WO2021235560A1 - Bloc d'alimentation - Google Patents

Bloc d'alimentation 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
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English (en)
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/fr

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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 ...

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)

Abstract

Bloc d'alimentation comprenant : un châssis de moteur (2) comprenant un cylindre (61); un piston (61a) qui effectue un mouvement de va-et-vient à l'intérieur du cylindre (61); au moins un vilebrequin (11a) qui est supporté en rotation par le châssis de moteur (2), et qui est entraîné en rotation au moyen du mouvement de va-et-vient du piston (61a); et au moins un corps rotatif entraîné (12) qui est supporté en rotation par le châssis de moteur, et qui tourne conjointement avec le vilebrequin (11a). Indépendamment de la vitesse de rotation du vilebrequin (11a) et du corps rotatif entraîné (12), la somme des moments angulaires du vilebrequin (11a) et du corps rotatif entraîné (12) est maintenue sensiblement à zéro.
PCT/JP2021/019675 2020-05-22 2021-05-24 Bloc d'alimentation WO2021235560A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP2020-090088 2020-05-22
JP2020090088 2020-05-22
JP2020-163949 2020-09-29
JP2020163949 2020-09-29

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WO2021235560A1 true WO2021235560A1 (fr) 2021-11-25

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP7357044B2 (ja) 2021-12-17 2023-10-05 ヤマハ発動機株式会社 シリーズハイブリッド化エンジン駆動電力供給ユニット及び電動移動体

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JP2005155715A (ja) * 2003-11-21 2005-06-16 Yamaha Motor Co Ltd エンジンのバランサ装置
JP2006038126A (ja) * 2004-07-28 2006-02-09 Toyota Motor Corp 往復動式内燃機関の振動低減装置
JP2009068364A (ja) * 2007-09-11 2009-04-02 Suzuki Motor Corp エンジンのバランサ装置
JP2010275990A (ja) * 2009-06-01 2010-12-09 Toyota Central R&D Labs Inc バルブタイミング可変機構付エンジン
JP2014109358A (ja) * 2012-12-04 2014-06-12 Honda Motor Co Ltd 内燃機関のバランサ装置
JP2016023671A (ja) * 2014-07-17 2016-02-08 本田技研工業株式会社 バランサ装置
JP2019124153A (ja) * 2018-01-15 2019-07-25 国立大学法人広島大学 発電装置および自動車
JP2019148186A (ja) * 2018-02-26 2019-09-05 株式会社石川エナジーリサーチ エンジン

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005155715A (ja) * 2003-11-21 2005-06-16 Yamaha Motor Co Ltd エンジンのバランサ装置
JP2006038126A (ja) * 2004-07-28 2006-02-09 Toyota Motor Corp 往復動式内燃機関の振動低減装置
JP2009068364A (ja) * 2007-09-11 2009-04-02 Suzuki Motor Corp エンジンのバランサ装置
JP2010275990A (ja) * 2009-06-01 2010-12-09 Toyota Central R&D Labs Inc バルブタイミング可変機構付エンジン
JP2014109358A (ja) * 2012-12-04 2014-06-12 Honda Motor Co Ltd 内燃機関のバランサ装置
JP2016023671A (ja) * 2014-07-17 2016-02-08 本田技研工業株式会社 バランサ装置
JP2019124153A (ja) * 2018-01-15 2019-07-25 国立大学法人広島大学 発電装置および自動車
JP2019148186A (ja) * 2018-02-26 2019-09-05 株式会社石川エナジーリサーチ エンジン

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP7357044B2 (ja) 2021-12-17 2023-10-05 ヤマハ発動機株式会社 シリーズハイブリッド化エンジン駆動電力供給ユニット及び電動移動体

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