WO2021235560A1 - Power unit - Google Patents

Power unit Download PDF

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Publication number
WO2021235560A1
WO2021235560A1 PCT/JP2021/019675 JP2021019675W WO2021235560A1 WO 2021235560 A1 WO2021235560 A1 WO 2021235560A1 JP 2021019675 W JP2021019675 W JP 2021019675W WO 2021235560 A1 WO2021235560 A1 WO 2021235560A1
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WO
WIPO (PCT)
Prior art keywords
gear
crank shaft
power unit
engine
angular momentum
Prior art date
Application number
PCT/JP2021/019675
Other languages
French (fr)
Japanese (ja)
Inventor
常雄 今野
Original Assignee
株式会社アルテミス
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Filing date
Publication date
Application filed by 株式会社アルテミス filed Critical 株式会社アルテミス
Publication of WO2021235560A1 publication Critical patent/WO2021235560A1/en

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Classifications

    • 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
    • F02B63/04—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices for electric generators
    • 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
    • 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
    • F16C3/06—Crankshafts
    • 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 power unit provided with a reciprocating internal combustion engine, and more particularly to a power unit having a vibration suppression function.
  • vibration suppression technologies for automobile engines.
  • the energy conversion mechanism disclosed in Patent Document 2 has a V-type 2-cylinder internal combustion engine and two generators.
  • the first shaft of the internal combustion engine and the second shaft of the energy conversion mechanism are arranged in parallel and rotate in the reverse direction.
  • the product of the moment of inertia and the number of revolutions is said to cancel each other at least almost.
  • the main causes of engine vibration are the force due to the gas pressure in the combustion chamber and the force due to the inertial force of the piston system. Both are forces in the cylinder axial direction, but a lateral component force is generated via the crank and connecting rod mechanism, and a rotational force is generated around the crank axis, which causes vibration in the rotational direction.
  • Vibration in the cylinder axis direction can be countered by the balancer shaft and balance weight that rotate in synchronization with the crank axis. They are conventionally known as primary balancers and secondary balancers.
  • the vibration in the rotation direction of the crank shaft has both a gas pressure torque (depending on the load) due to the gas pressure and an inertial torque (depending on the rotation) due to the inertial force. ..
  • the drive wheels are always driven by an electric motor.
  • This is called EV (Electric Vehicle) driving.
  • EV Electric Vehicle
  • the engine is started to shift to the power generation mode.
  • the vibration of the engine causes the floor of the vehicle to vibrate greatly, and the occupants in the vehicle interior know that the engine has started, which impairs the EV feeling (low vibration and quietness peculiar to electric vehicles).
  • a problem it is known that when a power generation engine is mounted on a drone having a lightweight structure, vibration is large in a normal engine, and the sensor attached to the airframe is likely to malfunction or be damaged.
  • the present invention has been made in view of the above problems, and provides a power unit that realizes low vibration and low noise of an engine by preventing vibration generated in an internal combustion engine from being transmitted from the engine frame to the outside. The purpose.
  • the present inventor first, in the series hybrid system, in addition to reducing the rolling vibration of the engine, the primary inertial force, the primary inertial couple, the secondary inertial couple and the secondary inertia couple. I got the idea that it is possible to realize a substantially zero vibration engine by reducing the vibration caused by inertia, and to reduce the vibration and noise in the room caused by the engine vibration.
  • the power unit includes an engine skeleton including at least one cylinder and at least one piston reciprocating in the cylinders. It has at least one crank shaft that is rotationally supported by the engine skeleton and is rotationally driven by the reciprocating motion of the piston, and at least one driven rotating body that is rotationally supported by the engine skeleton and rotates together with the crank shaft.
  • the power unit is characterized in that the total angular momentum of the crank shaft and the driven rotating body is kept substantially zero regardless of the rotation speeds of the crank shaft and the driven rotating body. And.
  • the angular momentum of the engine skeleton may be substantially zero.
  • the angular momentum is exchanged between the entire crank shaft and the driven rotating body and the entire engine skeleton. It may be configured so that it does not occur.
  • the driven rotating body includes at least one reverse rotating body that rotates in the direction opposite to the crank shaft. , May be.
  • the driven rotating body may include a rotor of at least one generator.
  • the at least one generator may supply electric power to the electric motor for driving the vehicle.
  • the driven rotating body is provided with a balance weight and the rotation speed of the crank shaft is opposite to that of the crank shaft.
  • a reverse rotation secondary balancer that rotates at twice the rotation speed of the crank shaft, and a forward rotation secondary balancer that has a balance weight and rotates at a rotation speed twice the rotation speed of the crank shaft in the same direction as the crank shaft. May include.
  • the driven rotating body is provided with a balance weight and the rotation speed of the crank shaft in the direction opposite to the crank shaft. It may include a primary balancer that rotates at the same rotation speed as.
  • the at least one cylinder includes the first and second cylinders, and the at least one piston is the said.
  • a first piston reciprocating in the first cylinder and a second piston reciprocating in the second cylinder are included, and the at least one crank shaft is rotationally driven by the first piston. It may include a first crank shaft and a second crank shaft that is rotationally driven by the second piston in the opposite direction at the same rotation speed as the first crank shaft.
  • each aspect of the present invention it is possible to realize low vibration and low noise of the engine by preventing the vibration generated in the internal combustion engine from being transmitted from the engine frame to the outside.
  • the power unit according to the embodiment of the present invention will be described.
  • the "rotating body” includes a crank shaft, a part of the connecting rod weight (large end portion), and various driven rotating bodies rotated by the crank shaft.
  • the "engine frame” is equipped with parts that do not move in conjunction with the crank shaft, and includes structural parts such as bearings, cylinder blocks, and cylinder heads that support the rotating body, and functional parts such as inlet manifolds and exhaust manifolds. including. Further, by incorporating the primary balancer and the secondary balancer into the angular momentum adjustment system, it is possible to substantially achieve zero vibration of the engine.
  • the piston stands still for a moment at top dead center (TDC) with a crank angle of 0 degrees and bottom dead center (BDC) with a crank angle of 180 degrees, but at other crank angles it moves vertically and has momentum. There is.
  • the crank shaft that rotates has an angular momentum.
  • the piston inertial force exerts a force on the crank shaft in a direction that reduces its speed (the downward momentum of the piston increases, and the angular momentum of the crank shaft increases. Decrease.).
  • the direction of the piston inertial force reverses, so the piston inertial force acts in the direction of increasing the speed of the crank shaft until it reaches the bottom dead point (the momentum decreases, the angular momentum increases). To increase.).
  • the piston inertial force exerts a force on the crank shaft in a direction that reduces its speed (the upward momentum of the piston increases, and the angular momentum of the crank shaft increases. Decrease.).
  • the direction of the piston inertial force is reversed, so that the piston inertial force acts in the direction of increasing the speed of the crank shaft until the top dead point (the momentum decreases, the angular momentum increases). To increase.).
  • the momentum of the piston and the angular momentum of the crank shaft are moving while exchanging the momentum and the angular momentum.
  • Torque fluctuation occurs in the crank shaft due to the rotation fluctuation of the crank shaft. This is known as inertial torque due to piston mass. This torque fluctuation is larger than the torque fluctuation due to combustion gas, intake gas, and exhaust gas in the high rpm region, and is a major cause of engine vibration.
  • the piston / crank mechanism is a mechanism in which the momentum of a linearly moving piston and the angular momentum on a rotationally moving crank shaft move while interacting with each other, so that rotational fluctuation of the crank shaft is unavoidable. Further, the rotation fluctuation of the crank shaft causes the rotation fluctuation of the engine frame.
  • the engine frame Since the engine frame is held with respect to the vehicle body via a rubber mount or the like, it can rotate around an axis parallel to the crank axis due to rotational fluctuations of the rotating body.
  • the spring constant of the engine mount is low, the following formulation can be approximated.
  • the moving body of the engine and the engine frame exert forces on the piston through the cylinder wall surface and the crank shaft and the like through the bearing. This is a force of the same magnitude and opposite to each other according to the law of action and reaction. Due to this interaction, each moving body and the engine skeleton generate opposite movements around the axis parallel to the crank axis. Since this force is not a force given from the outside but an interaction inside the engine, it acts to keep the angular momentum of the entire engine including the engine frame constant.
  • the rotation angle of the engine frame is limited, but the total angular momentum is kept constant within the rotatable range.
  • the angular momentum of the engine frame is expressed as Ic ⁇ ⁇ c
  • the angular momentum of each rotating body is expressed as Ii ⁇ ⁇ i.
  • the moment of inertia of the engine skeleton is Ic
  • its angular velocity is ⁇ c
  • the moment of inertia of each of the rotating bodies i 1, 2, 3 ?”
  • Is Ii, and their angular velocities are ⁇ i.
  • Equation (2) shows that when the rotation system fluctuates due to some disturbance, the angular momentum of the engine frame decreases / increases according to the increase / decrease of the angular momentum of the rotation system. That is, the angular momentum of the entire engine is kept constant by exchanging the angular momentum between the engine rotation system and the engine frame.
  • the engine has camshafts driven by gears, chains, timing belts, etc., and auxiliary equipment such as oil pumps and water pumps.
  • auxiliary equipment such as oil pumps and water pumps.
  • FIG. 1A is a diagram showing a schematic configuration of a power unit according to the first embodiment of the present invention, and is a cross-sectional view perpendicular to the direction of the crank shaft. Further, FIG. 1B is a skeleton diagram of the power unit according to the first embodiment of the present invention.
  • the power unit 101 has a crank in-line 3-cylinder reciprocating internal combustion engine (engine) 111.
  • the internal combustion engine 111 includes a crank shaft 11a, three cylinders 61, three pistons 61a each reciprocating in these cylinders 61, and a connecting rod connecting the crank shaft 11a and each piston 61a (FIG. 6). Not shown) and included.
  • the power unit 101 includes a gear train consisting of two gears 21C and 14, and one generator 12. The rotor 12a of the generator 12 rotates together with the gear 21C and the rotating shaft 12b.
  • the cylinder 61 forms a part of the engine skeleton 2. Further, the rotary shaft 12b of the crank shaft 11a and the gear 21C is rotatably supported with respect to the engine skeleton 2 via a bearing (not shown).
  • the rotor 12a, the gear 21C, and the rotating shaft 12b form a driven rotating body that is rotationally driven by the crank shaft 11a.
  • crank shaft 11a and the rotating shaft 12b extend in the direction perpendicular to the paper surface of FIG. 1A.
  • An oil pan 3 for storing lubricating oil is installed at the bottom of the engine frame 2.
  • a gear train composed of two gears 21C and 14 will be described.
  • the crank shaft 11a is provided with a gear 14 which is an original gear.
  • the gear 14 is a large gear.
  • the gear 21C which is a small gear, circumscribes with the gear 14 and rotates in the direction opposite to that of the gear 14.
  • the gear train consisting of the two gears 21C and 14 is shared by the angular momentum adjustment system described below.
  • the total value of the angular momentum of the clockwise rotating system and the total value of the angular momentum of the counterclockwise rotating system are almost equal.
  • the angular momentum in the rotation direction (clockwise) of the crank shaft 12a is positive
  • the angular momentum in the opposite rotation direction (counterclockwise) is negative.
  • the sum of the angular momentum (positive value) of the clockwise rotating system and the angular momentum (negative value) of the counterclockwise rotating system can be set to be close to zero.
  • the angular momentum of the engine frame can be reduced to zero, and the angular momentum adjustment system is configured.
  • this power unit 101 is equipped with an angular momentum adjustment system, when the internal combustion engine 111 is driven, angular momentum is not generated in the engine skeleton 2, and vibration and noise caused by the engine can be significantly suppressed.
  • FIG. 2A is a diagram showing a schematic configuration of a power unit according to a second embodiment of the present invention, and is a cross-sectional view perpendicular to the direction of the crank shaft. Further, FIG. 2B is a skeleton diagram of the power unit according to the second embodiment of the present invention.
  • the power unit 102 is powered by a reciprocating V-type 2-cylinder internal combustion engine (engine) 112 having a bank angle of 90 degrees and the internal combustion engine 112. It has generators 12 and 13 that rotate and generate power.
  • engine V-type 2-cylinder internal combustion engine
  • the internal combustion engine 112 includes a crank shaft 11a, two cylinders 61, and two pistons 61a, each of which reciprocates in these cylinders 61.
  • the cylinder 61 forms a part of the engine skeleton 2. Further, the crank shaft 11a of the internal combustion engine 113 and the rotating shafts 12b, 13b, 33b of each gear are rotatably supported with respect to the engine skeleton 2 via bearings (not shown).
  • An oil pan 3 for storing lubricating oil is installed at the bottom of the engine frame 2.
  • the power unit 102 When the internal combustion engine 112 is driven, a secondary inertial force that generally causes vibration to the engine skeleton 2 and an angular momentum of the engine skeleton 2 are generated. Therefore, the power unit 102 has a secondary inertial force balancer (secondary balancer) and an angular momentum. It is equipped with an exercise amount adjustment system. The generation of the primary inertial force can be suppressed by adjusting the mass and direction of the balance weight (not shown) provided on the crank shaft 11a.
  • the power unit 102 includes a gear train composed of four gears 14, 15, 16 and 17, and two generators 12 and 13 provided coaxially with the two gears 15 and 16.
  • the gear 14 is an original gear provided on the crank shaft 11a of the internal combustion engine 112.
  • a balance weight 34a for a secondary balancer is attached to a rotating shaft 12b common to the gear 15 and the rotor 12a of the generator 12. Further, a balance weight 34b for a secondary balancer is provided on the rotating shaft 33b of the gear 17.
  • the gears 15, 16, 17 and the generators 12, 13 and the like that rotate with them constitute a driven rotating body that is rotationally driven by the crank shaft 11a.
  • the power unit 102 may be arranged so that the crank shaft 11a of the internal combustion engine 11 extends horizontally, or may be arranged so as to be vertical.
  • gear train consisting of four gears 14, 15, 16, and 17 will be described.
  • the gear 14 is a large gear
  • the gear 15 and the gear 17 are small gears having half the number of teeth of the gear 14.
  • the gear 14 is a raw gear which is a large gear fixed to the crank shaft 11a of the internal combustion engine 11.
  • the gear 15 and the gear 17 are slave gears.
  • the gear 15 is circumscribed with the gear 14 of the large gear.
  • the gear 16 is circumscribed with the gear 14.
  • the gear 17 does not mesh directly with the gear 14.
  • the two gears 15 and 17 are arranged equidistant upward and downward with respect to the engine cross-sectional center line Z passing through the center of the gear 14, and rotate in opposite directions to each other. Therefore, the two gears 15 and 16 which are small gears rotate in the reverse direction with respect to the gear 14 which is a large gear, and the gear 17 rotates in the same direction with respect to the gear 14.
  • the gear 15 is attached to the rotating shaft 12b of the rotor 12a of the generator 12.
  • the gear 16 is attached to the rotating shaft 13b of the rotor 13a of the generator 13. Therefore, the rotors 12a and 13a both rotate in the opposite direction to the crank shaft 11a.
  • the gear train consisting of the four gears 14, 15, 16 and 17 is shared by the secondary inertial force balancer (secondary balancer) and the angular momentum adjustment system described below.
  • the rotating shaft of the gear 15 is the rotating shaft 12b of the generator 12.
  • the balance weight 34a is attached to the rotation shaft 12b at a position corresponding to the engine plane center line X.
  • a balance weight 34b is attached to the rotating shaft 33b so as to coincide with the engine plane center line X.
  • the balance weight 34a constitutes a reverse rotation secondary balancer together with the rotation shaft 12b. Further, the balance weight 34b and the rotation shaft 33b form a forward rotation secondary balancer.
  • a secondary inertial force balancer (secondary balancer) is composed of these reverse rotation secondary balancers and forward rotation secondary balancers. The reverse rotation secondary balancer and the forward rotation secondary balancer rotate at a rotation speed twice the rotation speed of the crank shaft 11a, and can eliminate the secondary inertial force generated in the internal combustion engine 11.
  • the two cylinders 61 are offset from the center line X in FIG. 2B, but the offset is not shown. Further, this offset generates a moment that causes vibration, but it is usually negligible because the absolute value is low.
  • the power unit 102 can be set so that the total value of the angular momentums of the two clockwise rotating systems and the total value of the angular momentums of the two counterclockwise rotating systems are equal. That is, the angular momentum of the four rotation systems as a whole can be set to zero. Therefore, the angular momentum adjustment system is configured.
  • the power unit 102 is equipped with a secondary inertial force balancer and an angular momentum adjustment system, when the engine is driven, the secondary inertial force and the angular momentum of the engine skeleton are not generated. Therefore, it is possible to realize a zero vibration engine by substantially eliminating vibration and noise caused by the engine.
  • FIG. 3A is a diagram showing a schematic configuration of a power unit according to a third embodiment of the present invention, and is a cross-sectional view perpendicular to the direction of the crank shaft. Further, FIG. 3B is a skeleton diagram of the power unit according to the third embodiment of the present invention.
  • the power unit 103 includes the reciprocating internal combustion engine (engine) 113 having a crank in-line 3-cylinder engine and the power of the engine, as in the first embodiment. It has a generator 12 that rotates and generates power. When the engine is driven, a primary inertia couple, a secondary inertia couple, and an angular momentum of the engine skeleton are generated. Therefore, the power unit 103 of the third embodiment further has a primary inertia couple (primary balancer). And equipped with a secondary inertia couple balancer (secondary balancer).
  • the power unit 103 has a gear train composed of six gears 21C, 14, 21A, 21B, 20, and 18.
  • the rotor 12a of the generator 12 rotates together with the rotating shaft 12b of the gear 21C.
  • Balance weights 35 and 35 for two primary balancers are attached to the rotating shaft 13b of the gear 21B.
  • Balance weights 34b and 34b for two secondary balancers are attached to the rotating shaft 33b of the gear 20.
  • Balance weights 34a and 34a for the secondary balancer are attached to the rotating shaft 33a of the gear 18.
  • the gears 21C, 21B, 20, 18 and the rotor 12a, rotating shafts 12b, 13b, 33b, 33a, etc. that rotate integrally with these gears constitute a driven rotating body that is rotationally driven by the crank shaft 11a.
  • a gear train consisting of six gears 21C, 14, 21A, 21B, 20, and 18 will be described.
  • a gear 14 which is an original gear and a gear 21A inside the gear 14 are attached to the crank shaft 11a of the internal combustion engine 113.
  • the gear 14 is a large gear.
  • the gear 21A and the gear 21B are medium gears having the same number of teeth that circumscribe and rotate in the opposite direction to each other.
  • the gear 20 is a small gear having half the number of teeth of the gear 21A, and is circumscribed with the gear 21B and rotates in the opposite direction to each other.
  • the gear 18 is a small gear having half the number of teeth of the gear 21A, and is circumscribed with the gear 20.
  • the gears 18 and 20 are located in FIG. 2A downward from the center of the gear 14 and equidistant on both sides of the engine vertical cross-sectional center line Y.
  • the gear 21C circumscribes with the gear 14 and rotates in the reverse direction with respect to the gear 14.
  • the gear 18 which is a small gear rotates in the reverse direction at twice the speed of the gear 21A which is a middle gear. Further, the gear 20 which is a small gear rotates at double speed in the same direction with respect to the gear 21A.
  • the gear 21B, which is a middle gear, rotates at the same speed in the opposite direction to the crank shaft 11a.
  • the gear train consisting of the six gears 21C, 14, 21A, 21B, 20 and 18 consists of the primary inertia couple balancer (primary balancer), the secondary inertia couple balancer (secondary balancer) and the angular momentum described below. Shared with the coordination system.
  • the gear 21B is circumscribed to the gear 21A, and the balance weights 35 and 35 for the primary balancer are arranged so as to be out of phase at an angle of approximately 30 degrees to the left.
  • the gear 20 circumscribes the gear 21B and rotates in the opposite direction.
  • the balance weights 34b and 34b for the secondary balancer are arranged so as to be out of phase by an angle of about 30 degrees to the left.
  • the phase angle is based on the position when the first piston is at top dead center. The same applies to the following.
  • the gear 18 circumscribes with the gear 20 and rotates in the opposite direction to the gear 20.
  • the gear 20 does not directly mesh with the gear 21A.
