• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A balancing device in an internal combustion engine comprising a pair of balance shafts (4, 4 ') designed for counter-rotation with each other, each balance shaft (4, 4') comprising front and rear primary weight units (5, 5 '; 6, 6') for. mass torque balancing during operation, whereby for. mass balancing during operation, additional weight means (7 and 7 ') are provided. Said additional weight means (7, are arranged on respective drive wheels (8, 8 ') and said additional weight means (7, are arranged mirror-symmetrically on the respective drive wheels (8, 8'). The invention also relates to an internal combustion engine and a vehicle.
    公开号:SE1551422A1
    申请号:SE1551422
    申请日:2015-11-04
    公开日:2017-05-05
    发明作者:Haslestad Fredrik；Larsen Per
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    FIELD OF THE INVENTION The invention relates to a balancing device at an internal combustion engine comprising a pair of balance shafts for mass torque balancing in operation, whereby mass force balancing in operation, additional weight means arranged, whose respective centers of gravity are located at a distance from and in the auxiliary plane through the respective balance axis rotation axis, each auxiliary plane being orthogonal to one plane. is connected to a drive wheel, which is provided for drive interaction with a shaft of the internal combustion engine. The invention also relates to a single-combustion engine including such a balancing device and a vehicle.
    Background of the Technology to the Invention It is previously possible to use balance shafts in internal combustion engines to compensate for free mass forces or free mass moments which occur in the engine.
    In general it can be said that the mass forces depend on the inertial forces which arise due to the reciprocating movements of the crankshaft and the reciprocating movements of the pistons while a free mass moment arises due to asymmetry of the crankshaft around a virtual shaft which is perpendicular to a rotary axis of the crankshaft. 10 First-order mass forces and mass torques refer to forces and torques, respectively, which occur at the same frequency as the motor speed. Forces and torques of the second order refer to forces and torques, respectively, which arise with a frequency corresponding to twice the engine speed.
    In previously known five-cylinder engines, however, compensating balancing measures taken have not fully compensated for vibrations which have been perceived as magnifying.
    Previously known balancing devices have also been restrictive when it comes to manufacturing custom.
    Examples of prior art are US20130118436, US2004 / 0045520 and EPO501096.
    OBJECTS AND MOST IMPORTANT FEATURES OF THE INVENTION An object of the present invention is to provide a device of an initial name, which at least alleviates the problems of the prior art.
    This is achieved according to the invention in an arrangement according to the above in that said additional weighting means are arranged on respective drive wheels, and in that said additional weighting means are arranged symmetrically symmetrically on the respective drive wheels.
    The fact that the drive wheels are positioned symmetrically symmetrically means that they are mirror images of each other seen over a plane of symmetry, which is parallel to the axes of rotation of the balance axes, which runs between the balance axes, and which is orthogonal to a plane containing the axes of rotation of both balance axes. It will be appreciated that the additional weight means may be placed on two sets as defined above, namely pointing towards each other or pointing apart from each other of the balance shaft axis of rotation when the rear primary weight units point upwards. In the preferred tooth sequence, as can be seen from the example reported at the end of 10 this description, the pointer attachment weight means towards each other as the rear primary weight units point upwards.
    By means of the invention, both free mass forces and free mass moments of the second order can be effectively compensated for. The fact that the additional weights are placed on the drive wheels has proved to be advantageous, since the manufacture of the pair of balance shafts is simplified by the fact that the balance shafts themselves only need to be provided equipped with the front and rear primary weight units. This makes it possible to provide balance shafts as parts of a modular, uniform system. The drive wheels are suitably manufactured separately with their respective additional weight means and can be connected to the balance shafts themselves by means of conventional shaft couplings.
    The balance shafts in a pair can preferably be identically designed, which reduces the need for unique components and outperforms manufacturing. The risk of incorrect installation can also be reduced.
    It is preferred that the drive wheels are also identically designed, which entails a corresponding advantage. The drive wheels are then placed mirror-symmetrically in the said plane of symmetry. Identically designed drive wheels can be used when the drive wheels are part of a gear transmission with straight teeth, or are driven with a chain or toothed belt. For oblique gear operation, different drive wheels need to be inserted in a pair.
