-20 Suzuki Motor Corp エンジンクランクシャフトのバランス構造
JP2007078080A (ja) * 2005-09-14 2007-03-29 Kawasaki Heavy Ind Ltd エンジンのバランサ装置
JP2009243487A (ja) * 2008-03-28 2009-10-22 Honda Motor Co Ltd エンジンのバランサ装置

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017171079A1 (fr) * 2016-03-31 2017-10-05 本田技研工業株式会社 Dispositif d'équilibrage pour moteur à combustion interne
CN108884905A (zh) * 2016-03-31 2018-11-23 本田技研工业株式会社 内燃机的平衡装置
JPWO2017171079A1 (ja) * 2016-03-31 2018-12-13 本田技研工業株式会社 内燃機関のバランサ装置
CN112135965A (zh) * 2019-02-14 2020-12-25 株式会社石川能源研究 动力单元

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