  • the balance weights 34a and 34a for the secondary balancer are arranged so as to be out of phase by an angle of approximately 30 degrees to the right.
  • the rotating shaft 13b having the balance weights 35 and 35 constitutes a primary inertia couple (primary balancer), and the primary inertia couple generated in the internal combustion engine 113 can be eliminated.
  • the two balance weights 35 and 35 are on the opposite side of the rotating shaft 13b, and the two balance weights 34a and 34a are on the opposite side of the rotating shaft 33a.
  • the balance weights 34b and 34b are on the opposite side of the rotating shaft 33b.
  • the rotary shaft 33a having the balance weights 34a and 34a and the rotary shaft 33b having the balance weights 34b and 34b form a secondary inertia couple balancer (secondary balancer), and the secondary inertia couple generated in the internal combustion engine 113.
  • the force can be eliminated.
  • the rotation system of the crank shaft 11a and the gears 14, 21A, the rotation system of the gear 20, the rotation shaft 33b, and the balance weights 34b, 34b are clockwise rotation systems. Further, the rotation system of the gear 21B, the rotation shaft 13b and the balance weights 35 and 35, the rotation system of the gear 18, the rotation shaft 33a and the balance weights 34a and 34a, and the gear 21C and the rotation shaft 12b are counterclockwise rotation systems. ..
  • the power unit 103 can be set so that the total value of the angular momentums of the two clockwise rotating systems and the total value of the angular momentums of the three counterclockwise rotating systems are equal. That is, the angular momentum of the five rotation systems as a whole can be set to zero. This constitutes an angular momentum adjustment system.
  • the power unit 103 includes a primary inertia couple balancer, a secondary inertia couple balancer, and an angular momentum adjustment system, when the engine is driven, the primary inertia couple, the secondary couple, and the angle of the engine skeleton are provided. No momentum is generated. Therefore, it is possible to realize a zero vibration engine by substantially eliminating vibration and noise caused by the engine.
  • FIG. 4A is a diagram showing a schematic configuration of a power unit according to a fourth embodiment of the present invention, and is a cross-sectional view perpendicular to the direction of the crank shaft. Further, FIG. 4B is a skeleton diagram of the power unit according to the fourth embodiment of the present invention.
  • the power unit 104 rotates and generates power by the power of a reciprocating internal combustion engine (engine) 114 having a 180-degree crank in-line 4-cylinder engine and the internal combustion engine 114. It has a generator 13 (flat plane L4).
  • engine reciprocating internal combustion engine
  • the power unit 104 includes a secondary inertial force balancer (secondary balancer) and an angular momentum adjusting system.
  • the original gear 14 which is a large gear attached to the crank shaft 11a, drives the shaft 13b provided with the rotor 13a of the generator 13 and the two shafts 12b and 33b provided with weights for the secondary inertial force balancer.
  • the power unit 104 includes a gear train consisting of five gears 14, 15, 16, 17, and 21A.
  • the gears 14 and 21A are original gears attached to the crank shaft 11a of the internal combustion engine 114.
  • the generator 13 is mounted coaxially with the rotating shaft 13b of one gear 16 in the gear train.
  • a balance weight 34a for a secondary balancer is attached to the rotating shaft 12b of the gear 15. Further, a balance weight 34b for a secondary balancer is attached to the rotating shaft 33b of the gear 17.
  • the gears 15, 16, 17, 21A and the rotating shafts 12b, 13b, 33b and the like that rotate integrally with these gears constitute a driven rotating body that is rotationally driven by the crank shaft 11a.
  • gear train consisting of five gears 14, 15, 16, 17, and 21A will be described.
  • the gear 15 and the gear 17 are small gears having half the number of teeth of the gear 21A and are circumscribed with each other.
  • the gear 14 is a raw gear which is a large gear attached to the crank shaft 11a of the internal combustion engine 114.
  • the gear 15 and the gear 21A are circumscribed with each other.
  • the gear 16 is circumscribed with the gear 14.
  • the gear 17 does not directly mesh with the gear 21A.
  • the two gears 15 and 17 are arranged equidistant in the left-right direction with respect to the engine cross-sectional center line Y passing through the center of the gear 14, and rotate in opposite directions to each other.
  • the number of teeth of the gear 16 is arbitrary.
  • the gear 17 rotates in the same direction with respect to the gears 14 and 21A. Further, the gear 15 and the gear 16 rotate in opposite directions with respect to the gears 14 and 21A.
  • the gear 15 is attached to the rotating shaft 12b. Further, the gear 16 is attached to the rotating shaft 13b of the rotor 13a of the generator 13. Therefore, the rotor 13a rotates in the opposite direction to the crank shaft 11a.
  • the gear train consisting of the five gears 14, 15, 16, 17, and 21A is shared by the secondary inertial force balancer (secondary balancer) and the angular momentum adjustment system described below.
  • a balance weight 34a is attached to the rotating shaft 12b of the gear 15, and a balance weight 34b is attached to the rotating shaft 33b of the gear 17.
  • the balance weights 34a and 34b form a secondary inertial force balancer (secondary balancer) including the two rotation shafts 12b and 33b, and rotate at a rotation speed twice the rotation speed of the crank shaft 11a.
  • secondary inertial force generated in the internal combustion engine 114 can be eliminated.
  • the total value of the angular momentums of the two clockwise rotating systems shown in FIG. 4A can be set to be equal to the total value of the angular momentums of the two counterclockwise rotating systems. Therefore, the angular momentum of the four rotation systems as a whole can be set to zero. This constitutes an angular momentum adjustment system.
  • the power unit 104 is equipped with a secondary inertial force balancer and an angular momentum adjustment system, neither the secondary inertial force nor the angular momentum of the engine skeleton is generated when the engine is driven. Therefore, it is possible to realize a zero vibration engine by substantially eliminating vibration and noise caused by the engine.
  • the secondary balancer shaft (rotary shaft 12b) may be provided with a generator (not shown).
  • FIG. 5A is a diagram showing a schematic configuration of a power unit according to a fifth embodiment of the present invention, and is a cross-sectional view perpendicular to the direction of the crank shaft.
  • FIG. 5B is a skeleton diagram of the power unit according to the fifth embodiment of the present invention.
  • FIG. 5C is a diagram showing the positional relationship of the crankpins of the 4-cylinder engine in the power unit according to the fifth embodiment of the present invention.
  • the internal combustion engine 115 is a reciprocating four-cylinder engine in series with cranks, and a crossplane in which crankpins are arranged in a phase of 90 degrees. It is an engine (crossplane L14).
  • the power unit 105 includes an internal combustion engine 115 and a generator 12 that rotates and generates electricity by the power of the internal combustion engine 115.
  • the power unit 105 includes a primary inertia couple balancer (primary balancer) and an angular momentum adjusting system.
  • the power unit 105 has a gear 14 and a gear 21A which are raw gears attached to a crank shaft 11a of an internal combustion engine 115, a gear 17 of a rotary shaft 33b which is externally meshed with the gear 21A, and externally meshed with the gear 14.
  • the gear 21C of the rotating shaft 12b provided with the generator 12 is included.
  • Balance weights 35, 36, 35, 36 for the primary inertia couple are arranged on the gear 17 so as to be out of phase with each other by an angle of 90 °.
  • the internal combustion engine 115 which is a 4-cylinder engine, has an unequal interval explosion instead of an ignition interval of 180 degrees.
  • the gears 21C, 17 and the rotating shafts 12b, 33b, etc. that rotate integrally with these gears constitute a driven rotating body that is rotationally driven by the crank shaft 11a.
  • a gear train consisting of four gears 21C, 14, 21A, and 17 will be described. As shown in FIGS. 5A and 5B, the gear 21C circumscribes the large gear 14.
  • the gear 17 is circumscribed with the gear 21A arranged inside the crank shaft 11a, and the number of teeth thereof is the same as the number of teeth of the gear 21A. Therefore, the gear 17 rotates in the reverse direction at the same speed as the crank shaft 11a.
  • the gear 21C is attached to the rotating shaft 12b of the rotor 12a of the generator 12. Therefore, the rotor 12a rotates in the opposite direction to the crank shaft 11a.
  • the gear train consisting of the four gears 21C, 14, 21A, and 17 is shared by the primary inertia couple balancer (primary balancer) and the angular momentum adjustment system described below.
  • the rotating shaft 12b of the gear 21C is the rotating shaft 12b of the generator 12.
  • the balance weights 35, 36, 35, 36 are arranged on the rotation shaft 33b of the gear 17 with their phases shifted by an angle of 90 ° from each other.
  • the balance weights 35 and 36 form a primary inertia couple balancer (primary balancer) together with the rotation shaft 33b, and rotate in the reverse direction at the same rotation speed as the rotation speed of the crank shaft 11a.
  • primary inertia couple generated in the internal combustion engine 115 can be eliminated.
  • the power unit 105 is equipped with a primary inertia couple balancer and an angular momentum adjustment system, when the internal combustion engine 115 is driven, the primary inertia couple and the angular momentum of the engine frame are not generated. Therefore, it is possible to realize a zero vibration engine by substantially eliminating vibration and noise caused by the structure of the internal combustion engine 115.
  • FIG. 6A is a diagram showing a schematic configuration of a power unit according to a sixth embodiment of the present invention, and is a cross-sectional view perpendicular to the direction of the crank shaft. Further, FIG. 6B is a skeleton diagram of a part of the power unit according to the sixth embodiment of the present invention.
  • the power unit 106 includes an internal combustion engine 116 which is a reciprocating two-cylinder tandem twin engine and generators 12 and 13 which are rotated by the power of the internal combustion engine 116 to generate electricity. Have. When the internal combustion engine 116 is driven, a secondary inertial force and an angular momentum of the engine skeleton 2 are generally generated. Therefore, the power unit 106 includes a secondary inertial force balancer (secondary balancer) and an angular momentum adjusting system.
  • secondary inertial force balancer secondary balancer
  • the power unit 106 includes an internal combustion engine 116, two generators 12 and 13 that are powered and generated from the internal combustion engine 116, and a gear train consisting of six gears 23, 24, 25, 26, 26, 27, 28.
  • a balance weight 34a for the secondary balancer is attached to the rotating shaft 33a of the gear 25.
  • a balance weight 34b for a secondary balancer is attached to the rotating shaft 33b of the gear 26.
  • the gears 25, 26, 26, 27, 28 and the rotating shafts 33a, 33b, 12b, 13b and the like that rotate integrally with these gears constitute a driven rotating body that is rotationally driven by the crank shafts 11a1, 11a2.
  • a gear train consisting of six gears 23, 24, 25, 26, 26, 27, 28 will be described.
  • a gear 23 and a gear 24, which are large gears having the same number of teeth, are attached to each of the two crank shafts 11a1 and 11a2 of the internal combustion engine 116, and the gear 23 and the gear 24 are externally meshed with each other.
  • the gear 25 and the gear 26 are small gears having half the number of teeth of the large gear, and they are circumscribed with the gear 23 and the gear 24, respectively.
  • the gear 27 and the gear 28 are circumscribed with the gear 25 and the gear 26, respectively. It is desirable that the number of teeth of the gear 27 and the gear 28 is the same as each other.
  • the gear 23 and the gear 24 rotate in opposite directions at the same speed.
  • the gear 25 and the gear 26 rotate in reverse at double speed with respect to the meshing gear 23 and the gear 24.
  • the gear 27 and the gear 28 rotate in opposite directions to each other.
  • the gear train consisting of the six gears 23, 24, 25, 26, 26, 27, 28 is shared by the secondary inertial force balancer (secondary balancer) and the angular momentum adjustment system described below.
  • the gear 25 and the gear 26 are equidistant downward from the line connecting the centers of the two internal combustion engines 116 and equidistant on both sides with respect to the engine longitudinal cross-sectional center line Y, and the crank shafts 11a1 are located.
  • the rotation speed is twice the rotation speed of 11a2 and the rotation speeds are opposite to each other.
  • a balance weight 34a for the secondary balancer is attached at a position corresponding to the engine plane center line X of the rotation shaft 33a of the gear 25.
  • a balance weight 34b for a secondary balancer is attached at a position corresponding to the engine plane center line X of the rotating shaft 33b of the gear 26.
  • the balance weights 34a and 34b form a secondary inertial force balancer (secondary balancer) together with the two rotating shafts 33a and 33b, and rotate at twice the rotation speed of the crank shafts 11a1 and 11a2 to rotate the internal combustion engine 116.
  • the secondary inertial force generated in the above can be eliminated.
  • the rotation system of the crank shaft 11a1 and the gear 23, the rotation system of the gear 27 and the generator 12, and the rotation system of the gear 26, the rotation shaft 33b, and the balance weight 34b are clockwise rotation systems.
  • the rotation system of the crank shaft 11a2 and the gear 24, the rotation system of the gear 25, the rotation shaft 33a and the balance weight 34a, and the rotation system of the gear 28 and the generator 13 are counterclockwise rotation systems.
  • the total value of the angular momentums of the three clockwise rotating systems shown in FIG. 6A can be set to be equal to the total value of the angular momentums of the three counterclockwise rotating systems. Therefore, the angular momentum of the six rotation systems as a whole can be set to zero. This constitutes an angular momentum adjustment system.
  • the power unit 106 is equipped with a secondary inertial force balancer and an angular momentum adjustment system, when the engine is driven, the secondary inertial force and the angular momentum of the engine skeleton are not generated. Therefore, it is possible to realize a zero vibration engine by substantially eliminating vibration and noise caused by the engine.
  • the position of the generator 12 and the position of the balancer are exchanged, and the position of the generator 13 and the balancer (gear 26, balance) are exchanged.
  • the positions of the weights 34b and the rotating shaft 33b) may be exchanged (not shown).
  • FIG. 7A is a diagram showing a schematic configuration of a power unit according to a seventh embodiment of the present invention, and is a cross-sectional view perpendicular to the direction of the crank shaft. Further, FIG. 7B is a skeleton diagram of the power unit according to the seventh embodiment of the present invention.
  • the power unit 107 is a reciprocating two-cylinder tandem twin engine internal combustion engine 117 and two generators 12 that are transmitted by power from the internal combustion engine 117 to generate power. , 13 and a gear train consisting of six gears 23, 24, 29, 30, 31, 32.
  • a balance weight 34a for a secondary balancer is attached to a rotating shaft 12b common to the gear 30 and the rotor 12a of the generator 12.
  • a balance weight 34b for a secondary balancer is attached to a rotating shaft 13b common to the gear 32 and the rotor 13a of the generator 13.
  • the power unit 107 includes a secondary inertial force balancer (secondary balancer) and an angular momentum adjustment system.
  • the gears 29, 30, 31, 32 and the rotating shafts 29b, 12b, 31b, 13b and the like that rotate integrally with these gears constitute a driven rotating body that is rotationally driven by the crank shafts 11a1, 11a2.
  • the gear train consists of six gears 23, 24, 29, 30, 31, 32, and includes intermediate gears (idler gears) 29, 31.
  • gears 23 and 24 which are large gears having the same number of teeth, are attached to each of the two crank shafts 11a1 and 11a2 of the internal combustion engine 117, and the gears 23 and 24 are externally meshed with each other. There is.
  • the gear 30 and the gear 32 are small gears having half the number of teeth of the large gears 23 and 24, and their respective centers of rotation are attached at symmetrical positions on both sides of the engine vertical cross-sectional center line Y.
  • the intermediate gear 29 and the intermediate gear 31 have no limitation on the number of teeth.
  • the gear 29 is circumscribed to the gear 23 and the gear 30 at the same time, and the gear 31 is circumscribed to the gear 24 and the gear 32 at the same time.
  • the gear 23 and the gear 24 rotate in opposite directions at the same speed.
  • the gear 30 rotates in the same direction at twice the speed of the gear 23.
  • the gear 32 rotates in the same direction at twice the speed of the gear 24.
  • the gear train consisting of the six gears 23, 24, 29, 30, 31, and 32 is shared by the secondary inertial force balancer (secondary balancer) and the angular momentum adjustment system described below.
  • the rotary shaft 12b of the gear 30 is also the rotary shaft 12b of the generator 12, and the rotary shaft 12b also serves as a secondary inertial force balancer.
  • the rotating shaft 13b of the gear 32 is also the rotating shaft 13b of the generator 13, and the rotating shaft 13b also serves as a secondary inertial force balancer.
  • the two generators 12 and 13 are arranged on both sides of the two cylinders 61 of the internal combustion engine 117. Further, gears 29 and 31 that serve as idler gears are arranged. As a result, the rotation direction of the rotor 12a is the same as the rotation direction of the crank shaft 11a1, and the rotation direction of the rotor 13a is the same as the rotation direction of the crank shaft 11a2.
  • the total value of the angular momentums of the three clockwise rotating systems shown in FIG. 7A can be set to be equal to the total value of the angular momentums of the three counterclockwise rotating systems. Therefore, the angular momentum of the six rotation systems as a whole can be set to zero. This constitutes an angular momentum adjustment system.
  • the power unit 107 is equipped with a secondary inertial force balancer and an angular momentum adjustment system, when the engine is driven, the secondary inertial force and the angular momentum of the engine skeleton are not generated. Therefore, it is possible to realize a zero vibration engine by substantially eliminating vibration and noise caused by the engine.
  • a configuration (not shown) may be used in which the gears 29 and 31 serving as idlers are eliminated.
  • a tandem twin engine is used as a reciprocating two-cylinder internal combustion engine, and one generator 12 and 13 are provided corresponding to the two crank shafts 11a1 and 11a2, respectively.
  • one of the generators 12 and 13 may be removed, and a flywheel may be attached in place of the removed generator (not shown).
  • the flywheel replaced with the generator does not need to be installed centrally on one axis, and can be installed in a distributed manner so that the angular momentum of the rotation system becomes zero.
  • FIG. 8A is a diagram showing a schematic configuration of a power unit according to an eighth embodiment of the present invention, and is a cross-sectional view perpendicular to the direction of the crank shaft. Further, FIG. 8B is a skeleton diagram of the power unit according to the eighth embodiment of the present invention.
  • the power unit 108 is a reciprocating two-cylinder tandem twin engine internal combustion engine 118 and one generator that is powered by the internal combustion engine 118 to generate power. Includes 12, one flywheel 50, and a gear train consisting of four gears 23, 24, 29, 30.
  • the gears 29, 30 and the rotating shafts 51, 12b, etc. that rotate integrally with these gears constitute a driven rotating body that is rotationally driven by the crank shafts 11a1, 11a2.
  • the gear train consists of four gears 23, 24, 29, 30.
  • the gears 31 and 32 are absent, and the balance weights 34a and 34b for the secondary balancer are also absent.
  • FIG. 8A the gears 23 and the gears 24 attached to the two crank shafts 11a1 and 11a2 of the internal combustion engine 118 are meshed with each other. Further, the gear 29 is circumscribed to the gear 23 attached to one of the crank shafts 11a1, and the gear 30 is circumscribed to the gear 29.
  • the gear 23 and the gear 24 rotate in opposite directions at the same speed.
  • the gear 29 rotates in the opposite direction to the gear 23, and the gear 30 circumscribes the gear 29 and rotates in the same direction with respect to the gear 23.
  • the rotor 12a of the generator 12 is attached to the rotating shaft 12b of the gear 30, and the flywheel 50 is attached to the rotating shaft 51 of the gear 29.
  • the generator 12 is arranged only on the rotating shaft 12b on one cylinder side, and does not have a secondary balancer function.
  • the transmission rate of this vibration to the vehicle body floor is low, so that the secondary balancer can be omitted. This makes it possible to configure a lightweight, compact, low friction engine.
  • the power unit 108 can be set so that the total value of the angular momentums of the two clockwise rotating systems and the total value of the angular momentums of the two counterclockwise rotating systems are equal. That is, the angular momentum of the four rotation systems as a whole can be set to zero. This constitutes an angular momentum adjustment system.
  • this power unit 108 is equipped with an angular momentum adjustment system, when the internal combustion engine 118 is driven, no angular momentum is generated in the engine skeleton 2, and vibration and noise caused by the engine can be significantly suppressed.
  • FIG. 9A is a diagram showing a schematic configuration of a power unit according to a ninth embodiment of the present invention, and is a cross-sectional view perpendicular to the direction of the crank shaft. Further, FIG. 9B is a skeleton diagram of the power unit according to the ninth embodiment of the present invention.