    Due to the fact that the drive wheels are placed connected to the unification of the respective balance shaft, good accessibility for service and inspection is obtained and good opportunities arise for appropriate positioning to fully reduce emergent engine vibrations.
    To compensate for mass torque and mass forces of the second order, the rotational speeds of the balance shafts shall be twice the rotational speed of the crankshaft. The additional weighting means can in an appropriate manner be arranged as additional units on the respective drive wheels. They can be attached to the drive wheels in an appropriate manner, such as screwing, welding, etc.
    It is preferred, however, that the additional weight means be arranged as integrated units with respective drive wheels. This simplifies the manufacture, which may involve the manufacturing drive wheels either with additional weights in the specified law at a distance from the respective axis of rotation or the front drive wheels with corresponding recesses / weight loads in the specific law. In the latter case, each named additive weighting means is arranged as a portion of a drive wheel which diametrically resists a recess / weight relief in the drive wheel.
    The invention also relates to an internal combustion engine with a single-shaft shaft and a plurality of cylinders, the engine being of the type which is compensated for the mass torque of that first arrangement.
    The internal combustion engine according to the invention is marked out because it comprises a balancing device according to the above in order to counteract free mass forces and free mass moments of the second device.
    This internal combustion engine is in particular a five-cylinder engine with irregularly distributed crankshafts.
    It is preferred that the balance shafts have a length which is less than the length of the crankshaft and that the drive wheels be located at an axial distance from the spirals of the crankshaft. This provides significant flexibility for the placement of the balancing device in an axial joint of the motor, so that the drive wheels with the additional weight units can be positioned in this joint to optimize the balancing effect.
    Placement of the additional weights can give a nodding moment on the engine as a result of the resulting mass forces of the second order if the balancing additional weight units are misplaced.
    In particular, it is preferred that the drive wheels be located below a central area of the crankshaft and axially as close to the vertical line through the center of gravity of the engine as possible.
    Preferred are the gear gears, which are hard drive connections with a gear ring arranged in a central area of the crankshaft.
    The invention also relates to a vehicle equipped with an internal combustion engine as above.
    Brief description of drawings The invention will now be described in more detail with reference to exemplary embodiments and with reference to the accompanying drawings, in which: Fig. 1 schematically shows a vehicle equipped with an internal combustion engine according to the invention, Fig. 2 schematically shows an internal combustion engine equipped with a device according to the invention, Fig. 3 shows a balancing device according to the invention, Fig. 4 schematically shows the principle of the function of a balancing device according to the invention, Fig. 5 and Fig. 6 schematically show different alternative principles for designing drive wheels belonging to a balancing device according to the invention.
    Description of exemplary embodiments Fig. 1 schematically shows a vehicle 18 equipped with an internal combustion engine 1 according to the invention, which comprises a balancing device according to the invention, and to which a driveline 19 is connected. Fig. 2 shows diagrammatically partly in section an internal combustion engine 1 equipped with five in a row cylinders2. In particular, the internal combustion engine 1 is of the type compensated for free mass torques of the first order, in that the crankcases of the five cylinders are irregularly distributed so that they are not distributed with a 72 degree pitch. Such an internal combustion engine is also characterized as an engine with uneven gear.
    The combustion engine is thus, through this uneven weaving division, already balanced by its construction to counteract the free mass forces of the first order and the free mass moments of the first order. In this type of internal combustion engine, however, instead, free mass forces of the second order and free mass torques of the second order are maintained, which are intended to be compensated for by the present invention.
    The internal combustion engine 1 has under a crankshaft 3 two balance shafts (one is shown and named 4), each of which includes balancing weights in the form of a front prime weight unit 5 and a rear primary weight unit 6. With 7 indicated an (has doubled) auxiliary weight means according to the invention. Further explanation of such an arrangement follows below.