  • the power unit 109 includes an internal combustion engine 119 which is a reciprocating two-cylinder tandem twin engine, and one generator 12 which is powered and generated by power transmission from the internal combustion engine 119. It includes one flywheel 50 and a gear train consisting of four gears 23, 24, 29, 30.
  • the gears 29, 30 and the rotating shafts 51, 12b, etc. that rotate integrally with these gears constitute a driven rotating body that is rotationally driven by the crank shafts 11a1, 11a2.
  • the gear train consists of four gears 23, 24, 29, 30.
  • the gears 31 and 32 are absent, and the balance weights 34a and 34b for the secondary balancer are also absent.
  • the gears 23 and the gears 24 attached to the two crank shafts 11a1 and 11a2 of the internal combustion engine 119 are meshed with each other. Further, the gear 29 is circumscribed to the gear 23 attached to one crank shaft 11a1, and the gear 30 is circumscribed to the other crank shaft 11a2.
  • the gear 23 and the gear 24 rotate in opposite directions at the same speed.
  • the gear 29 rotates in the opposite direction to the gear 23, and the gear 30 rotates in the opposite direction to the gear 24.
  • the rotor 12a of the generator 12 is attached to the rotating shaft 12b of the gear 30, and the flywheel 50 is attached to the rotating shaft 51 of the gear 29.
  • the generator 12 is arranged only in one cylinder (rotating shaft 12b) and does not have a secondary balancer function.
  • the transmission rate of this vibration to the vehicle body floor is low, so it is possible to omit the secondary balancer, which makes it lightweight and compact.
  • a low friction engine can be configured.
  • the power unit 109 can be set so that the total value of the angular momentums of the two clockwise rotating systems and the total value of the angular momentums of the two counterclockwise rotating systems are equal. That is, the angular momentum of the four rotation systems as a whole can be set to zero. This constitutes an angular momentum adjustment system.
  • this power unit 109 is equipped with an angular momentum adjustment system, when the internal combustion engine 119 is driven, angular momentum is not generated in the engine skeleton 2, and vibration and noise caused by the engine can be significantly suppressed.
  • intermediate gears may be provided on both sides of the gears 23 and 24, respectively.
  • the generator, secondary balancer, and flywheel can be freely combined as long as the angular momentum adjustment system is satisfied.
  • Internal combustion engine X ...
  • Engine plane transverse center line Y ...
  • Engine vertical section center line Z ...

Abstract

This power unit includes: an engine frame (2) including a cylinder (61); a piston (61a) which reciprocates inside the cylinder (61); at least one crankshaft (11a) which is rotationally supported by the engine frame (2), and which is rotationally driven by means of the reciprocating movement of the piston (61a); and at least one driven rotating body (12) which is rotationally supported by the engine frame, and which rotates together with the crankshaft (11a). Regardless of the rotational speed of the crankshaft (11a) and the driven rotating body (12), the sum of the angular momentums of the crankshaft (11a) and the driven rotating body (12) is maintained substantially at zero.

Description

パワーユニットPower unit
　本発明は、レシプロ形内燃機関を備えたパワーユニットに関し、特に、振動抑制機能を有するパワーユニットに関する。 The present invention relates to a power unit provided with a reciprocating internal combustion engine, and more particularly to a power unit having a vibration suppression function.
　自動車用エンジンの振動抑制技術として種々のものが知られている。 Various technologies are known as vibration suppression technologies for automobile engines.
　特許文献１に開示された常時噛み合い式スタータ機構では、エンジンのクランク軸と電動機の回転軸とを偶数個の中間回転軸により連結する。電動機の回転軸に加わる回転駆動力がクランク軸廻りのモーメントを生じ、エンジンのローリング振動を低減させることができる。 In the constant meshing starter mechanism disclosed in Patent Document 1, the crank shaft of the engine and the rotating shaft of the motor are connected by an even number of intermediate rotating shafts. The rotational driving force applied to the rotary shaft of the motor generates a moment around the crank shaft, and the rolling vibration of the engine can be reduced.
　特許文献２に開示されたエネルギ変換機構は、Ｖ形２気筒の内燃機関と２つのジェネレータを有する。内燃機関の第１シャフトとエネルギ変換機構の第２シャフトとが平行に配置され、かつ逆回転する。これにより、慣性モーメントと回転数との積が相互に少なくともほぼ相殺するとされている。 The energy conversion mechanism disclosed in Patent Document 2 has a V-type 2-cylinder internal combustion engine and two generators. The first shaft of the internal combustion engine and the second shaft of the energy conversion mechanism are arranged in parallel and rotate in the reverse direction. As a result, the product of the moment of inertia and the number of revolutions is said to cancel each other at least almost.
特開２００１－２３４８３６号公報Japanese Unexamined Patent Publication No. 2001-234863 特表２０１３－５３４５８６号公報Special Table 2013-534586
　特許文献１，２に開示された技術思想においては構造が限定され、利用性が低いといわざるを得ない。また、エンジン駆動時に発生する１次慣性力、１次慣性偶力、２次慣性力及び２次慣性偶力による振動を統合的にゼロまたはゼロに近い値に抑制することについての知見や開示はない。 In the technical ideas disclosed in Patent Documents 1 and 2, it must be said that the structure is limited and the usability is low. In addition, there is no knowledge or disclosure regarding the integrated suppression of vibrations due to the primary inertial force, primary inertial couple, secondary inertial force, and secondary inertial couple generated when the engine is driven to a value of zero or close to zero. No.
　レシプロエンジンにおいて、エンジンの振動のおもな原因は、燃焼室のガス圧による力、及び、ピストン系の慣性力による力である。両者ともシリンダ軸方向の力であるが、クランク、コンロッド機構を介して横方向の分力が発生し、クランク軸廻りに回転力を生むので、これが回転方向の振動の原因となる。 In a reciprocating engine, the main causes of engine vibration are the force due to the gas pressure in the combustion chamber and the force due to the inertial force of the piston system. Both are forces in the cylinder axial direction, but a lateral component force is generated via the crank and connecting rod mechanism, and a rotational force is generated around the crank axis, which causes vibration in the rotational direction.
　シリンダ軸方向の振動は、クランク軸に同期して回転するバランサ用シャフト及びバランスウェイトにより対策が可能である。それらは１次バランサ、２次バランサとして従来から知られている。一方、クランク軸回転方向の振動は、ガス圧によるガス圧トルク（負荷依存）と慣性力による慣性トルク（回転依存）との両者を有するので、従来のバランサ用シャフト及びバランスウェイトでは対策できなかった。 Vibration in the cylinder axis direction can be countered by the balancer shaft and balance weight that rotate in synchronization with the crank axis. They are conventionally known as primary balancers and secondary balancers. On the other hand, the vibration in the rotation direction of the crank shaft has both a gas pressure torque (depending on the load) due to the gas pressure and an inertial torque (depending on the rotation) due to the inertial force. ..
　シリーズハイブリッドシステム車では、駆動輪の駆動は常時電動機で行う。これをＥＶ（Ｅｌｅｃｔｒｉｃ　Ｖｅｈｉｃｌｅ）走行と呼ぶ。ＥＶ走行時においてバッテリ容量が低下してきたときに、エンジンを起動して発電モードに移行する。このとき、エンジンの振動は車両のフロアを大きく振動させ、車室内にいる乗員にエンジンが起動したことが分かってしまうので、ＥＶ感（電気自動車特有の低振動性、静粛性）を損なう、という問題がある。また、軽量構造のドローンに発電用エンジンを搭載した場合、通常のエンジンでは振動が大きく、機体に取り付けたセンサーの誤作動や破損を招きやすいことが知られている。 In the series hybrid system vehicle, the drive wheels are always driven by an electric motor. This is called EV (Electric Vehicle) driving. When the battery capacity is low during EV driving, the engine is started to shift to the power generation mode. At this time, the vibration of the engine causes the floor of the vehicle to vibrate greatly, and the occupants in the vehicle interior know that the engine has started, which impairs the EV feeling (low vibration and quietness peculiar to electric vehicles). There's a problem. Further, it is known that when a power generation engine is mounted on a drone having a lightweight structure, vibration is large in a normal engine, and the sensor attached to the airframe is likely to malfunction or be damaged.
　本発明は、上記問題点に鑑みてなされたものであり、内燃機関で発生する振動がエンジン躯体から外部に伝わらないようにして、エンジンの低振動、低騒音を実現するパワーユニットを提供することを目的とする。 The present invention has been made in view of the above problems, and provides a power unit that realizes low vibration and low noise of an engine by preventing vibration generated in an internal combustion engine from being transmitted from the engine frame to the outside. The purpose.
　本発明者は、まず、上記課題の解決に当たって、特にシリーズハイブリッドシステムでは、エンジンのローリング振動の低減に加えて、１次慣性力、１次慣性偶力、２次慣性力及び２次慣性偶力による振動を低減することによって実質的なゼロバイブレーションエンジンを実現し、エンジン振動に由来する室内の振動と騒音を低減することができるとの着想を得た。 In order to solve the above problems, the present inventor first, in the series hybrid system, in addition to reducing the rolling vibration of the engine, the primary inertial force, the primary inertial couple, the secondary inertial couple and the secondary inertia couple. I got the idea that it is possible to realize a substantially zero vibration engine by reducing the vibration caused by inertia, and to reduce the vibration and noise in the room caused by the engine vibration.
　ゼロバイブレーションエンジンを実現できれば、エンジンの回転数及び負荷を、運転状況に応じて適宜に変えることができ、エンジン振動、騒音もＥＶ感を損なわないハイブリット車を実現できる、と着想した。 The idea was that if a zero vibration engine could be realized, the engine speed and load could be changed as appropriate according to the driving conditions, and a hybrid vehicle could be realized in which engine vibration and noise did not impair the EV feeling.
　そこで、上述の課題（の少なくとも一部）を解決するべく、本発明の第１の態様に係るパワーユニットは、少なくとも一つのシリンダを含むエンジン躯体と、前記シリンダ内を往復動する少なくとも一つのピストンと、前記エンジン躯体に回転支持されて前記ピストンの往復動によって回転駆動される少なくとも一つのクランク軸と、前記エンジン躯体に回転支持されて前記クランク軸とともに回転する少なくとも一つの従動回転体と、を有するパワーユニットであって、前記クランク軸および前記従動回転体の回転数によらず前記クランク軸および前記従動回転体の角運動量の総和が実質的にゼロに保たれるように構成されていることを特徴とする。 Therefore, in order to solve (at least a part of) the above-mentioned problems, the power unit according to the first aspect of the present invention includes an engine skeleton including at least one cylinder and at least one piston reciprocating in the cylinders. It has at least one crank shaft that is rotationally supported by the engine skeleton and is rotationally driven by the reciprocating motion of the piston, and at least one driven rotating body that is rotationally supported by the engine skeleton and rotates together with the crank shaft. The power unit is characterized in that the total angular momentum of the crank shaft and the driven rotating body is kept substantially zero regardless of the rotation speeds of the crank shaft and the driven rotating body. And.
　本発明の第２の態様として、前記第１の態様の特徴に加えて、前記エンジン躯体の角運動量が実質的にゼロになるように構成してもよい。 As the second aspect of the present invention, in addition to the features of the first aspect, the angular momentum of the engine skeleton may be substantially zero.
　本発明の第３の態様として、前記第１または第２の態様の特徴に加えて、前記クランク軸及び前記従動回転体の全体と、前記エンジン躯体全体との間で、角運動量が交換されることがないように構成してもよい。 As a third aspect of the present invention, in addition to the features of the first or second aspect, the angular momentum is exchanged between the entire crank shaft and the driven rotating body and the entire engine skeleton. It may be configured so that it does not occur.
　本発明の第４の態様として、前記第１ないし第３の態様のいずれかの特徴に加えて、前記ピストンの往復動による運動量と前記エンジン躯体の角運動量との間の交換がないように構成されていること、としてもよい。 As a fourth aspect of the present invention, in addition to the features of any one of the first to third aspects, there is no exchange between the momentum due to the reciprocating motion of the piston and the angular momentum of the engine skeleton. It may be done.
　本発明の第５の態様として、前記第１ないし第４の態様のいずれかの特徴に加えて、前記従動回転体は、前記クランク軸と逆向きに回転する少なくとも一つの逆回転体を含むこと、としてもよい。 As a fifth aspect of the present invention, in addition to the feature of any one of the first to fourth aspects, the driven rotating body includes at least one reverse rotating body that rotates in the direction opposite to the crank shaft. , May be.
　本発明の第６の態様として、前記第１ないし第５の態様のいずれかの特徴に加えて、前記従動回転体は少なくとも一つのジェネレータのロータを含むこと、としてもよい。 As a sixth aspect of the present invention, in addition to the features of any one of the first to fifth aspects, the driven rotating body may include a rotor of at least one generator.
　本発明の第７の態様として、前記第６の態様の特徴に加えて、前記少なくとも一つのジェネレータは、車両を駆動する電動機に電力を供給するものであること、としてもよい。 As a seventh aspect of the present invention, in addition to the features of the sixth aspect, the at least one generator may supply electric power to the electric motor for driving the vehicle.
　本発明の第８の態様として、前記第１ないし第７の態様のいずれかの特徴に加えて、前記従動回転体は、バランスウェイトを備えて前記クランク軸と逆向きに前記クランク軸の回転速度の２倍の回転速度で回転する逆回転２次バランサと、バランスウェイトを備えて前記クランク軸と同じ向きに前記クランク軸の回転速度の２倍の回転速度で回転する正回転２次バランサと、を含むこと、としてもよい。 As an eighth aspect of the present invention, in addition to the feature of any one of the first to seventh aspects, the driven rotating body is provided with a balance weight and the rotation speed of the crank shaft is opposite to that of the crank shaft. A reverse rotation secondary balancer that rotates at twice the rotation speed of the crank shaft, and a forward rotation secondary balancer that has a balance weight and rotates at a rotation speed twice the rotation speed of the crank shaft in the same direction as the crank shaft. May include.
　本発明の第９の態様として、前記第１ないし第８の態様のいずれかの特徴に加えて、前記従動回転体は、バランスウェイトを備えて前記クランク軸と逆向きに前記クランク軸の回転速度と同じ回転速度で回転する１次バランサを含むこと、としてもよい。 As a ninth aspect of the present invention, in addition to the feature of any one of the first to eighth aspects, the driven rotating body is provided with a balance weight and the rotation speed of the crank shaft in the direction opposite to the crank shaft. It may include a primary balancer that rotates at the same rotation speed as.
　本発明の第１０の態様として、前記第１ないし第９の態様のいずれかの特徴に加えて、前記少なくとも一つのシリンダは第１および第２のシリンダを含み、前記少なくとも一つのピストンは、前記第１のシリンダ内を往復動する第１のピストンと、前記第２のシリンダ内を往復動する第２のピストンとを含み、前記少なくとも一つのクランク軸は、前記第１のピストンによって回転駆動される第１のクランク軸と、前記第１のクランク軸と同じ回転数で逆向きに前記第２のピストンによって回転駆動される第２のクランク軸と、を含むこと、としてもよい。 As a tenth aspect of the present invention, in addition to the features of any one of the first to ninth aspects, the at least one cylinder includes the first and second cylinders, and the at least one piston is the said. A first piston reciprocating in the first cylinder and a second piston reciprocating in the second cylinder are included, and the at least one crank shaft is rotationally driven by the first piston. It may include a first crank shaft and a second crank shaft that is rotationally driven by the second piston in the opposite direction at the same rotation speed as the first crank shaft.
　本発明の各態様によれば、内燃機関で発生する振動がエンジン躯体から外部に伝わらないようにして、エンジンの低振動、低騒音を実現することができる。 According to each aspect of the present invention, it is possible to realize low vibration and low noise of the engine by preventing the vibration generated in the internal combustion engine from being transmitted from the engine frame to the outside.
本発明の第１の実施の形態に係るパワーユニットの概略構成を示す図であって、クランク軸の方向に垂直な断面図である。It is a figure which shows the schematic structure of the power unit which concerns on 1st Embodiment of this invention, and is the sectional view which is perpendicular to the direction of a crank shaft. 本発明の第１の実施の形態に係るパワーユニットのスケルトン図である。It is a skeleton diagram of the power unit which concerns on 1st Embodiment of this invention. 本発明の第２の実施の形態に係るパワーユニットの概略構成を示す図であって、クランク軸の方向に垂直な断面図である。It is a figure which shows the schematic structure of the power unit which concerns on 2nd Embodiment of this invention, and is the sectional view which is perpendicular to the direction of a crank shaft. 本発明の第２の実施の形態に係るパワーユニットのスケルトン図である。It is a skeleton diagram of the power unit which concerns on the 2nd Embodiment of this invention. 本発明の第３の実施の形態に係るパワーユニットの概略構成を示す図であって、クランク軸の方向に垂直な断面図である。It is a figure which shows the schematic structure of the power unit which concerns on 3rd Embodiment of this invention, and is the sectional view which is perpendicular to the direction of a crank shaft. 本発明の第３の実施の形態に係るパワーユニットのスケルトン図である。It is a skeleton diagram of the power unit which concerns on 3rd Embodiment of this invention. 本発明の第４の実施の形態に係るパワーユニットの概略構成を示す図であって、クランク軸の方向に垂直な断面図である。It is a figure which shows the schematic structure of the power unit which concerns on 4th Embodiment of this invention, and is the sectional view perpendicular to the direction of a crank shaft. 本発明の第４の実施の形態に係るパワーユニットのスケルトン図である。It is a skeleton diagram of the power unit which concerns on 4th Embodiment of this invention. 本発明の第５の実施の形態に係るパワーユニットの概略構成を示す図であって、クランク軸の方向に垂直な断面図である。It is a figure which shows the schematic structure of the power unit which concerns on 5th Embodiment of this invention, and is the sectional view perpendicular to the direction of a crank shaft. 本発明の第５の実施の形態に係るパワーユニットのスケルトン図である。It is a skeleton diagram of the power unit which concerns on 5th Embodiment of this invention. 本発明の第５の実施の形態に係るパワーユニットにおける４気筒エンジンのクランクピンの位置関係を示す図である。It is a figure which shows the positional relationship of the crankpin of a 4-cylinder engine in the power unit which concerns on 5th Embodiment of this invention. 本発明の第６の実施の形態に係るパワーユニットの概略構成を示す図であって、クランク軸の方向に垂直な断面図である。It is a figure which shows the schematic structure of the power unit which concerns on 6th Embodiment of this invention, and is the sectional view perpendicular to the direction of a crank shaft. 本発明の第６の実施の形態に係るパワーユニットの一部のスケルトン図である。It is a skeleton diagram of a part of the power unit which concerns on 6th Embodiment of this invention. 本発明の第７の実施の形態に係るパワーユニットの概略構成を示す図であって、クランク軸の方向に垂直な断面図である。It is a figure which shows the schematic structure of the power unit which concerns on 7th Embodiment of this invention, and is the sectional view perpendicular to the direction of a crank shaft. 本発明の第７の実施の形態に係るパワーユニットのスケルトン図である。It is a skeleton diagram of the power unit which concerns on 7th Embodiment of this invention. 本発明の第８の実施の形態に係るパワーユニットの概略構成を示す図であって、クランク軸の方向に垂直な断面図である。It is a figure which shows the schematic structure of the power unit which concerns on 8th Embodiment of this invention, and is the sectional view which is perpendicular to the direction of a crank shaft. 本発明の第８の実施の形態に係るパワーユニットのスケルトン図である。It is a skeleton diagram of the power unit which concerns on 8th Embodiment of this invention. 本発明の第９の実施の形態に係るパワーユニットの概略構成を示す図であって、クランク軸の方向に垂直な断面図である。It is a figure which shows the schematic structure of the power unit which concerns on 9th Embodiment of this invention, and is the sectional view which is perpendicular to the direction of a crank shaft. 本発明の第９の実施の形態に係るパワーユニットのスケルトン図である。It is a skeleton diagram of the power unit which concerns on 9th Embodiment of this invention.
　以下、本発明の実施形態に係るパワーユニットについて説明する。以下に詳述する各実施の形態によれば、回転体の各々の角運動量を調整することによって、ピストンの慣性力や、燃焼ガスによる爆発力がエンジン躯体を回転変動させることを防ぐことができ、これにより、エンジン躯体の低振動化を達成することができるものである。なお、ここで、「回転体」には、クランク軸とコンロッド重量の一部（大端部）、クランク軸によって回転される種々の従動回転体が含まれる。また、「エンジン躯体」は、クランク軸に連動して運動しない部品を備えてなり、回転体を支持する軸受、シリンダーブロック、シリンダヘッド等の構造部品と、インレットマニフォールド、エキゾーストマニフォールド等の機能部品とを含む。また、角運動量調整システムに１次バランサや２次バランサを組み込むことにより、実質的にエンジンのゼロバイブレーション化を達成することが可能となる。 Hereinafter, the power unit according to the embodiment of the present invention will be described. According to each embodiment detailed below, by adjusting the angular momentum of each of the rotating bodies, it is possible to prevent the inertial force of the piston and the explosive force of the combustion gas from causing the engine frame to rotate and fluctuate. As a result, it is possible to achieve low vibration of the engine frame. Here, the "rotating body" includes a crank shaft, a part of the connecting rod weight (large end portion), and various driven rotating bodies rotated by the crank shaft. In addition, the "engine frame" is equipped with parts that do not move in conjunction with the crank shaft, and includes structural parts such as bearings, cylinder blocks, and cylinder heads that support the rotating body, and functional parts such as inlet manifolds and exhaust manifolds. including. Further, by incorporating the primary balancer and the secondary balancer into the angular momentum adjustment system, it is possible to substantially achieve zero vibration of the engine.
　まず、往復直線運動をするピストンと回転運動をするクランク軸の相互作用について述べる。ここでは、一組のピストン、コンロッド、クランク軸（単気筒）が、フリクションが無い状態で回転している場合を想定する。 First, the interaction between the piston that makes a reciprocating linear motion and the crank shaft that makes a rotary motion will be described. Here, it is assumed that a set of pistons, connecting rods, and a crank shaft (single cylinder) are rotating without friction.
　ピストンはクランク角０度の上死点（ＴＤＣ）及び、クランク角１８０度の下死点（ＢＤＣ）では一瞬静止するが、他のクランク角では上下方向に運動をしており、運動量を持っている。また、回転運動するクランク軸は角運動量を持っている。 The piston stands still for a moment at top dead center (TDC) with a crank angle of 0 degrees and bottom dead center (BDC) with a crank angle of 180 degrees, but at other crank angles it moves vertically and has momentum. There is. In addition, the crank shaft that rotates has an angular momentum.
　上死点からクランク角が約９０度までの範囲では、ピストン慣性力はクランク軸に対してその速度を低下させる方向の力を及ぼす（ピストンの下向きの運動量は増加し、クランク軸の角運動量は減少する。）。ピストンが最大速度に達した後では、ピストン慣性力の方向が反転するので、下死点に至るまでピストン慣性力はクランク軸の速度を増加させる方向に作用する（運動量は減少し、角運動量は増加する。）。 In the range from the top dead point to a crank angle of about 90 degrees, the piston inertial force exerts a force on the crank shaft in a direction that reduces its speed (the downward momentum of the piston increases, and the angular momentum of the crank shaft increases. Decrease.). After the piston reaches its maximum speed, the direction of the piston inertial force reverses, so the piston inertial force acts in the direction of increasing the speed of the crank shaft until it reaches the bottom dead point (the momentum decreases, the angular momentum increases). To increase.).
　下死点からクランク角が約２７０度までの範囲では、ピストン慣性力はクランク軸に対してその速度を低下させる方向の力を及ぼす（ピストンの上向きの運動量は増加し、クランク軸の角運動量は減少する。）。ピストンが最大速度に達した後では、ピストン慣性力の方向が反転するので、上死点に至るまでピストン慣性力はクランク軸の速度を増加させる方向に作用する（運動量は減少し、角運動量は増加する。）。 In the range from the bottom dead point to a crank angle of about 270 degrees, the piston inertial force exerts a force on the crank shaft in a direction that reduces its speed (the upward momentum of the piston increases, and the angular momentum of the crank shaft increases. Decrease.). After the piston reaches the maximum speed, the direction of the piston inertial force is reversed, so that the piston inertial force acts in the direction of increasing the speed of the crank shaft until the top dead point (the momentum decreases, the angular momentum increases). To increase.).
　上記のように、ピストンの運動量とクランク軸の角運動量はその運動量と角運動量を交換しながら運動している。 As mentioned above, the momentum of the piston and the angular momentum of the crank shaft are moving while exchanging the momentum and the angular momentum.
　このクランク軸の回転変動に伴い、クランク軸にはトルク変動が発生する。これはピストン質量による慣性トルクとして知られている。このトルク変動は高回転領域では燃焼ガスや吸気、排気によるトルク変動よりも大きくなり、エンジン振動の主要な原因となっている。 Torque fluctuation occurs in the crank shaft due to the rotation fluctuation of the crank shaft. This is known as inertial torque due to piston mass. This torque fluctuation is larger than the torque fluctuation due to combustion gas, intake gas, and exhaust gas in the high rpm region, and is a major cause of engine vibration.
　以上述べたように、ピストン・クランク機構とは直線運動するピストンの運動量と回転運動するクランク軸上の角運動量とが相互作用しながら運動する機構のため、クランク軸の回転変動は避けられない。また、このクランク軸の回転変動がエンジン躯体の回転変動の原因となっている。 As described above, the piston / crank mechanism is a mechanism in which the momentum of a linearly moving piston and the angular momentum on a rotationally moving crank shaft move while interacting with each other, so that rotational fluctuation of the crank shaft is unavoidable. Further, the rotation fluctuation of the crank shaft causes the rotation fluctuation of the engine frame.
　本発明の各実施形態では、以下に述べるように、ピストン慣性力や燃焼ガス圧等を、回転する機械の外乱要因と見なしてエンジン躯体の回転振動を低減できることを示す。 In each embodiment of the present invention, as described below, it is shown that the rotational vibration of the engine frame can be reduced by regarding the piston inertial force, the combustion gas pressure, and the like as disturbance factors of the rotating machine.
　エンジン躯体は車体に対してラバーマウント等を介して保持されているので、回転体の回転変動によりクランク軸と平行な軸廻りに回転しうる。エンジンマウントのバネ定数が低い場合、近似的に以下のような定式化が可能である。 Since the engine frame is held with respect to the vehicle body via a rubber mount or the like, it can rotate around an axis parallel to the crank axis due to rotational fluctuations of the rotating body. When the spring constant of the engine mount is low, the following formulation can be approximated.
　エンジンの運動体とエンジン躯体とは、ピストンはシリンダ壁面を通じて、またクランク軸等は軸受けを通じて力を及ぼし合う。これは作用・反作用の法則により大きさが同じで互いに逆方向の力である。この相互作用により、各運動体及びエンジン躯体にはクランク軸と平行な軸廻りにお互いに逆の運動を生じる。この力は外部から与えられた力ではなく、エンジン内部での相互作用なので、エンジン躯体を含めたエンジン全体の角運動量を一定に保つように作用する。 The moving body of the engine and the engine frame exert forces on the piston through the cylinder wall surface and the crank shaft and the like through the bearing. This is a force of the same magnitude and opposite to each other according to the law of action and reaction. Due to this interaction, each moving body and the engine skeleton generate opposite movements around the axis parallel to the crank axis. Since this force is not a force given from the outside but an interaction inside the engine, it acts to keep the angular momentum of the entire engine including the engine frame constant.
　実際のエンジンではエンジン躯体の回転角には制限があるが、回転可能な範囲では角運動量の総和は一定に保たれる。 In an actual engine, the rotation angle of the engine frame is limited, but the total angular momentum is kept constant within the rotatable range.
　エンジン躯体の角運動量はＩｃ×ωｃ、回転体の各々の角運動量はＩｉ×ωｉと表わされる。ただし、エンジン躯体の慣性モーメントをＩｃとし、その角速度をωｃとし、回転体ｉ（ｉ＝１，２，３・・・）それぞれの慣性モーメントをＩｉとし、それらの角速度をωｉとする。 The angular momentum of the engine frame is expressed as Ic × ωc, and the angular momentum of each rotating body is expressed as Ii × ωi. However, the moment of inertia of the engine skeleton is Ic, its angular velocity is ωc, the moment of inertia of each of the rotating bodies i (i = 1, 2, 3 ...) Is Ii, and their angular velocities are ωi.
　エンジン躯体がクランク軸（クランクシャフト）回転方向に対して自由に回転可能に保持され、クランク軸がある回転数で回転しているとき、エンジン全体の角運動量Ｌは、式（１）で表される。
　Ｌ＝Ｉｃ×ωｃ＋ΣＩｉ×ωｉ　…（１）
　エンジンのフリクションを無視すれば、この運動系全体の角運動量は、角運動量保存の法則により一定である。
　Ｌ＝Ｉｃ×ωｃ＋ΣＩｉ×ωｉ＝Ｃ（ｃｏｎｓｔａｎｔ）　…（２） When the engine frame is held freely rotatably in the direction of rotation of the crankshaft (crankshaft) and the crankshaft is rotating at a certain rotation speed, the angular momentum L of the entire engine is expressed by the equation (1). NS.
L = Ic × ωc + ΣIi × ωi… (1)
If the friction of the engine is ignored, the angular momentum of the entire motion system is constant according to the law of conservation of angular momentum.
L = Ic × ωc + ΣIi × ωi = C (constant)… (2)
　式（２）は回転体系が何らかの外乱により回転変動した場合、回転体系の角運動量の増加・減少に応じてエンジン躯体の角運動量が減少・増加することを示す。すなわち、エンジン回転体系とエンジン躯体が角運動量を交換することによりエンジン全体の角運動量を一定に保つ。 Equation (2) shows that when the rotation system fluctuates due to some disturbance, the angular momentum of the engine frame decreases / increases according to the increase / decrease of the angular momentum of the rotation system. That is, the angular momentum of the entire engine is kept constant by exchanging the angular momentum between the engine rotation system and the engine frame.
　エンジン回転体系とエンジン躯体が角運動量を交換しないためには、エンジン回転体系の角運動量の合計がゼロであれば良い。
　ΣＩｉ×ωｉ＝０　…（３） In order for the engine rotation system and the engine frame not to exchange the angular momentum, it is sufficient that the total angular momentum of the engine rotation system is zero.
ΣIi × ωi = 0… (3)
　角運動量はベクトル量なので、回転方向により正負がある。クランク軸の回転方向を正、逆回転方向を負として、エンジン回転体の正の角運動量と負の角運動量とが同じ絶対値をとるときに、式（３）が成立すると言い換えることができる。式（３）が成立するとき、エンジン躯体の角運動量は一定値を取る。初期条件としてエンジン躯体が静止していれば、以降もエンジン躯体は回転する作用を受けない。
　Ｉｃ×ωｃ＝０　…（４） Since the angular momentum is a vector quantity, there are positive and negative depending on the direction of rotation. It can be rephrased that the equation (3) holds when the positive angular momentum and the negative angular momentum of the engine rotating body take the same absolute value, where the rotation direction of the crank shaft is positive and the reverse rotation direction is negative. When the equation (3) holds, the angular momentum of the engine frame takes a constant value. If the engine skeleton is stationary as an initial condition, the engine skeleton will not be affected by the rotation thereafter.
Ic x ωc = 0 ... (4)
　ここで、ピストンの運動量変化がエンジン躯体に与える影響について考察する。ピストン運動量の変動に応じてクランク軸及び正転回転体の角運動量が変動するが、式（３）により逆転方向の角運動量も、正転方向の角運動量と同じ値だけ変化して回転体系の角運動量の合計はゼロに保たれる。よって、エンジン躯体の角運動量はピストン運動量変化の影響を受けない。すなわち、ピストンの慣性トルクはエンジン躯体を回転させない。燃焼ガスによる影響も同様である。 Here, we will consider the effect of changes in the momentum of the piston on the engine frame. The angular momentum of the crank shaft and the forward rotation body fluctuates according to the fluctuation of the piston momentum, but the angular momentum in the reverse rotation direction also changes by the same value as the angular momentum in the normal rotation direction according to Eq. (3). The total angular momentum is kept at zero. Therefore, the angular momentum of the engine frame is not affected by the change in piston momentum. That is, the inertial torque of the piston does not rotate the engine frame. The same applies to the effects of combustion gas.
　以上が、角運動量調整システムにより、クランク軸の角運動量が変化してもエンジン躯体の角運動量が変化しない原理である。 The above is the principle that the angular momentum of the engine frame does not change even if the angular momentum of the crank shaft changes due to the angular momentum adjustment system.
　エンジンには、ギアやチェーン、タイミングベルト等で駆動されるカムシャフトや、オイルポンプ、ウォーターポンプ等の補機が存在する。しかし、通常これらの慣性モーメントは小さいため、以下の説明及び添付図面ではこれらを無視する。計算には前記式に従い角運動量として算入しても良い。 The engine has camshafts driven by gears, chains, timing belts, etc., and auxiliary equipment such as oil pumps and water pumps. However, since these moments of inertia are usually small, they are ignored in the following description and accompanying drawings. In the calculation, it may be included as the angular momentum according to the above formula.
　なお、前述のようにクランク軸の回転速度の変動は避けられないが、シリーズハイブリッドシステムではクランク軸の回転速度の変動は発電機の回転変動をもたらすものの車室の振動にはつながらないので問題ない。 As mentioned above, fluctuations in the rotational speed of the crank shaft are unavoidable, but in the series hybrid system, fluctuations in the rotational speed of the crank shaft cause fluctuations in the rotation of the generator, but do not lead to vibration in the passenger compartment, so there is no problem.
　以下、具体的な実施の形態について、図面を参照しながら説明する。ここで、互いに同一または類似の部分には共通の符号を付して、重複説明は省略する。 Hereinafter, specific embodiments will be described with reference to the drawings. Here, common reference numerals are given to parts that are the same as or similar to each other, and duplicate description is omitted.
　［第１の実施の形態］
　図１Ａは、本発明の第１の実施の形態に係るパワーユニットの概略構成を示す図であって、クランク軸の方向に垂直な断面図である。また、図１Ｂは、本発明の第１の実施の形態に係るパワーユニットのスケルトン図である。 [First Embodiment]
FIG. 1A is a diagram showing a schematic configuration of a power unit according to the first embodiment of the present invention, and is a cross-sectional view perpendicular to the direction of the crank shaft. Further, FIG. 1B is a skeleton diagram of the power unit according to the first embodiment of the present invention.
　図１Ａ，図１Ｂに示すように、この第１の実施の形態に係るパワーユニット１０１は、クランク直列３気筒のレシプロ形内燃機関（エンジン）１１１を有する。内燃機関１１１は、クランク軸１１ａと、３個のシリンダ６１と、これらのシリンダ６１内でそれぞれが往復運動をする３個のピストン６１ａと、クランク軸１１ａと各ピストン６１ａとを連接するコンロッド（図示せず）とを含む。パワーユニット１０１は、２個の歯車２１Ｃ、１４からなる歯車列と、１つのジェネレータ１２を含む。ジェネレータ１２のロータ１２ａは、歯車２１Ｃ及び回転軸１２ｂとともに回転する。 As shown in FIGS. 1A and 1B, the power unit 101 according to the first embodiment has a crank in-line 3-cylinder reciprocating internal combustion engine (engine) 111. The internal combustion engine 111 includes a crank shaft 11a, three cylinders 61, three pistons 61a each reciprocating in these cylinders 61, and a connecting rod connecting the crank shaft 11a and each piston 61a (FIG. 6). Not shown) and included. The power unit 101 includes a gear train consisting of two gears 21C and 14, and one generator 12. The rotor 12a of the generator 12 rotates together with the gear 21C and the rotating shaft 12b.
　シリンダ６１は、エンジン躯体２の一部をなしている。また、クランク軸１１ａ及び歯車２１Ｃの回転軸１２ｂは、軸受（図示せず）を介して、エンジン躯体２に対して回転可能に支持されている。 The cylinder 61 forms a part of the engine skeleton 2. Further, the rotary shaft 12b of the crank shaft 11a and the gear 21C is rotatably supported with respect to the engine skeleton 2 via a bearing (not shown).
　ロータ１２ａ，歯車２１Ｃ，回転軸１２ｂは、クランク軸１１ａによって回転駆動される従動回転体をなしている。 The rotor 12a, the gear 21C, and the rotating shaft 12b form a driven rotating body that is rotationally driven by the crank shaft 11a.
　クランク軸１１ａおよび回転軸１２ｂはともに、図１Ａの紙面に垂直な方向に延びている。 Both the crank shaft 11a and the rotating shaft 12b extend in the direction perpendicular to the paper surface of FIG. 1A.
　エンジン躯体２の底部には潤滑油を溜めるためのオイルパン３が設置されている。 An oil pan 3 for storing lubricating oil is installed at the bottom of the engine frame 2.
　［歯車列について］
　２個の歯車２１Ｃ，１４からなる歯車列について説明する。クランク軸１１ａには原歯車である歯車１４が設けられている。歯車１４は大歯車である。小歯車である歯車２１Ｃは、歯車１４と外接噛合し、歯車１４とは逆向きに回転する。 [About the gear train]
A gear train composed of two gears 21C and 14 will be described. The crank shaft 11a is provided with a gear 14 which is an original gear. The gear 14 is a large gear. The gear 21C, which is a small gear, circumscribes with the gear 14 and rotates in the direction opposite to that of the gear 14.
　２個の歯車２１Ｃ，１４からなる歯車列は、以下に説明する角運動量調整システムに共用される。 The gear train consisting of the two gears 21C and 14 is shared by the angular momentum adjustment system described below.
　［角運動量調整システムについて］
　図１Ａにおいて、クランク軸１１ａと歯車１４の回転系は右回りの回転系であり、また、歯車２１Ｃと回転軸１２ｂは左回りの回転系である。 [About the angular momentum adjustment system]
In FIG. 1A, the rotation system of the crank shaft 11a and the gear 14 is a clockwise rotation system, and the rotation system of the gear 21C and the rotation shaft 12b is a counterclockwise rotation system.
　パワーユニット１０１では、右回りの回転系の角運動量の合計値と左回りの回転系の角運動量の合計値とがほぼ等しい。ここで、たとえばクランク軸１２ａの回転方向（右回り）の角運動量を正とし、その逆の回転方向（左回り）の角運動量を負とする。この場合、右回りの回転系の角運動量（正の値）と左回りの回転系の角運動量（負の値）の合計がゼロに近くなるように設定できる。これにより、エンジン躯体の角運動量をゼロにすることができ、角運動量調整システムが構成される。 In the power unit 101, the total value of the angular momentum of the clockwise rotating system and the total value of the angular momentum of the counterclockwise rotating system are almost equal. Here, for example, the angular momentum in the rotation direction (clockwise) of the crank shaft 12a is positive, and the angular momentum in the opposite rotation direction (counterclockwise) is negative. In this case, the sum of the angular momentum (positive value) of the clockwise rotating system and the angular momentum (negative value) of the counterclockwise rotating system can be set to be close to zero. As a result, the angular momentum of the engine frame can be reduced to zero, and the angular momentum adjustment system is configured.
　このパワーユニット１０１は、角運動量調整システムを備えているので、内燃機関１１１を駆動すると、エンジン躯体２に角運動量が発生せず、エンジンに起因する振動・騒音を有意に抑制することができる。 Since this power unit 101 is equipped with an angular momentum adjustment system, when the internal combustion engine 111 is driven, angular momentum is not generated in the engine skeleton 2, and vibration and noise caused by the engine can be significantly suppressed.
　［第２の実施の形態］
　図２Ａは、本発明の第２の実施の形態に係るパワーユニットの概略構成を示す図であって、クランク軸の方向に垂直な断面図である。また、図２Ｂは、本発明の第２の実施の形態に係るパワーユニットのスケルトン図である。 [Second Embodiment]
FIG. 2A is a diagram showing a schematic configuration of a power unit according to a second embodiment of the present invention, and is a cross-sectional view perpendicular to the direction of the crank shaft. Further, FIG. 2B is a skeleton diagram of the power unit according to the second embodiment of the present invention.
　図２Ａ，図２Ｂに示すように、この第２の実施の形態に係るパワーユニット１０２は、バンク角が９０度のレシプロ形Ｖ形２気筒の内燃機関（エンジン）１１２と、内燃機関１１２の動力で回転し発電するジェネレータ１２，１３とを有する。 As shown in FIGS. 2A and 2B, the power unit 102 according to the second embodiment is powered by a reciprocating V-type 2-cylinder internal combustion engine (engine) 112 having a bank angle of 90 degrees and the internal combustion engine 112. It has generators 12 and 13 that rotate and generate power.