    The balance shafts 4 are driven from the crankshaft 3, with the double rotational speed of the crankshaft, by a gear shaft, which comprises a gear ring 9 supported by the crankshaft for co-operation with drive wheel 8, which is connected to one balance shaft 4. The drive wheel 8 then drives an equally large drive wheel see Fig. 3) connected to the second balance shaft to obtain synchronous counter-rotation between the balance axes.
    The drive wheels thus carried additional weight means for compensating for mass forces of the second order. By zinc construction, drive wheels with additional weight means can be placed so that their common center of gravity is substantially below the center of gravity TP of the engine, which means that nodding pulsating moments as above can be avoided.
    Fig. 3 shows a balancing device 10 comprising two balance shafts 4 and 4 ', which per se are conventionally mounted in a holding frame 11. Two gears for counter-rotational drive of the respective balance shafts 4 and 4' are designated 8 and 8 ', respectively. The balance shafts can also be driven by chain drive, belt drive or the like.
    Arranged on the first balance shaft 4 is a front primary weight unit 5 and a rear primary weight unit 6. Corresponding grids for the second balance shaft 4 ', which have a front primary weight unit 5' and a rear primary weight unit 6 '.
    According to the invention, it is provided that the front and rear primary weight units of the balance shafts compensate for free mass torques of the second order.
    For this purpose, each front primary weight unit 5 and 5 'and each rear primary weight unit 6 and 6' are arranged with their respective centers of gravity in a plane (p and p 'in Fig. 4), which runs through the axis of rotation of each balance axis.
    By counter-rotation of the balance shafts bearing these primary weight units, compensating counter-momentum thus arises at the rotation of the balance shafts with twice the rotational speed of the crankshaft.
    According to the invention, free mass forces of the second order are also compensated for in motor-occurring motors. This compensation, which is illustrated in Fig. 4, is obtained by providing on the two drive wheels 8 and 8 'additional weighting means 7 and 7', the respective center of gravity of which is located, for each balance axis, at a distance from the respective rotation axis R and R ', in an auxiliary plane hp and hp', respectively. through the axis of rotation R and R 'of each balance axis, which auxiliary plane is orthogonal to said plane p and p', respectively.
    The additional weight means can be placed on two sets according to the above definition. Thus, in the preferred tooth sequence shown below, the auxiliary weight means point toward each other and the rear primary weight units point upward.
    The balance shafts 4 and 4 'with associated drive wheels 8 and 8' as mentioned, and as shown in Fig. 4, are second mirror images seen over a plane of symmetry SP, which is parallel to the rotation shafts R and R 'of the balance shafts, and which runs midway between the balance shafts.
    Fig. 4 shows the balance axes from the front. The left balance shaft (to the left in Fig. 4) has a rotated 35,1O40 clockwise and the right balance shaft (to the right in Fig. 4) has a rotated 35,1O40nwtsol. SP is parallel to a plane through the axles of the engine cylinders (not shown).
    In the embodiment of the invention illustrated in FIG. 3, the additional weight means for the respective drive wheels such as weight units have been screwed, welded or otherwise attached to the drive wheels. Alternatively, the auxiliary weight means are integral parts of the respective drive wheels, which are finished by a manufacturing process in which the drive wheels are initially formed with an auxiliary weight means each. This is illustrated with Fig. 5, where a drive wheel 8 is continued with an integrated attachment weighting means 7.
    Fig. 6 illustrates a variant of the invention, in which a drive wheel 8 is continued with a "slat" in the form of a recess 12 in a specific position in relation to the axis of rotation. In this variant, the drive wheel 8 will have an imbalance corresponding to whether an additional weight member 13 has been fitted or been integrated on one side diametrically opposite the recess 12. Constructing drive wheels with a combination of recesses and additional weight members is also possible.
    The invention can be modified within the scope of the appended claims and the arrangement for how the 10 primary weight units and the additional weight units and additional weight units respectively are to be located exactly and distributed on the balance shafts and on the drive wheels, respectively, may be used differently as shown in the figures and what is described above. a. existing dimensions. Calculation of the size of the primary weight units and the additional weight means can be done taking into account the size of the free mass moments of the order and free mass forces according to formulas known to those skilled in the art based on prevailing engine dimensions.