　内燃機関１１２は、クランク軸１１ａと、２個のシリンダ６１と、これらのシリンダ６１内でそれぞれが往復運動をする２個のピストン６１ａとを含む。 The internal combustion engine 112 includes a crank shaft 11a, two cylinders 61, and two pistons 61a, each of which reciprocates in these cylinders 61.
　シリンダ６１はエンジン躯体２の一部をなしている。また、内燃機関１１３のクランク軸１１ａ及び各歯車の回転軸１２ｂ，１３ｂ，３３ｂは、軸受（図示せず）を介して、エンジン躯体２に対して回転可能に支持されている。 The cylinder 61 forms a part of the engine skeleton 2. Further, the crank shaft 11a of the internal combustion engine 113 and the rotating shafts 12b, 13b, 33b of each gear are rotatably supported with respect to the engine skeleton 2 via bearings (not shown).
　エンジン躯体２の底部には潤滑油を溜めるためのオイルパン３が設置されている。 An oil pan 3 for storing lubricating oil is installed at the bottom of the engine frame 2.
　内燃機関１１２を駆動すると、一般にエンジン躯体２に振動を与える原因となる２次慣性力とエンジン躯体２の角運動量が発生するので、パワーユニット１０２は、２次慣性力バランサ（２次バランサ）と角運動量調整システムとを備えている。なお、１次慣性力については、クランク軸１１ａに設けるバランスウェイト（図示せず）の質量や方向を調整することで発生を抑制できる。 When the internal combustion engine 112 is driven, a secondary inertial force that generally causes vibration to the engine skeleton 2 and an angular momentum of the engine skeleton 2 are generated. Therefore, the power unit 102 has a secondary inertial force balancer (secondary balancer) and an angular momentum. It is equipped with an exercise amount adjustment system. The generation of the primary inertial force can be suppressed by adjusting the mass and direction of the balance weight (not shown) provided on the crank shaft 11a.
　この実施の形態に係るパワーユニット１０２は、４つの歯車１４，１５，１６，１７からなる歯車列と、２つの歯車１５，１６と同軸上に設けられた２つのジェネレータ１２，１３と、を含む。歯車１４は、内燃機関１１２のクランク軸１１ａに設けられる原歯車である。歯車１５とジェネレータ１２のロータ１２ａとに共通する回転軸１２ｂに、２次バランサ用のバランスウェイト３４ａが取り付けられている。また、歯車１７の回転軸３３ｂに、２次バランサ用のバランスウェイト３４ｂが設けられている。 The power unit 102 according to this embodiment includes a gear train composed of four gears 14, 15, 16 and 17, and two generators 12 and 13 provided coaxially with the two gears 15 and 16. The gear 14 is an original gear provided on the crank shaft 11a of the internal combustion engine 112. A balance weight 34a for a secondary balancer is attached to a rotating shaft 12b common to the gear 15 and the rotor 12a of the generator 12. Further, a balance weight 34b for a secondary balancer is provided on the rotating shaft 33b of the gear 17.
　歯車１５，１６，１７およびそれらとともに回転するジェネレータ１２，１３等は、クランク軸１１ａによって回転駆動される従動回転体を構成する。 The gears 15, 16, 17 and the generators 12, 13 and the like that rotate with them constitute a driven rotating body that is rotationally driven by the crank shaft 11a.
　なお、パワーユニット１０２は、内燃機関１１のクランク軸１１ａが水平に延びるように配置することもでき、また、鉛直になるように配置することもできる。 The power unit 102 may be arranged so that the crank shaft 11a of the internal combustion engine 11 extends horizontally, or may be arranged so as to be vertical.
　［歯車列について］
　４つの歯車１４，１５，１６，１７からなる歯車列について説明する。図２Ａ，図２Ｂに示すように、歯車１４は大歯車であり、歯車１５と歯車１７は歯車１４の歯数の半分の小歯車である。歯車１４は、内燃機関１１のクランク軸１１ａに固定された大歯車である原歯車である。歯車１５と歯車１７は、従歯車である。歯車１５は大歯車の歯車１４に外接噛合している。歯車１６は歯車１４に外接噛合している。歯車１７は歯車１４に直接噛合していない。 [About the gear train]
A gear train consisting of four gears 14, 15, 16, and 17 will be described. As shown in FIGS. 2A and 2B, the gear 14 is a large gear, and the gear 15 and the gear 17 are small gears having half the number of teeth of the gear 14. The gear 14 is a raw gear which is a large gear fixed to the crank shaft 11a of the internal combustion engine 11. The gear 15 and the gear 17 are slave gears. The gear 15 is circumscribed with the gear 14 of the large gear. The gear 16 is circumscribed with the gear 14. The gear 17 does not mesh directly with the gear 14.
　２つの歯車１５，１７は、図２Ａにおいて、歯車１４の中心を通る機関横断面中心線Ｚに対し上方向と下方向に等距離に配置され、互いに逆回転する。したがって、小歯車である２つの歯車１５，１６は、大歯車である歯車１４に対し逆回転し、歯車１７は歯車１４に対し同一方向に回転する。 In FIG. 2A, the two gears 15 and 17 are arranged equidistant upward and downward with respect to the engine cross-sectional center line Z passing through the center of the gear 14, and rotate in opposite directions to each other. Therefore, the two gears 15 and 16 which are small gears rotate in the reverse direction with respect to the gear 14 which is a large gear, and the gear 17 rotates in the same direction with respect to the gear 14.
　そして、歯車１５はジェネレータ１２のロータ１２ａの回転軸１２ｂに取り付けられている。また、歯車１６はジェネレータ１３のロータ１３ａの回転軸１３ｂに取り付けられている。したがって、ロータ１２ａ，１３ａは、クランク軸１１ａに対しいずれも逆方向に回転する。４つの歯車１４，１５，１６，１７からなる歯車列は、以下に説明する２次慣性力バランサ（２次バランサ）と角運動量調整システムとに共用される。 Then, the gear 15 is attached to the rotating shaft 12b of the rotor 12a of the generator 12. Further, the gear 16 is attached to the rotating shaft 13b of the rotor 13a of the generator 13. Therefore, the rotors 12a and 13a both rotate in the opposite direction to the crank shaft 11a. The gear train consisting of the four gears 14, 15, 16 and 17 is shared by the secondary inertial force balancer (secondary balancer) and the angular momentum adjustment system described below.
　［２次慣性力バランサについて］
　図２Ｂに示すように、歯車１５の回転軸はジェネレータ１２の回転軸１２ｂである。そして、バランスウェイト３４ａが、回転軸１２ｂに機関平面中心線Ｘに一致する位置に取り付けられている。回転軸３３ｂには、バランスウェイト３４ｂが機関平面中心線Ｘに一致して取り付けられている。 [About the secondary inertial force balancer]
As shown in FIG. 2B, the rotating shaft of the gear 15 is the rotating shaft 12b of the generator 12. Then, the balance weight 34a is attached to the rotation shaft 12b at a position corresponding to the engine plane center line X. A balance weight 34b is attached to the rotating shaft 33b so as to coincide with the engine plane center line X.
　バランスウェイト３４ａは、回転軸１２ｂとともに逆回転２次バランサを構成する。また、バランスウェイト３４ｂは、回転軸３３ｂとともに正回転２次バランサを構成する。これらの逆回転２次バランサと正回転２次バランサとで２次慣性力バランサ（２次バランサ）が構成される。これら逆回転２次バランサおよび正回転２次バランサは、クランク軸１１ａの回転数の２倍の回転数で回転して、内燃機関１１に生じる２次慣性力を解消することができる。 The balance weight 34a constitutes a reverse rotation secondary balancer together with the rotation shaft 12b. Further, the balance weight 34b and the rotation shaft 33b form a forward rotation secondary balancer. A secondary inertial force balancer (secondary balancer) is composed of these reverse rotation secondary balancers and forward rotation secondary balancers. The reverse rotation secondary balancer and the forward rotation secondary balancer rotate at a rotation speed twice the rotation speed of the crank shaft 11a, and can eliminate the secondary inertial force generated in the internal combustion engine 11.
　Ｖ型２気筒エンジンの場合、２つのシリンダ６１は図２Ｂの中心線Ｘに対して各々オフセットしているが、オフセットの図示は省略する。また、このオフセットにより振動の原因となるモーメントが発生するが、絶対値が低いため通常無視可能である。 In the case of a V-twin engine, the two cylinders 61 are offset from the center line X in FIG. 2B, but the offset is not shown. Further, this offset generates a moment that causes vibration, but it is usually negligible because the absolute value is low.
　［角運動量調整システムについて］
　図２Ａにおいて、クランク軸１１ａと歯車１４の回転系と、歯車１７と回転軸３３ｂとバランスウェイト３４ｂの回転系は右回りの回転系である。また、歯車１２と回転軸１２ｂとバランスウェイト３４ａの回転系と、歯車１６と回転軸１３ｂの回転系は左回りの回転系である。 [About the angular momentum adjustment system]
In FIG. 2A, the rotation system of the crank shaft 11a and the gear 14, and the rotation system of the gear 17, the rotation shaft 33b, and the balance weight 34b are clockwise rotation systems. Further, the rotation system of the gear 12, the rotation shaft 12b, and the balance weight 34a, and the rotation system of the gear 16 and the rotation shaft 13b are counterclockwise rotation systems.
　パワーユニット１０２は、２つの右回りの回転系の角運動量の合計値と２つの左回りの回転系の角運動量の合計値とが等しくなるように設定することができる。すなわち、４つの回転系全体としての角運動量をゼロに設定できる。したがって、角運動量調整システムが構成される。 The power unit 102 can be set so that the total value of the angular momentums of the two clockwise rotating systems and the total value of the angular momentums of the two counterclockwise rotating systems are equal. That is, the angular momentum of the four rotation systems as a whole can be set to zero. Therefore, the angular momentum adjustment system is configured.
　パワーユニット１０２は、２次慣性力バランサと角運動量調整システムとを備えているので、エンジンを駆動すると、２次慣性力とエンジン躯体の角運動量が発生しない。したがって、エンジンに起因する振動・騒音を実質的になくしてゼロバイブレーションエンジンを実現することができる。 Since the power unit 102 is equipped with a secondary inertial force balancer and an angular momentum adjustment system, when the engine is driven, the secondary inertial force and the angular momentum of the engine skeleton are not generated. Therefore, it is possible to realize a zero vibration engine by substantially eliminating vibration and noise caused by the engine.
　［第３の実施の形態］
　図３Ａは、本発明の第３の実施の形態に係るパワーユニットの概略構成を示す図であって、クランク軸の方向に垂直な断面図である。また、図３Ｂは、本発明の第３の実施の形態に係るパワーユニットのスケルトン図である。 [Third Embodiment]
FIG. 3A is a diagram showing a schematic configuration of a power unit according to a third embodiment of the present invention, and is a cross-sectional view perpendicular to the direction of the crank shaft. Further, FIG. 3B is a skeleton diagram of the power unit according to the third embodiment of the present invention.
　図３Ａ，図３Ｂに示すように、この第３の実施の形態に係るパワーユニット１０３は、第１の実施形態と同様に、クランク直列３気筒のレシプロ形内燃機関（エンジン）１１３と、エンジンの動力で回転し発電するジェネレータ１２とを有する。エンジンを駆動すると１次慣性偶力と２次慣性偶力とエンジン躯体の角運動量が発生するので、この第３の実施の形態のパワーユニット１０３はさらに、１次慣性偶力バランサ（１次バランサ）と２次慣性偶力バランサ（２次バランサ）を備えている。 As shown in FIGS. 3A and 3B, the power unit 103 according to the third embodiment includes the reciprocating internal combustion engine (engine) 113 having a crank in-line 3-cylinder engine and the power of the engine, as in the first embodiment. It has a generator 12 that rotates and generates power. When the engine is driven, a primary inertia couple, a secondary inertia couple, and an angular momentum of the engine skeleton are generated. Therefore, the power unit 103 of the third embodiment further has a primary inertia couple (primary balancer). And equipped with a secondary inertia couple balancer (secondary balancer).
　この実施の形態に係るパワーユニット１０３は、６つの歯車２１Ｃ、１４，２１Ａ，２１Ｂ，２０，１８からなる歯車列を有する。ジェネレータ１２のロータ１２ａは、歯車２１Ｃの回転軸１２ｂとともに回転する。歯車２１Ｂの回転軸１３ｂには、２個の１次バランサ用のバランスウェイト３５，３５が取り付けられている。歯車２０の回転軸３３ｂには、２個の２次バランサ用のバランスウェイト３４ｂ，３４ｂが取り付けられている。歯車１８の回転軸３３ａには、２次バランサ用のバランスウェイト３４ａ，３４ａが取り付けられている。 The power unit 103 according to this embodiment has a gear train composed of six gears 21C, 14, 21A, 21B, 20, and 18. The rotor 12a of the generator 12 rotates together with the rotating shaft 12b of the gear 21C. Balance weights 35 and 35 for two primary balancers are attached to the rotating shaft 13b of the gear 21B. Balance weights 34b and 34b for two secondary balancers are attached to the rotating shaft 33b of the gear 20. Balance weights 34a and 34a for the secondary balancer are attached to the rotating shaft 33a of the gear 18.
　歯車２１Ｃ，２１Ｂ，２０，１８およびこれらの歯車とそれぞれ一体で回転するロータ１２ａ，回転軸１２ｂ，１３ｂ，３３ｂ，３３ａ等は、クランク軸１１ａによって回転駆動される従動回転体を構成する。 The gears 21C, 21B, 20, 18 and the rotor 12a, rotating shafts 12b, 13b, 33b, 33a, etc. that rotate integrally with these gears constitute a driven rotating body that is rotationally driven by the crank shaft 11a.
　［歯車列について］
　６つの歯車２１Ｃ，１４，２１Ａ，２１Ｂ，２０，１８からなる歯車列について説明する。内燃機関１１３のクランク軸１１ａには、原歯車である歯車１４とその内側の歯車２１Ａとが取り付けられている。歯車１４は大歯車である。歯車２１Ａと歯車２１Ｂは、互いに外接噛合し互いに逆回転する同じ歯数の中歯車である。歯車２０は、歯数が歯車２１Ａの半分の小歯車であり、歯車２１Ｂに外接噛合し互いに逆回転する。 [About the gear train]
A gear train consisting of six gears 21C, 14, 21A, 21B, 20, and 18 will be described. A gear 14 which is an original gear and a gear 21A inside the gear 14 are attached to the crank shaft 11a of the internal combustion engine 113. The gear 14 is a large gear. The gear 21A and the gear 21B are medium gears having the same number of teeth that circumscribe and rotate in the opposite direction to each other. The gear 20 is a small gear having half the number of teeth of the gear 21A, and is circumscribed with the gear 21B and rotates in the opposite direction to each other.
　歯車１８は、歯数が歯車２１Ａの半分の小歯車であり、歯車２０に外接噛合している。歯車１８、２０は、図２Ａにおいて、歯車１４の中心から下方向で、かつ機関縦断面中心線Ｙの両側の等距離に位置する。歯車２１Ｃは、歯車１４と外接噛合し、歯車１４に対して逆回転する。 The gear 18 is a small gear having half the number of teeth of the gear 21A, and is circumscribed with the gear 20. The gears 18 and 20 are located in FIG. 2A downward from the center of the gear 14 and equidistant on both sides of the engine vertical cross-sectional center line Y. The gear 21C circumscribes with the gear 14 and rotates in the reverse direction with respect to the gear 14.
　したがって、小歯車である歯車１８は、中歯車である歯車２１Ａに対し２倍速で逆回転する。また、小歯車である歯車２０は、歯車２１Ａに対し同一方向に２倍速で回転する。中歯車である歯車２１Ｂは、クランク軸１１ａに対し逆方向に同一速度で回転する。 Therefore, the gear 18 which is a small gear rotates in the reverse direction at twice the speed of the gear 21A which is a middle gear. Further, the gear 20 which is a small gear rotates at double speed in the same direction with respect to the gear 21A. The gear 21B, which is a middle gear, rotates at the same speed in the opposite direction to the crank shaft 11a.
　６つの歯車２１Ｃ，１４，２１Ａ，２１Ｂ，２０，１８からなる歯車列は、以下に説明する１次慣性偶力バランサ（１次バランサ）と２次慣性偶力バランサ（２次バランサ）と角運動量調整システムとに共用される。 The gear train consisting of the six gears 21C, 14, 21A, 21B, 20 and 18 consists of the primary inertia couple balancer (primary balancer), the secondary inertia couple balancer (secondary balancer) and the angular momentum described below. Shared with the coordination system.
　［１次慣性偶力バランサ及び２次慣性偶力バランサについて］
　ランチェスターの理論を用いて１次慣性偶力バランサを設定する手法が知られている。ランチェスターの理論とは、「ピストンの往復運動による慣性力は、その二分の一の慣性力を持ち、お互いに逆回転する一対の回転体の遠心力と等価である。」というものである。２次慣性偶力バランサのウェイトも同じように、ランチェスターの理論を適用して設定可能である。 [About the primary inertia couple balancer and the secondary inertia couple balancer]
A method of setting a first-order inertia couple balancer using Lanchester's theory is known. Lanchester's theory is that "the inertial force due to the reciprocating motion of the piston has half the inertial force and is equivalent to the centrifugal force of a pair of rotating bodies that rotate in opposite directions." Similarly, the weight of the secondary inertia couple balancer can be set by applying Lanchester's theory.
　図３Ａ，図３Ｂにおいて、歯車２１Ｂは、歯車２１Ａに外接噛合しており、１次バランサ用のバランスウェイト３５，３５が左方向へ略３０度の角度に位相をずらして配置されている。歯車２０は、歯車２１Ｂに外接噛合し、逆方向に回転する。このとき、２次バランサ用のバランスウェイト３４ｂ，３４ｂは、左方向へ角度略３０度だけ位相をずらして配置されている。なお、位相角度は、第１ピストンが上死点にある時の位置を基準とする。以下も同様である。 In FIGS. 3A and 3B, the gear 21B is circumscribed to the gear 21A, and the balance weights 35 and 35 for the primary balancer are arranged so as to be out of phase at an angle of approximately 30 degrees to the left. The gear 20 circumscribes the gear 21B and rotates in the opposite direction. At this time, the balance weights 34b and 34b for the secondary balancer are arranged so as to be out of phase by an angle of about 30 degrees to the left. The phase angle is based on the position when the first piston is at top dead center. The same applies to the following.
　歯車１８は、歯車２０と外接噛合し、歯車２０に対して逆方向に回転する。歯車２０は歯車２１Ａとは直接噛合していない。２次バランサ用のバランスウェイト３４ａ，３４ａは、右方向へ角度略３０度だけ位相をずらして配置されている。 The gear 18 circumscribes with the gear 20 and rotates in the opposite direction to the gear 20. The gear 20 does not directly mesh with the gear 21A. The balance weights 34a and 34a for the secondary balancer are arranged so as to be out of phase by an angle of approximately 30 degrees to the right.
　これにより、バランスウェイト３５，３５を有する回転軸１３ｂは、１次慣性偶力バランサ（１次バランサ）を構成し、内燃機関１１３に生じる１次慣性偶力を解消することができる。 Thereby, the rotating shaft 13b having the balance weights 35 and 35 constitutes a primary inertia couple (primary balancer), and the primary inertia couple generated in the internal combustion engine 113 can be eliminated.
　図３Ａに示すように、２個のバランスウェイト３５，３５は回転軸１３ｂに対して反対側にあり、２個のバランスウェイト３４ａ，３４ａは回転軸３３ａに対して反対側にあり、２個のバランスウェイト３４ｂ，３４ｂは回転軸３３ｂに対して反対側にある。 As shown in FIG. 3A, the two balance weights 35 and 35 are on the opposite side of the rotating shaft 13b, and the two balance weights 34a and 34a are on the opposite side of the rotating shaft 33a. The balance weights 34b and 34b are on the opposite side of the rotating shaft 33b.
　また、バランスウェイト３４ａ，３４ａを有する回転軸３３ａ、及びバランスウェイト３４ｂ，３４ｂを有する回転軸３３ｂは、２次慣性偶力バランサ（２次バランサ）を構成し、内燃機関１１３に生じる２次慣性偶力を解消することができる。 Further, the rotary shaft 33a having the balance weights 34a and 34a and the rotary shaft 33b having the balance weights 34b and 34b form a secondary inertia couple balancer (secondary balancer), and the secondary inertia couple generated in the internal combustion engine 113. The force can be eliminated.
　［角運動量調整システムについて］
　図３Ａで、クランク軸１１ａと歯車１４，２１Ａの回転系と、歯車２０と回転軸３３ｂとバランスウェイト３４ｂ，３４ｂの回転系は右回りの回転系である。また、歯車２１Ｂと回転軸１３ｂとバランスウェイト３５，３５の回転系と、歯車１８と回転軸３３ａとバランスウェイト３４ａ，３４ａの回転系と、歯車２１Ｃと回転軸１２ｂは左回りの回転系である。 [About the angular momentum adjustment system]
In FIG. 3A, the rotation system of the crank shaft 11a and the gears 14, 21A, the rotation system of the gear 20, the rotation shaft 33b, and the balance weights 34b, 34b are clockwise rotation systems. Further, the rotation system of the gear 21B, the rotation shaft 13b and the balance weights 35 and 35, the rotation system of the gear 18, the rotation shaft 33a and the balance weights 34a and 34a, and the gear 21C and the rotation shaft 12b are counterclockwise rotation systems. ..
　パワーユニット１０３は、２つの右回りの回転系の角運動量の合計値と３つの左回りの回転系の角運動量の合計値とが等しくなるように設定することができる。すなわち、５つの回転系全体としての角運動量をゼロに設定できる。これにより、角運動量調整システムが構成される。 The power unit 103 can be set so that the total value of the angular momentums of the two clockwise rotating systems and the total value of the angular momentums of the three counterclockwise rotating systems are equal. That is, the angular momentum of the five rotation systems as a whole can be set to zero. This constitutes an angular momentum adjustment system.
　パワーユニット１０３は、１次慣性偶力バランサと２次慣性偶力バランサと角運動量調整システムとを備えているので、エンジンを駆動すると、１次慣性偶力と２次慣性偶力とエンジン躯体の角運動量が発生しない。したがって、エンジンに起因する振動・騒音を実質的になくしてゼロバイブレーションエンジンを実現することができる。 Since the power unit 103 includes a primary inertia couple balancer, a secondary inertia couple balancer, and an angular momentum adjustment system, when the engine is driven, the primary inertia couple, the secondary couple, and the angle of the engine skeleton are provided. No momentum is generated. Therefore, it is possible to realize a zero vibration engine by substantially eliminating vibration and noise caused by the engine.
　［第４の実施の形態］
　図４Ａは、本発明の第４の実施の形態に係るパワーユニットの概略構成を示す図であって、クランク軸の方向に垂直な断面図である。また、図４Ｂは、本発明の第４の実施の形態に係るパワーユニットのスケルトン図である。 [Fourth Embodiment]
FIG. 4A is a diagram showing a schematic configuration of a power unit according to a fourth embodiment of the present invention, and is a cross-sectional view perpendicular to the direction of the crank shaft. Further, FIG. 4B is a skeleton diagram of the power unit according to the fourth embodiment of the present invention.
　図４Ａ，図４Ｂに示すように、この第４の実施の形態に係るパワーユニット１０４は、１８０度クランク直列４気筒のレシプロ形内燃機関（エンジン）１１４と、内燃機関１１４の動力で回転し発電するジェネレータ１３とを有する（フラットプレーンＬ４）。内燃機関１１４を駆動すると、一般に２次慣性力とエンジン躯体２の角運動量が発生するので、パワーユニット１０４は、２次慣性力バランサ（２次バランサ）と角運動量調整システムとを備えている。 As shown in FIGS. 4A and 4B, the power unit 104 according to the fourth embodiment rotates and generates power by the power of a reciprocating internal combustion engine (engine) 114 having a 180-degree crank in-line 4-cylinder engine and the internal combustion engine 114. It has a generator 13 (flat plane L4). When the internal combustion engine 114 is driven, a secondary inertial force and an angular momentum of the engine skeleton 2 are generally generated. Therefore, the power unit 104 includes a secondary inertial force balancer (secondary balancer) and an angular momentum adjusting system.
　クランク軸１１ａに取り付けられた大歯車である原歯車１４は、ジェネレータ１３のロータ１３ａを備えた軸１３ｂと、２次慣性力バランサ用ウェイトを備えた２軸１２ｂ，３３ｂとを駆動する。 The original gear 14, which is a large gear attached to the crank shaft 11a, drives the shaft 13b provided with the rotor 13a of the generator 13 and the two shafts 12b and 33b provided with weights for the secondary inertial force balancer.
　この実施の形態に係るパワーユニット１０４は、５つの歯車１４，１５，１６，１７，２１Ａからなる歯車列を含む。歯車１４，２１Ａは、内燃機関１１４のクランク軸１１ａに取り付けられる原歯車である。ジェネレータ１３は、歯車列の中の１つの歯車１６の回転軸１３ｂと同軸上に取り付けられている。歯車１５の回転軸１２ｂに２次バランサ用のバランスウェイト３４ａが取り付けられている。また、歯車１７の回転軸３３ｂに２次バランサ用のバランスウェイト３４ｂが取り付けられている。 The power unit 104 according to this embodiment includes a gear train consisting of five gears 14, 15, 16, 17, and 21A. The gears 14 and 21A are original gears attached to the crank shaft 11a of the internal combustion engine 114. The generator 13 is mounted coaxially with the rotating shaft 13b of one gear 16 in the gear train. A balance weight 34a for a secondary balancer is attached to the rotating shaft 12b of the gear 15. Further, a balance weight 34b for a secondary balancer is attached to the rotating shaft 33b of the gear 17.
　歯車１５，１６，１７，２１Ａおよびこれらの歯車とそれぞれ一体で回転する回転軸１２ｂ，１３ｂ，３３ｂ等は、クランク軸１１ａによって回転駆動される従動回転体を構成する。 The gears 15, 16, 17, 21A and the rotating shafts 12b, 13b, 33b and the like that rotate integrally with these gears constitute a driven rotating body that is rotationally driven by the crank shaft 11a.
　［歯車列について］
　５つの歯車１４，１５，１６，１７，２１Ａからなる歯車列について説明する。図４Ａ，図４Ｂに示すように、歯車１５と歯車１７は、歯数が歯車２１Ａの半分の小歯車で、互いに外接噛合している。歯車１４は、内燃機関１１４のクランク軸１１ａに取り付けられた大歯車である原歯車である。歯車１５と歯車２１Ａは互いに外接噛合している。歯車１６は歯車１４に外接噛合している。 [About the gear train]
A gear train consisting of five gears 14, 15, 16, 17, and 21A will be described. As shown in FIGS. 4A and 4B, the gear 15 and the gear 17 are small gears having half the number of teeth of the gear 21A and are circumscribed with each other. The gear 14 is a raw gear which is a large gear attached to the crank shaft 11a of the internal combustion engine 114. The gear 15 and the gear 21A are circumscribed with each other. The gear 16 is circumscribed with the gear 14.
　歯車１７は歯車２１Ａに直接噛合していない。２つの歯車１５，１７は、図４Ａにおいて、歯車１４の中心を通る機関横断面中心線Ｙに対し左右方向に等距離に配置され、互いに逆回転する。歯車１６の歯数は任意である。 The gear 17 does not directly mesh with the gear 21A. In FIG. 4A, the two gears 15 and 17 are arranged equidistant in the left-right direction with respect to the engine cross-sectional center line Y passing through the center of the gear 14, and rotate in opposite directions to each other. The number of teeth of the gear 16 is arbitrary.
　小歯車である２つの歯車１５，１７は、大歯車である歯車１４に対し２倍速で回転する。歯車１７は歯車１４，２１Ａに対し同一方向に回転する。また、歯車１５と歯車１６は、歯車１４，２１Ａに対し逆方向に回転する。 The two gears 15 and 17, which are small gears, rotate at twice the speed of the gear 14, which is a large gear. The gear 17 rotates in the same direction with respect to the gears 14 and 21A. Further, the gear 15 and the gear 16 rotate in opposite directions with respect to the gears 14 and 21A.
　歯車１５は回転軸１２ｂに取り付けられている。また、歯車１６はジェネレータ１３のロータ１３ａの回転軸１３ｂに取り付けられている。したがって、ロータ１３ａは、クランク軸１１ａに対し逆方向に回転する。 The gear 15 is attached to the rotating shaft 12b. Further, the gear 16 is attached to the rotating shaft 13b of the rotor 13a of the generator 13. Therefore, the rotor 13a rotates in the opposite direction to the crank shaft 11a.
　５つの歯車１４，１５，１６，１７，２１Ａからなる歯車列は、以下に説明する２次慣性力バランサ（２次バランサ）と角運動量調整システムとに共用される。 The gear train consisting of the five gears 14, 15, 16, 17, and 21A is shared by the secondary inertial force balancer (secondary balancer) and the angular momentum adjustment system described below.
　［２次慣性力バランサについて］
　図４Ａ，図４Ｂに示すように、歯車１５の回転軸１２ｂにはバランスウェイト３４ａが取り付けられており、歯車１７の回転軸３３ｂにはバランスウェイト３４ｂが取り付けられている。 [About the secondary inertial force balancer]
As shown in FIGS. 4A and 4B, a balance weight 34a is attached to the rotating shaft 12b of the gear 15, and a balance weight 34b is attached to the rotating shaft 33b of the gear 17.
　バランスウェイト３４ａ，３４ｂは、２つの回転軸１２ｂ，３３ｂを含めて２次慣性力バランサ（２次バランサ）を構成し、クランク軸１１ａの回転数の２倍の回転数で回転する。これにより、内燃機関１１４に生じる２次慣性力を解消することができる。 The balance weights 34a and 34b form a secondary inertial force balancer (secondary balancer) including the two rotation shafts 12b and 33b, and rotate at a rotation speed twice the rotation speed of the crank shaft 11a. As a result, the secondary inertial force generated in the internal combustion engine 114 can be eliminated.
　［角運動量調整システムについて］
　パワーユニット１０４では、図４Ａに示す２つの右回りの回転系の角運動量の合計値と、２つの左回りの回転系の角運動量の合計値が等しくなるように設定することができる。したがって、４つの回転系全体としての角運動量をゼロに設定することができる。これにより、角運動量調整システムを構成する。 [About the angular momentum adjustment system]
In the power unit 104, the total value of the angular momentums of the two clockwise rotating systems shown in FIG. 4A can be set to be equal to the total value of the angular momentums of the two counterclockwise rotating systems. Therefore, the angular momentum of the four rotation systems as a whole can be set to zero. This constitutes an angular momentum adjustment system.
　パワーユニット１０４は、２次慣性力バランサと角運動量調整システムとを備えているので、エンジンを駆動すると、２次慣性力とエンジン躯体の角運動量がどちらも発生しない。したがって、エンジンに起因する振動・騒音を実質的になくしてゼロバイブレーションエンジンを実現することができる。 Since the power unit 104 is equipped with a secondary inertial force balancer and an angular momentum adjustment system, neither the secondary inertial force nor the angular momentum of the engine skeleton is generated when the engine is driven. Therefore, it is possible to realize a zero vibration engine by substantially eliminating vibration and noise caused by the engine.
　なお、本実施形態の変形例として、２次バランサ軸（回転軸１２ｂ）にジェネレータを備えていてもよい（図示せず）。 As a modification of this embodiment, the secondary balancer shaft (rotary shaft 12b) may be provided with a generator (not shown).
　［第５の実施の形態］
　図５Ａは、本発明の第５の実施の形態に係るパワーユニットの概略構成を示す図であって、クランク軸の方向に垂直な断面図である。また、図５Ｂは、本発明の第５の実施の形態に係るパワーユニットのスケルトン図である。さらに、図５Ｃは、本発明の第５の実施の形態に係るパワーユニットにおける４気筒エンジンのクランクピンの位置関係を示す図である。 [Fifth Embodiment]
FIG. 5A is a diagram showing a schematic configuration of a power unit according to a fifth embodiment of the present invention, and is a cross-sectional view perpendicular to the direction of the crank shaft. Further, FIG. 5B is a skeleton diagram of the power unit according to the fifth embodiment of the present invention. Further, FIG. 5C is a diagram showing the positional relationship of the crankpins of the 4-cylinder engine in the power unit according to the fifth embodiment of the present invention.
　図５Ａ，図５Ｂ，図５Ｃに示すように、この第５の実施の形態に係る内燃機関１１５は、クランク直列のレシプロ形４気筒で、クランクピンが９０度の位相で配置されているクロスプレーンエンジン（クロスプレーンＬ１４）である。クランク軸１１ａに取り付けられた大歯車である原歯車１４は、ジェネレータ１２のロータ１２ａを備えた軸１２ｂを駆動し、１次慣性偶力バランサを角度９０°のクロス状に備えた軸３３ｂを、原歯車１４と同軸の歯車２１Ａによって駆動する。 As shown in FIGS. 5A, 5B, and 5C, the internal combustion engine 115 according to the fifth embodiment is a reciprocating four-cylinder engine in series with cranks, and a crossplane in which crankpins are arranged in a phase of 90 degrees. It is an engine (crossplane L14). The original gear 14, which is a large gear attached to the crank shaft 11a, drives the shaft 12b provided with the rotor 12a of the generator 12, and has a shaft 33b provided with a primary inertia couple balancer in a cross shape at an angle of 90 °. It is driven by a gear 21A coaxial with the original gear 14.
　図５Ａ，図５Ｂ，図５Ｃに示すように、この実施の形態に係るパワーユニット１０５は、内燃機関１１５と、内燃機関１１５の動力で回転し発電するジェネレータ１２とを有する。内燃機関１１５を駆動すると、１次慣性偶力とエンジン躯体２の角運動量が発生するので、パワーユニット１０５は、１次慣性偶力バランサ（１次バランサ）と角運動量調整システムとを備える。 As shown in FIGS. 5A, 5B, and 5C, the power unit 105 according to this embodiment includes an internal combustion engine 115 and a generator 12 that rotates and generates electricity by the power of the internal combustion engine 115. When the internal combustion engine 115 is driven, a primary inertia couple and an angular momentum of the engine skeleton 2 are generated. Therefore, the power unit 105 includes a primary inertia couple balancer (primary balancer) and an angular momentum adjusting system.
　この実施の形態に係るパワーユニット１０５は、内燃機関１１５のクランク軸１１ａに取り付けられる原歯車である歯車１４及び歯車２１Ａと、歯車２１Ａと外接噛合する回転軸３３ｂの歯車１７と、歯車１４と外接噛合するジェネレータ１２を備えた回転軸１２ｂの歯車２１Ｃとを含む。歯車１７には、１次慣性偶力用のバランスウェイト３５，３６，３５，３６が、互いに角度９０°だけ位相をずらして配置されている。４気筒エンジンたる内燃機関１１５は、図５Ｃに示すように、点火間隔が１８０度ではなく、不等間隔爆発である。
　歯車２１Ｃ，１７およびこれらの歯車とそれぞれ一体で回転する回転軸１２ｂ，３３ｂ等は、クランク軸１１ａによって回転駆動される従動回転体を構成する。 The power unit 105 according to this embodiment has a gear 14 and a gear 21A which are raw gears attached to a crank shaft 11a of an internal combustion engine 115, a gear 17 of a rotary shaft 33b which is externally meshed with the gear 21A, and externally meshed with the gear 14. The gear 21C of the rotating shaft 12b provided with the generator 12 is included. Balance weights 35, 36, 35, 36 for the primary inertia couple are arranged on the gear 17 so as to be out of phase with each other by an angle of 90 °. As shown in FIG. 5C, the internal combustion engine 115, which is a 4-cylinder engine, has an unequal interval explosion instead of an ignition interval of 180 degrees.
The gears 21C, 17 and the rotating shafts 12b, 33b, etc. that rotate integrally with these gears constitute a driven rotating body that is rotationally driven by the crank shaft 11a.
　［歯車列について］
　４つの歯車２１Ｃ，１４，２１Ａ，１７からなる歯車列について説明する。図５Ａ，図５Ｂに示すように、歯車２１Ｃは大歯車１４に外接噛合する。歯車１７は、クランク軸１１ａの内側に配した歯車２１Ａに外接噛合しており、その歯数は歯車２１Ａの歯数と同じである。したがって、歯車１７は、クランク軸１１ａと同速度で逆回転する。 [About the gear train]
A gear train consisting of four gears 21C, 14, 21A, and 17 will be described. As shown in FIGS. 5A and 5B, the gear 21C circumscribes the large gear 14. The gear 17 is circumscribed with the gear 21A arranged inside the crank shaft 11a, and the number of teeth thereof is the same as the number of teeth of the gear 21A. Therefore, the gear 17 rotates in the reverse direction at the same speed as the crank shaft 11a.
　歯車２１Ｃは、ジェネレータ１２のロータ１２ａの回転軸１２ｂに取り付けられている。したがって、ロータ１２ａは、クランク軸１１ａに対し逆方向に回転する。 The gear 21C is attached to the rotating shaft 12b of the rotor 12a of the generator 12. Therefore, the rotor 12a rotates in the opposite direction to the crank shaft 11a.
　４つの歯車２１Ｃ，１４、２１Ａ、１７からなる歯車列は、以下に説明する１次慣性偶力バランサ（１次バランサ）と角運動量調整システムとに共用される。 The gear train consisting of the four gears 21C, 14, 21A, and 17 is shared by the primary inertia couple balancer (primary balancer) and the angular momentum adjustment system described below.
　［１次慣性偶力バランサについて］
　図５Ａ，図５Ｂに示すように、歯車２１Ｃの回転軸１２ｂはジェネレータ１２の回転軸１２ｂである。そして、バランスウェイト３５，３６，３５，３６が、歯車１７の回転軸３３ｂに互いに角度９０°だけ位相をずらして配置されている。 [About the primary inertia couple balancer]
As shown in FIGS. 5A and 5B, the rotating shaft 12b of the gear 21C is the rotating shaft 12b of the generator 12. The balance weights 35, 36, 35, 36 are arranged on the rotation shaft 33b of the gear 17 with their phases shifted by an angle of 90 ° from each other.
　バランスウェイト３５，３６は、回転軸３３ｂとともに１次慣性偶力バランサ（１次バランサ）を構成し、クランク軸１１ａの回転数と同じ回転数で逆回転する。これにより、内燃機関１１５に生じる１次慣性偶力を解消することができる。 The balance weights 35 and 36 form a primary inertia couple balancer (primary balancer) together with the rotation shaft 33b, and rotate in the reverse direction at the same rotation speed as the rotation speed of the crank shaft 11a. As a result, the primary inertia couple generated in the internal combustion engine 115 can be eliminated.
　［角運動量調整システムについて］
　パワーユニット１０５では、図５Ａに示す１つの右回りの回転系の角運動量と、２つの左回りの回転系の角運動量の合計値が等しくなるように設定することができる。したがって、３つの回転系全体としての角運動量をゼロに設定することができる。これにより、角運動量調整システムを構成する。 [About the angular momentum adjustment system]
In the power unit 105, the total value of the angular momentum of one clockwise rotating system and the angular momentum of two counterclockwise rotating systems shown in FIG. 5A can be set to be equal to each other. Therefore, the angular momentum of the three rotation systems as a whole can be set to zero. This constitutes an angular momentum adjustment system.
　パワーユニット１０５は、１次慣性偶力バランサと角運動量調整システムとを備えているので、内燃機関１１５を駆動すると、１次慣性偶力とエンジン躯体の角運動量が発生しない。したがって、内燃機関１１５の構造に起因する振動・騒音を実質的になくしてゼロバイブレーションエンジンを実現することができる。 Since the power unit 105 is equipped with a primary inertia couple balancer and an angular momentum adjustment system, when the internal combustion engine 115 is driven, the primary inertia couple and the angular momentum of the engine frame are not generated. Therefore, it is possible to realize a zero vibration engine by substantially eliminating vibration and noise caused by the structure of the internal combustion engine 115.
　［第６の実施の形態］
　図６Ａは、本発明の第６の実施の形態に係るパワーユニットの概略構成を示す図であって、クランク軸の方向に垂直な断面図である。また、図６Ｂは、本発明の第６の実施の形態に係るパワーユニットの一部のスケルトン図である。 [Sixth Embodiment]
FIG. 6A is a diagram showing a schematic configuration of a power unit according to a sixth embodiment of the present invention, and is a cross-sectional view perpendicular to the direction of the crank shaft. Further, FIG. 6B is a skeleton diagram of a part of the power unit according to the sixth embodiment of the present invention.
　図６Ａ，図６Ｂに示すように、この実施の形態に係るパワーユニット１０６は、レシプロ形２気筒のタンデムツインエンジンたる内燃機関１１６と、内燃機関１１６の動力で回転し発電するジェネレータ１２，１３とを有する。内燃機関１１６を駆動すると、一般に２次慣性力とエンジン躯体２の角運動量が発生するので、パワーユニット１０６は、２次慣性力バランサ（２次バランサ）と角運動量調整システムとを備えている。 As shown in FIGS. 6A and 6B, the power unit 106 according to this embodiment includes an internal combustion engine 116 which is a reciprocating two-cylinder tandem twin engine and generators 12 and 13 which are rotated by the power of the internal combustion engine 116 to generate electricity. Have. When the internal combustion engine 116 is driven, a secondary inertial force and an angular momentum of the engine skeleton 2 are generally generated. Therefore, the power unit 106 includes a secondary inertial force balancer (secondary balancer) and an angular momentum adjusting system.
　パワーユニット１０６は、内燃機関１１６と、内燃機関１１６から動力伝達され発電する２つのジェネレータ１２，１３と、６つの歯車２３，２４，２５，２６，２６，２７，２８からなる歯車列とを含む。歯車２５の回転軸３３ａに２次バランサ用のバランスウェイト３４ａが取り付けられている。また、歯車２６の回転軸３３ｂに２次バランサ用のバランスウェイト３４ｂが取り付けられている。 The power unit 106 includes an internal combustion engine 116, two generators 12 and 13 that are powered and generated from the internal combustion engine 116, and a gear train consisting of six gears 23, 24, 25, 26, 26, 27, 28. A balance weight 34a for the secondary balancer is attached to the rotating shaft 33a of the gear 25. Further, a balance weight 34b for a secondary balancer is attached to the rotating shaft 33b of the gear 26.
　歯車２５，２６，２６，２７，２８およびこれらの歯車とそれぞれ一体で回転する回転軸３３ａ，３３ｂ，１２ｂ，１３ｂ等は、クランク軸１１ａ１，１１ａ２によって回転駆動される従動回転体を構成する。 The gears 25, 26, 26, 27, 28 and the rotating shafts 33a, 33b, 12b, 13b and the like that rotate integrally with these gears constitute a driven rotating body that is rotationally driven by the crank shafts 11a1, 11a2.
　［歯車列について］
　６つの歯車２３，２４，２５，２６，２６，２７，２８からなる歯車列について説明する。内燃機関１１６の２つのクランク軸１１ａ１，１１ａ２のそれぞれに歯数が同数の大歯車である歯車２３、歯車２４が取り付けられ、歯車２３と歯車２４は互いに外接噛合している。歯車２５と歯車２６は、歯数が大歯車の半数の小歯車であり、それらは歯車２３及び歯車２４にそれぞれ外接噛合している。歯車２７と歯車２８は、歯車２５及び歯車２６にそれぞれ外接噛合している。歯車２７と歯車２８の歯数は、互いに同数であることが望ましい。 [About the gear train]
A gear train consisting of six gears 23, 24, 25, 26, 26, 27, 28 will be described. A gear 23 and a gear 24, which are large gears having the same number of teeth, are attached to each of the two crank shafts 11a1 and 11a2 of the internal combustion engine 116, and the gear 23 and the gear 24 are externally meshed with each other. The gear 25 and the gear 26 are small gears having half the number of teeth of the large gear, and they are circumscribed with the gear 23 and the gear 24, respectively. The gear 27 and the gear 28 are circumscribed with the gear 25 and the gear 26, respectively. It is desirable that the number of teeth of the gear 27 and the gear 28 is the same as each other.
　したがって、歯車２３と歯車２４は、同一速度で互いに逆回転する。歯車２５と歯車２６は、噛合している歯車２３及び歯車２４に対し２倍速で逆回転する。歯車２７と歯車２８は互いに逆方向に回転する。 Therefore, the gear 23 and the gear 24 rotate in opposite directions at the same speed. The gear 25 and the gear 26 rotate in reverse at double speed with respect to the meshing gear 23 and the gear 24. The gear 27 and the gear 28 rotate in opposite directions to each other.
　６つの歯車２３，２４，２５，２６，２６，２７，２８からなる歯車列は、以下に説明する２次慣性力バランサ（２次バランサ）と角運動量調整システムとに共用される。 The gear train consisting of the six gears 23, 24, 25, 26, 26, 27, 28 is shared by the secondary inertial force balancer (secondary balancer) and the angular momentum adjustment system described below.
　［２次慣性力バランサについて］
　図６Ａに示すように、歯車２５と歯車２６は、２つの内燃機関１１６の中心を結ぶ線から下方に等距離でかつ機関縦断面中心線Ｙに関し両側に等距離に位置し、クランク軸１１ａ１、１１ａ２の回転数の２倍の回転数で互いに逆方向に回転するようになっている。そして、歯車２５の回転軸３３ａの機関平面中心線Ｘに一致する位置に２次バランサ用のバランスウェイト３４ａが取り付けられている。また、歯車２６の回転軸３３ｂの機関平面中心線Ｘに一致する位置に、２次バランサ用のバランスウェイト３４ｂが取り付けられている。 [About the secondary inertial force balancer]
As shown in FIG. 6A, the gear 25 and the gear 26 are equidistant downward from the line connecting the centers of the two internal combustion engines 116 and equidistant on both sides with respect to the engine longitudinal cross-sectional center line Y, and the crank shafts 11a1 are located. The rotation speed is twice the rotation speed of 11a2 and the rotation speeds are opposite to each other. A balance weight 34a for the secondary balancer is attached at a position corresponding to the engine plane center line X of the rotation shaft 33a of the gear 25. Further, a balance weight 34b for a secondary balancer is attached at a position corresponding to the engine plane center line X of the rotating shaft 33b of the gear 26.
　バランスウェイト３４ａ，３４ｂは、２つの回転軸３３ａ，３３ｂとともに２次慣性力バランサ（２次バランサ）を構成し、クランク軸１１ａ１，１１ａ２の回転数の２倍の回転数で回転して内燃機関１１６に生じる２次慣性力を解消することができる。 The balance weights 34a and 34b form a secondary inertial force balancer (secondary balancer) together with the two rotating shafts 33a and 33b, and rotate at twice the rotation speed of the crank shafts 11a1 and 11a2 to rotate the internal combustion engine 116. The secondary inertial force generated in the above can be eliminated.
　［角運動量調整システムについて］
　図６Ａで、クランク軸１１ａ１と歯車２３の回転系と、歯車２７とジェネレータ１２の回転系と、歯車２６と回転軸３３ｂとバランスウェイト３４ｂの回転系は、右回りの回転系である。クランク軸１１ａ２と歯車２４の回転系と、歯車２５と回転軸３３ａとバランスウェイト３４ａの回転系と、歯車２８とジェネレータ１３の回転系は、左回りの回転系である。 [About the angular momentum adjustment system]
In FIG. 6A, the rotation system of the crank shaft 11a1 and the gear 23, the rotation system of the gear 27 and the generator 12, and the rotation system of the gear 26, the rotation shaft 33b, and the balance weight 34b are clockwise rotation systems. The rotation system of the crank shaft 11a2 and the gear 24, the rotation system of the gear 25, the rotation shaft 33a and the balance weight 34a, and the rotation system of the gear 28 and the generator 13 are counterclockwise rotation systems.
　パワーユニット１０６では、図６Ａに示す３つの右回りの回転系の角運動量の合計値と、３つの左回りの回転系の角運動量の合計値が等しくなるように設定することができる。したがって、６つの回転系全体としての角運動量をゼロに設定することができる。これにより、角運動量調整システムを構成する。 In the power unit 106, the total value of the angular momentums of the three clockwise rotating systems shown in FIG. 6A can be set to be equal to the total value of the angular momentums of the three counterclockwise rotating systems. Therefore, the angular momentum of the six rotation systems as a whole can be set to zero. This constitutes an angular momentum adjustment system.
　パワーユニット１０６は、２次慣性力バランサと角運動量調整システムとを備えているので、エンジンを駆動すると、２次慣性力とエンジン躯体の角運動量が発生しない。したがって、エンジンに起因する振動・騒音を実質的になくしてゼロバイブレーションエンジンを実現することができる。 Since the power unit 106 is equipped with a secondary inertial force balancer and an angular momentum adjustment system, when the engine is driven, the secondary inertial force and the angular momentum of the engine skeleton are not generated. Therefore, it is possible to realize a zero vibration engine by substantially eliminating vibration and noise caused by the engine.
　以上説明した第６の実施の形態の変形例として、ジェネレータ１２の位置とバランサ（歯車２５，バランスウェイト３４ａ，回転軸３３ａ）の位置とを交換し、ジェネレータ１３の位置とバランサ（歯車２６，バランスウェイト３４ｂ，回転軸３３ｂ）の位置とを交換しても良い（図示せず）。 As a modification of the sixth embodiment described above, the position of the generator 12 and the position of the balancer (gear 25, balance weight 34a, rotary shaft 33a) are exchanged, and the position of the generator 13 and the balancer (gear 26, balance) are exchanged. The positions of the weights 34b and the rotating shaft 33b) may be exchanged (not shown).
　［第７の実施の形態］
　図７Ａは、本発明の第７の実施の形態に係るパワーユニットの概略構成を示す図であって、クランク軸の方向に垂直な断面図である。また、図７Ｂは、本発明の第７の実施の形態に係るパワーユニットのスケルトン図である。 [7th Embodiment]
FIG. 7A is a diagram showing a schematic configuration of a power unit according to a seventh embodiment of the present invention, and is a cross-sectional view perpendicular to the direction of the crank shaft. Further, FIG. 7B is a skeleton diagram of the power unit according to the seventh embodiment of the present invention.
　図７Ａ，図７Ｂに示すように、この第７の実施の形態に係るパワーユニット１０７は、レシプロ形２気筒のタンデムツインエンジンたる内燃機関１１７と、内燃機関１１７から動力伝達され発電する２つのジェネレータ１２，１３と、６つの歯車２３，２４，２９，３０，３１，３２からなる歯車列とを含む。歯車３０とジェネレータ１２のロータ１２ａとに共通する回転軸１２ｂに、２次バランサ用のバランスウェイト３４ａが取り付けられている。同様に、歯車３２とジェネレータ１３のロータ１３ａとに共通する回転軸１３ｂに、２次バランサ用のバランスウェイト３４ｂが取り付けられている。 As shown in FIGS. 7A and 7B, the power unit 107 according to the seventh embodiment is a reciprocating two-cylinder tandem twin engine internal combustion engine 117 and two generators 12 that are transmitted by power from the internal combustion engine 117 to generate power. , 13 and a gear train consisting of six gears 23, 24, 29, 30, 31, 32. A balance weight 34a for a secondary balancer is attached to a rotating shaft 12b common to the gear 30 and the rotor 12a of the generator 12. Similarly, a balance weight 34b for a secondary balancer is attached to a rotating shaft 13b common to the gear 32 and the rotor 13a of the generator 13.
　タンデムツインエンジンたる内燃機関１１７を駆動すると、一般に２次慣性力とエンジン躯体２の角運動量が発生する。そのため、パワーユニット１０７は２次慣性力バランサ（２次バランサ）と角運動量調整システムとを備えている。 When the internal combustion engine 117, which is a tandem twin engine, is driven, a secondary inertial force and an angular momentum of the engine skeleton 2 are generally generated. Therefore, the power unit 107 includes a secondary inertial force balancer (secondary balancer) and an angular momentum adjustment system.
　歯車２９，３０，３１，３２およびこれらの歯車とそれぞれ一体で回転する回転軸２９ｂ，１２ｂ，３１ｂ，１３ｂ等は、クランク軸１１ａ１，１１ａ２によって回転駆動される従動回転体を構成する。 The gears 29, 30, 31, 32 and the rotating shafts 29b, 12b, 31b, 13b and the like that rotate integrally with these gears constitute a driven rotating body that is rotationally driven by the crank shafts 11a1, 11a2.
　［歯車列について］
　歯車列は、６つの歯車２３，２４，２９，３０，３１，３２からなり、中間歯車（アイドラーギア）２９，３１が含まれている。図７Ａに示すように、内燃機関１１７の２つのクランク軸１１ａ１，１１ａ２のそれぞれに歯数が同数の大歯車である歯車２３、歯車２４が取り付けられ、歯車２３と歯車２４は互いに外接噛合している。 [About the gear train]
The gear train consists of six gears 23, 24, 29, 30, 31, 32, and includes intermediate gears (idler gears) 29, 31. As shown in FIG. 7A, gears 23 and 24, which are large gears having the same number of teeth, are attached to each of the two crank shafts 11a1 and 11a2 of the internal combustion engine 117, and the gears 23 and 24 are externally meshed with each other. There is.
　歯車３０と歯車３２は、歯数が大歯車２３，２４の半数の小歯車であり、それぞれの回転中心が機関縦断面中心線Ｙの両側の対称位置に取り付けられている。中間歯車２９と中間歯車３１は、歯数に限定条件がない。歯車２９は歯車２３と歯車３０に同時に外接噛合しており、歯車３１は歯車２４と歯車３２に同時に外接噛合している。 The gear 30 and the gear 32 are small gears having half the number of teeth of the large gears 23 and 24, and their respective centers of rotation are attached at symmetrical positions on both sides of the engine vertical cross-sectional center line Y. The intermediate gear 29 and the intermediate gear 31 have no limitation on the number of teeth. The gear 29 is circumscribed to the gear 23 and the gear 30 at the same time, and the gear 31 is circumscribed to the gear 24 and the gear 32 at the same time.
　したがって、歯車２３と歯車２４は同一速度で互いに逆回転する。歯車３０は、歯車２３に対し２倍速で同一方向に回転するようになっている。歯車３２は、歯車２４に対し２倍速で同一方向に回転するようになっている。 Therefore, the gear 23 and the gear 24 rotate in opposite directions at the same speed. The gear 30 rotates in the same direction at twice the speed of the gear 23. The gear 32 rotates in the same direction at twice the speed of the gear 24.
　６つの歯車２３，２４，２９，３０，３１，３２からなる歯車列は、以下に説明する２次慣性力バランサ（２次バランサ）と角運動量調整システムとに共用される。 The gear train consisting of the six gears 23, 24, 29, 30, 31, and 32 is shared by the secondary inertial force balancer (secondary balancer) and the angular momentum adjustment system described below.
　歯車３０の回転軸１２ｂはジェネレータ１２の回転軸１２ｂでもあって、回転軸１２ｂは２次慣性力バランサを兼ねている。また、歯車３２の回転軸１３ｂはジェネレータ１３の回転軸１３ｂでもあって、回転軸１３ｂは２次慣性力バランサを兼ねている。 The rotary shaft 12b of the gear 30 is also the rotary shaft 12b of the generator 12, and the rotary shaft 12b also serves as a secondary inertial force balancer. Further, the rotating shaft 13b of the gear 32 is also the rotating shaft 13b of the generator 13, and the rotating shaft 13b also serves as a secondary inertial force balancer.
　２つのジェネレータ１２，１３は、内燃機関１１７の２つのシリンダ６１の両側に配置されている。また、アイドラーギアとなる歯車２９，３１が配置されている。これにより、ロータ１２ａの回転方向がクランク軸１１ａ１の回転方向と同一であり、またロータ１３ａの回転方向がクランク軸１１ａ２の回転方向と同一である。 The two generators 12 and 13 are arranged on both sides of the two cylinders 61 of the internal combustion engine 117. Further, gears 29 and 31 that serve as idler gears are arranged. As a result, the rotation direction of the rotor 12a is the same as the rotation direction of the crank shaft 11a1, and the rotation direction of the rotor 13a is the same as the rotation direction of the crank shaft 11a2.
　［角運動量調整システムについて］
　図７Ａで、クランク軸１１ａ１と歯車２３の回転系と、歯車３１とその回転軸３１ｂの回転系と、歯車３０とジェネレータ１２とバランスウェイト３４ａの回転系は右回りの回転系である。また、クランク軸１１ａ２と歯車２４の回転系と、歯車２９とその回転軸２９ｂの回転系と、歯車３２とジェネレータ１３とバランスウェイト３４ｂの回転系は左回りの回転系である。 [About the angular momentum adjustment system]
In FIG. 7A, the rotation system of the crank shaft 11a1 and the gear 23, the rotation system of the gear 31 and its rotation shaft 31b, and the rotation system of the gear 30, the generator 12, and the balance weight 34a are clockwise rotation systems. Further, the rotation system of the crank shaft 11a2 and the gear 24, the rotation system of the gear 29 and its rotation shaft 29b, and the rotation system of the gear 32, the generator 13 and the balance weight 34b are counterclockwise rotation systems.
　パワーユニット１０７では、図７Ａに示す３つの右回りの回転系の角運動量の合計値と、３つの左回りの回転系の角運動量の合計値が等しくなるように設定することができる。したがって、６つの回転系全体としての角運動量をゼロに設定することができる。これにより、角運動量調整システムを構成する。 In the power unit 107, the total value of the angular momentums of the three clockwise rotating systems shown in FIG. 7A can be set to be equal to the total value of the angular momentums of the three counterclockwise rotating systems. Therefore, the angular momentum of the six rotation systems as a whole can be set to zero. This constitutes an angular momentum adjustment system.
　パワーユニット１０７は、２次慣性力バランサと角運動量調整システムとを備えているので、エンジンを駆動すると、２次慣性力とエンジン躯体の角運動量が発生しない。したがって、エンジンに起因する振動・騒音を実質的になくしてゼロバイブレーションエンジンを実現することができる。 Since the power unit 107 is equipped with a secondary inertial force balancer and an angular momentum adjustment system, when the engine is driven, the secondary inertial force and the angular momentum of the engine skeleton are not generated. Therefore, it is possible to realize a zero vibration engine by substantially eliminating vibration and noise caused by the engine.
　以上説明した第７の実施の形態の変形例として、アイドラとなる歯車２９，３１をなくした構成（図示せず）としてもよい。 As a modification of the seventh embodiment described above, a configuration (not shown) may be used in which the gears 29 and 31 serving as idlers are eliminated.
　［第６、第７の実施の形態の変形例］
　第６、第７の実施形態は、レシプロ形２気筒の内燃機関としてタンデムツインエンジンを用いており、２つのクランク軸１１ａ１、１１ａ２のそれぞれに対応して１つのジェネレータ１２、１３を備えている。これらの実施の形態の変形例として、それぞれのジェネレータ１２，１３のいずれか１つを取り外し、取り外した１つのジェネレータに替えてフライホイールを取り付けた構成（図示せず）とすることもできる。ジェネレータに替えたフライホイールは１つの軸に集中して設置する必要はなく、回転体系の角運動量がゼロになるように分散して設置することも可能である。 [Variations of the Sixth and Seventh Embodiments]
In the sixth and seventh embodiments, a tandem twin engine is used as a reciprocating two-cylinder internal combustion engine, and one generator 12 and 13 are provided corresponding to the two crank shafts 11a1 and 11a2, respectively. As a modification of these embodiments, one of the generators 12 and 13 may be removed, and a flywheel may be attached in place of the removed generator (not shown). The flywheel replaced with the generator does not need to be installed centrally on one axis, and can be installed in a distributed manner so that the angular momentum of the rotation system becomes zero.
　［第８の実施の形態］
　図８Ａは、本発明の第８の実施の形態に係るパワーユニットの概略構成を示す図であって、クランク軸の方向に垂直な断面図である。また、図８Ｂは、本発明の第８の実施の形態に係るパワーユニットのスケルトン図である。 [Eighth Embodiment]
FIG. 8A is a diagram showing a schematic configuration of a power unit according to an eighth embodiment of the present invention, and is a cross-sectional view perpendicular to the direction of the crank shaft. Further, FIG. 8B is a skeleton diagram of the power unit according to the eighth embodiment of the present invention.
　図８Ａ，図８Ｂに示すように、この第８の実施の形態に係るパワーユニット１０８は、レシプロ形２気筒のタンデムツインエンジンである内燃機関１１８と、内燃機関１１８から動力伝達され発電する１つのジェネレータ１２と、１つのフライホイール５０と、４つの歯車２３，２４，２９，３０からなる歯車列とを含む。 As shown in FIGS. 8A and 8B, the power unit 108 according to the eighth embodiment is a reciprocating two-cylinder tandem twin engine internal combustion engine 118 and one generator that is powered by the internal combustion engine 118 to generate power. Includes 12, one flywheel 50, and a gear train consisting of four gears 23, 24, 29, 30.
　歯車２９，３０およびこれらの歯車とそれぞれ一体で回転する回転軸５１，１２ｂ等は、クランク軸１１ａ１，１１ａ２によって回転駆動される従動回転体を構成する。 The gears 29, 30 and the rotating shafts 51, 12b, etc. that rotate integrally with these gears constitute a driven rotating body that is rotationally driven by the crank shafts 11a1, 11a2.
　［歯車列について］
　歯車列は、４つの歯車２３，２４，２９，３０からなる。前述の第７の実施の形態（図７Ａ，図７Ｂ）に比べて、歯車３１、３２が無く、しかも２次バランサ用のバランスウェイト３４ａ，３４ｂも無い点が相違する。図８Ａに示すように、内燃機関１１８の２つのクランク軸１１ａ１，１１ａ２にそれぞれ取り付けられた歯車２３と歯車２４とが噛合している。さらに、一方のクランク軸１１ａ１に取り付けられた歯車２３に歯車２９が外接噛合し、歯車２９には歯車３０が外接噛合している。 [About the gear train]
The gear train consists of four gears 23, 24, 29, 30. Compared with the above-mentioned seventh embodiment (FIGS. 7A and 7B), the gears 31 and 32 are absent, and the balance weights 34a and 34b for the secondary balancer are also absent. As shown in FIG. 8A, the gears 23 and the gears 24 attached to the two crank shafts 11a1 and 11a2 of the internal combustion engine 118 are meshed with each other. Further, the gear 29 is circumscribed to the gear 23 attached to one of the crank shafts 11a1, and the gear 30 is circumscribed to the gear 29.
　歯車２３と歯車２４は同一速度で互いに逆回転する。歯車２９は、歯車２３に対し逆方向に回転し、歯車３０は、歯車２９に外接噛合して、歯車２３に対し同一方向に回転するようになっている。 The gear 23 and the gear 24 rotate in opposite directions at the same speed. The gear 29 rotates in the opposite direction to the gear 23, and the gear 30 circumscribes the gear 29 and rotates in the same direction with respect to the gear 23.
　図８Ａ，図８Ｂに示すように、歯車３０の回転軸１２ｂにジェネレータ１２のロータ１２ａが取り付けられ、歯車２９の回転軸５１にフライホイール５０が取り付けられている。このように、一方のシリンダ側の回転軸１２ｂにのみジェネレータ１２が配置されており、２次バランサ機能は有しない。エンジンを水平に搭載して２次慣性力が車体前後方向に生じる場合、この振動の車体フロアへの伝達率は低いので、２次バランサを省略することが可能となる。これにより、軽量、コンパクト、低フリクションのエンジンを構成可能である。 As shown in FIGS. 8A and 8B, the rotor 12a of the generator 12 is attached to the rotating shaft 12b of the gear 30, and the flywheel 50 is attached to the rotating shaft 51 of the gear 29. As described above, the generator 12 is arranged only on the rotating shaft 12b on one cylinder side, and does not have a secondary balancer function. When the engine is mounted horizontally and a secondary inertial force is generated in the front-rear direction of the vehicle body, the transmission rate of this vibration to the vehicle body floor is low, so that the secondary balancer can be omitted. This makes it possible to configure a lightweight, compact, low friction engine.
　［角運動量調整システムについて］
　図８Ａで、クランク軸１１ａ１と歯車２３の回転系と、歯車３０と回転軸１２ｂとロータ１２ａの回転系は右回りの回転系である。また、歯車２９と回転軸５１とフライホイール５０の回転系と、クランク軸１１ａ２と歯車２４の回転系は左回りの回転系である。 [About the angular momentum adjustment system]
In FIG. 8A, the rotation system of the crank shaft 11a1 and the gear 23, and the rotation system of the gear 30, the rotation shaft 12b, and the rotor 12a are clockwise rotation systems. Further, the rotation system of the gear 29, the rotation shaft 51, and the fly wheel 50, and the rotation system of the crank shaft 11a2 and the gear 24 are counterclockwise rotation systems.
　パワーユニット１０８は、２つの右回りの回転系の角運動量の合計値と２つの左回りの回転系の角運動量の合計値とが等しくなるように設定することができる。すなわち、４つの回転系全体としての角運動量をゼロに設定できる。これにより、角運動量調整システムが構成される。 The power unit 108 can be set so that the total value of the angular momentums of the two clockwise rotating systems and the total value of the angular momentums of the two counterclockwise rotating systems are equal. That is, the angular momentum of the four rotation systems as a whole can be set to zero. This constitutes an angular momentum adjustment system.
　このパワーユニット１０８は、角運動量調整システムを備えているので、内燃機関１１８を駆動すると、エンジン躯体２に角運動量が発生せず、エンジンに起因する振動・騒音を有意に抑制することができる。 Since this power unit 108 is equipped with an angular momentum adjustment system, when the internal combustion engine 118 is driven, no angular momentum is generated in the engine skeleton 2, and vibration and noise caused by the engine can be significantly suppressed.
　［第９の実施の形態］
　図９Ａは、本発明の第９の実施の形態に係るパワーユニットの概略構成を示す図であって、クランク軸の方向に垂直な断面図である。また、図９Ｂは、本発明の第９の実施の形態に係るパワーユニットのスケルトン図である。 [9th embodiment]
FIG. 9A is a diagram showing a schematic configuration of a power unit according to a ninth embodiment of the present invention, and is a cross-sectional view perpendicular to the direction of the crank shaft. Further, FIG. 9B is a skeleton diagram of the power unit according to the ninth embodiment of the present invention.
　図９Ａ，図９Ｂに示すように、この実施の形態に係るパワーユニット１０９は、レシプロ形２気筒のタンデムツインエンジンである内燃機関１１９と、内燃機関１１９から動力伝達され発電する１つのジェネレータ１２と、１つのフライホイール５０と、４つの歯車２３，２４，２９，３０からなる歯車列とを含む。 As shown in FIGS. 9A and 9B, the power unit 109 according to this embodiment includes an internal combustion engine 119 which is a reciprocating two-cylinder tandem twin engine, and one generator 12 which is powered and generated by power transmission from the internal combustion engine 119. It includes one flywheel 50 and a gear train consisting of four gears 23, 24, 29, 30.
　歯車２９，３０およびこれらの歯車とそれぞれ一体で回転する回転軸５１，１２ｂ等は、クランク軸１１ａ１，１１ａ２によって回転駆動される従動回転体を構成する。 The gears 29, 30 and the rotating shafts 51, 12b, etc. that rotate integrally with these gears constitute a driven rotating body that is rotationally driven by the crank shafts 11a1, 11a2.
　［歯車列について］
　歯車列は、４つの歯車２３，２４，２９，３０からなる。前述の第７の実施の形態（図７Ａ，図７Ｂ）に比べて、歯車３１、３２が無く、しかも２次バランサ用のバランスウェイト３４ａ，３４ｂも無い点が相違する。 [About the gear train]
The gear train consists of four gears 23, 24, 29, 30. Compared with the above-mentioned seventh embodiment (FIGS. 7A and 7B), the gears 31 and 32 are absent, and the balance weights 34a and 34b for the secondary balancer are also absent.
　図９Ａ，図９Ｂに示すように、内燃機関１１９の２つのクランク軸１１ａ１，１１ａ２にそれぞれ取り付けられた歯車２３と歯車２４とが噛合している。さらに、一方のクランク軸１１ａ１に取り付けられた歯車２３に歯車２９が外接噛合し、他方のクランク軸１１ａ２に歯車３０が外接噛合している。 As shown in FIGS. 9A and 9B, the gears 23 and the gears 24 attached to the two crank shafts 11a1 and 11a2 of the internal combustion engine 119 are meshed with each other. Further, the gear 29 is circumscribed to the gear 23 attached to one crank shaft 11a1, and the gear 30 is circumscribed to the other crank shaft 11a2.
　歯車２３と歯車２４は同一速度で互いに逆回転する。歯車２９は、歯車２３に対し逆方向に回転し、歯車３０は、歯車２４に対し逆方向に回転する。 The gear 23 and the gear 24 rotate in opposite directions at the same speed. The gear 29 rotates in the opposite direction to the gear 23, and the gear 30 rotates in the opposite direction to the gear 24.
　図９Ａ，図９Ｂに示すように、歯車３０の回転軸１２ｂにジェネレータ１２のロータ１２ａが取り付けられ、歯車２９の回転軸５１にフライホイール５０が取り付けられている。このように、一方のシリンダ（回転軸１２ｂ）にのみジェネレータ１２が配置されており、２次バランサ機能は有しない。エンジンを水平に搭載して２次慣性力が車体前後方向に生じる場合、この振動の車体フロアへの伝達率は低いので、２次バランサを省略することが可能となる、これにより、軽量、コンパクト、低フリクションのエンジンを構成可能である。 As shown in FIGS. 9A and 9B, the rotor 12a of the generator 12 is attached to the rotating shaft 12b of the gear 30, and the flywheel 50 is attached to the rotating shaft 51 of the gear 29. As described above, the generator 12 is arranged only in one cylinder (rotating shaft 12b) and does not have a secondary balancer function. When the engine is mounted horizontally and a secondary inertial force is generated in the front-rear direction of the vehicle body, the transmission rate of this vibration to the vehicle body floor is low, so it is possible to omit the secondary balancer, which makes it lightweight and compact. , A low friction engine can be configured.
　［角運動量調整システムについて］
　図９Ａで、クランク軸１１ａ１と歯車２３の回転系と、歯車３０と回転軸１２ｂとロータ１２ａの回転系は右回りの回転系である。また、歯車２９と回転軸５１とフライホイール５０の回転系と、クランク軸１１ａ２と歯車２４の回転系は左回りの回転系である。 [About the angular momentum adjustment system]
In FIG. 9A, the rotation system of the crank shaft 11a1 and the gear 23, and the rotation system of the gear 30, the rotation shaft 12b, and the rotor 12a are clockwise rotation systems. Further, the rotation system of the gear 29, the rotation shaft 51, and the fly wheel 50, and the rotation system of the crank shaft 11a2 and the gear 24 are counterclockwise rotation systems.
　パワーユニット１０９は、２つの右回りの回転系の角運動量の合計値と２つの左回りの回転系の角運動量の合計値とが等しくなるように設定することができる。すなわち、４つの回転系全体としての角運動量をゼロに設定できる。これにより、角運動量調整システムが構成される。 The power unit 109 can be set so that the total value of the angular momentums of the two clockwise rotating systems and the total value of the angular momentums of the two counterclockwise rotating systems are equal. That is, the angular momentum of the four rotation systems as a whole can be set to zero. This constitutes an angular momentum adjustment system.
　このパワーユニット１０９は、角運動量調整システムを備えているので、内燃機関１１９を駆動すると、エンジン躯体２に角運動量が発生せず、エンジンに起因する振動・騒音を有意に抑制することができる。 Since this power unit 109 is equipped with an angular momentum adjustment system, when the internal combustion engine 119 is driven, angular momentum is not generated in the engine skeleton 2, and vibration and noise caused by the engine can be significantly suppressed.
　また、以上説明した第９の実施の形態の変形例として、歯車２３，２４の両側に各々中間歯車（図示せず）を設けても良い。なお、角運動量調整システムを満たす範囲で、ジェネレータ、２次バランサ、フライホイールを自在に組み合わせることができる。 Further, as a modification of the ninth embodiment described above, intermediate gears (not shown) may be provided on both sides of the gears 23 and 24, respectively. The generator, secondary balancer, and flywheel can be freely combined as long as the angular momentum adjustment system is satisfied.
　［他の実施の形態］
　以上、種々の実施の形態について説明したが、本発明は、その趣旨を逸脱しない範囲内において、種々の変更が加えられて実施されるものである。また、上述の実施の形態の特徴を組み合わせてもよい。 [Other embodiments]
Although various embodiments have been described above, the present invention is carried out with various modifications within a range that does not deviate from the gist thereof. Further, the features of the above-described embodiments may be combined.
　２…エンジン躯体
　３…オイルパン
　１１ａ，１１ａ１，１１ａ２…クランク軸
　１２，１３…ジェネレータ（従動回転体）
　１２ａ，１３ａ…ロータ（従動回転体）
　１２ｂ，１３ｂ，２９ｂ，３１ｂ，３３ａ，３３ｂ，５１…回転軸（従動回転体）
　１４（２１Ａ），２３，２４…歯車（原歯車）
　１５，１６，１７，１８，１９，２０，２１，２１Ａ，２１Ｂ，２１Ｃ，２２，２５，２６，２７，２８，２９，３０，３１，３２，４５，４６…歯車（従動回転体）
　３４ａ，３４ｂ，３５，３５ａ，３５ｂ，３６，４７ａ，４７ｂ…バランスウェイト
　３７，５０…フライホイール（従動回転体）
　６１…シリンダ
　６１ａ…ピストン
　１０１，１０２，１０３，１０４，１０５，１０７，１０８，１０９…パワーユニット
　１１１，１１２，１１３，１１４，１１５，１１６，１１７，１１８，１１９…内燃機関
　Ｘ…機関平面横断中心線
　Ｙ…機関縦断面中心線
　Ｚ…機関横断面中心線
 
  2 ... Engine frame 3 ... Oil pan 11a, 11a1, 11a2 ... Crank shaft 12, 13 ... Generator (driven rotating body)
12a, 13a ... Rotor (driven rotating body)
12b, 13b, 29b, 31b, 33a, 33b, 51 ... Rotation axis (driven rotating body)
14 (21A), 23, 24 ... Gear (original gear)
15, 16, 17, 18, 19, 20, 21, 21, 21A, 21B, 21C, 22, 25, 26, 27, 28, 29, 30, 31, 32, 45, 46 ... Gears (driven rotating body)
34a, 34b, 35, 35a, 35b, 36, 47a, 47b ... Balance weight 37, 50 ... Flywheel (driven rotating body)
61 ... Cylinder 61a ... Piston 101, 102, 103, 104, 105, 107, 108, 109 ... Power unit 111, 112, 113, 114, 115, 116, 117, 118, 119 ... Internal combustion engine X ... Engine plane transverse center line Y ... Engine vertical section center line Z ... Engine cross section center line

Claims (10)

  1. 　少なくとも一つのシリンダを含むエンジン躯体と、
    　前記シリンダ内を往復動する少なくとも一つのピストンと、
    　前記エンジン躯体に回転支持されて前記ピストンの往復動によって回転駆動される少なくとも一つのクランク軸と、
    　前記エンジン躯体に回転支持されて前記クランク軸とともに回転する少なくとも一つの従動回転体と、
    　を有するパワーユニットであって、
    　前記クランク軸および前記従動回転体の回転数によらず前記クランク軸および前記従動回転体の角運動量の総和が実質的にゼロに保たれるように構成されていることを特徴とするパワーユニット。     An engine skeleton containing at least one cylinder,
    With at least one piston reciprocating in the cylinder,
    At least one crank shaft that is rotationally supported by the engine frame and rotationally driven by the reciprocating motion of the piston,
    At least one driven rotating body that is rotationally supported by the engine frame and rotates together with the crank shaft.
    It is a power unit with
    A power unit characterized in that the total angular momentum of the crank shaft and the driven rotating body is kept substantially zero regardless of the rotation speeds of the crank shaft and the driven rotating body.
  2. 　前記エンジン躯体の角運動量が実質的にゼロになるように構成されていることを特徴とする請求項１に記載のパワーユニット。 The power unit according to claim 1, wherein the angular momentum of the engine skeleton is configured to be substantially zero.
  3. 　前記クランク軸及び前記従動回転体の全体と、前記エンジン躯体全体との間で、角運動量が交換されることがないように構成されていることを特徴とする請求項１または請求項２に記載のパワーユニット。 The first or second aspect of the present invention, wherein the angular momentum is not exchanged between the entire crank shaft and the driven rotating body and the entire engine skeleton. Power unit.
  4. 　前記ピストンの往復動による運動量と前記エンジン躯体の角運動量との間の交換がないように構成されていること、を特徴とする請求項１ないし請求項３のいずれか一項に記載のパワーユニット。 The power unit according to any one of claims 1 to 3, wherein the power unit is configured so that there is no exchange between the momentum due to the reciprocating movement of the piston and the angular momentum of the engine frame.
  5. 　前記従動回転体は、前記クランク軸と逆向きに回転する少なくとも一つの逆回転体を含むこと、を特徴とする請求項１ないし請求項４のいずれか一項に記載のパワーユニット。 The power unit according to any one of claims 1 to 4, wherein the driven rotating body includes at least one reverse rotating body that rotates in the direction opposite to the crank shaft.
  6. 　前記従動回転体は少なくとも一つのジェネレータのロータを含むことを特徴とする請求項１ないし請求項５のいずれか一項に記載のパワーユニット。 The power unit according to any one of claims 1 to 5, wherein the driven rotating body includes a rotor of at least one generator.
  7. 　前記少なくとも一つのジェネレータは、車両を駆動する電動機に電力を供給するものであること、を特徴とする請求項６に記載のパワーユニット。 The power unit according to claim 6, wherein the at least one generator supplies electric power to an electric motor for driving a vehicle.
  8. 　前記従動回転体は、
    　バランスウェイトを備えて前記クランク軸と逆向きに前記クランク軸の回転速度の２倍の回転速度で回転する逆回転２次バランサと、
    　バランスウェイトを備えて前記クランク軸と同じ向きに前記クランク軸の回転速度の２倍の回転速度で回転する正回転２次バランサと、
    　を含むこと、を特徴とする請求項１ないし請求項７のいずれか一項に記載のパワーユニット。     The driven rotating body is
    A reverse rotation secondary balancer equipped with a balance weight and rotating in the opposite direction to the crank shaft at a rotation speed twice the rotation speed of the crank shaft.
    A forward rotation secondary balancer equipped with a balance weight and rotating in the same direction as the crank shaft at a rotation speed twice the rotation speed of the crank shaft.
    The power unit according to any one of claims 1 to 7, wherein the power unit comprises.
  9. 　前記従動回転体は、バランスウェイトを備えて前記クランク軸と逆向きに前記クランク軸の回転速度と同じ回転速度で回転する１次バランサを含むこと、を特徴とする請求項１ないし請求項８のいずれか一項に記載のパワーユニット。 The driven rotating body according to claim 1 to 8, wherein the driven rotating body includes a primary balancer having a balance weight and rotating in the direction opposite to the crank shaft at the same rotation speed as the rotation speed of the crank shaft. The power unit described in any one of the items.
  10. 　前記少なくとも一つのシリンダは第１および第２のシリンダを含み、
    　前記少なくとも一つのピストンは、前記第１のシリンダ内を往復動する第１のピストンと、前記第２のシリンダ内を往復動する第２のピストンとを含み、
    　前記少なくとも一つのクランク軸は、前記第１のピストンによって回転駆動される第１のクランク軸と、前記第１のクランク軸と同じ回転数で逆向きに前記第２のピストンによって回転駆動される第２のクランク軸と、を含むこと、
    　を特徴とする請求項１ないし請求項９のいずれか一項に記載のパワーユニット。
     
          The at least one cylinder includes a first cylinder and a second cylinder.
    The at least one piston includes a first piston that reciprocates in the first cylinder and a second piston that reciprocates in the second cylinder.
    The at least one crank shaft is rotationally driven by a first crank shaft that is rotationally driven by the first piston and by the second piston in the opposite direction at the same rotation speed as the first crank shaft. Including 2 crank axles,
    The power unit according to any one of claims 1 to 9.
PCT/JP2021/019675 2020-05-22 2021-05-24 Power unit WO2021235560A1 (en)

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