    Example: A five-cylinder internal combustion engine with a crankshaft designed for uneven gear flow has the following gear angles: Cyl 1: Ao = OO cyl 2; Ao = 144, 24290cyl 3; Ao = 567.44850cyl 4; Ao = 274,654oOcyl 5; Ao = 4l4,89690 This is to be compared with a five-cylinder engine with a smooth tooth sequence with the following tooth angles: Cyl l: Ao = OO cyl 2; Ao = 1440cyl 3; Ao = 5760cyl 4; Ao = 2880Cyl 5: Ao = 4320 The motor with uneven gear sequence is thus (see above) generally structured to counteract the first order free mass forces and the first order free mass torque. In 10, the object is to compensate for free mass forces of the second order and free mass moments of the second order insert balancing device according to the present invention, wherein with cylinder 1 in the upper dead center the respective balance axes are positioned so that the planes through the primary prime weight units form + 35, 1040 and -35, 1040, respectively. with a plane of symmetry through the engine cylinders.The balance shafts with their respective drive wheels are inboard mirror symmetrically designed and are arranged for counter-rotation with double the rotational speed of the crankshaft.
    Properly dimensioned, this arrangement effectively compensates for free mass forces of the second order and free mass moments of the second order.
    权利要求:
    Claims (9)
    [1]
    1. A balancing device in an internal combustion engine comprising a pair of balance shafts (4, 4 ') for placement with sine rotation shafts (R, R') parallel to an axis of rotation of a crankshaft (3) of said internal combustion engine, which balance shafts (4, 4 ') are formed for counter-rotation with each other, - each balancing shaft (4, 4 ') comprising front and rear belt weight units (5, 5'; 6, 6 ') for mass torque balancing during operation, - for mass force balancing during operation, additional weighting means (7 and 7') are arranged , the respective centers of gravity of which are located at a distance from and in an auxiliary plane (hp, hp ') through the axis of rotation (R, R') of the balance axis (4, 4 '), respectively - each auxiliary plane (hp, hp') being orthogonal to a plane ( p, p '), passing through the axis of rotation (R, R') of the respective balance axis (4, 4 ') and centers of gravity of nominal primary weight units (5, 5'; 6, 6 '), and - each balance axis (4, 4' ) are connected to a drive wheel (8, 8 '), which is provided for drive interaction with a single shaft of the internal combustion engine, characterized in - that said additional weighting means (7, 7 ') are arranged on respective drive wheels (8, 8'), and - that said additional weighting means (7, 7 ') are mirror-symmetrically placed on the respective drive wheels (8, 8').
    [2]
    Balancing device according to Claim 1, characterized in that the balance shafts (4, 4 ') are identically designed.
    [3]
    Balancing device according to Claim 1 or 2, characterized in that the drive wheels (8, 8 ') are identically designed. lO l2
    [4]
    Balancing device according to Claim 1, 2 or 3, characterized in that the drive wheels (8, 8 ') are placed connecting to one end of the respective balance shaft (4, 4').
    [5]
    Balancing device according to one of Claims 1 to 4, characterized in that the drive wheels (8, 8 ') are designed to drive through something from the group: chain drive, gear drive and belt drive.
    [6]
    Balancing device according to any one of claims 1-5, characterized in that said additional weighting means (7, 7 ') is arranged as an additional unit on respective drive wheels (8, 8') or as an integrated unit of respective drive wheels (8, 8 ').
    [7]
    Balancing device according to any one of claims 1 - 5, characterized in that said additional weight means (7, 7 ') arranged as a portion of a drive wheel which diametrically resists a recess in the drive wheel.
    [8]
    Balancing device according to one of the preceding claims, characterized in that the balancing device is arranged to rotate the balance shafts (4, 4 ') at twice the rotational speed of the crankshaft (3).
    [9]
    Internal combustion engine (1) with a crankshaft (3) and a plurality of cylinders (2), the engine being of the type which is compensated for mass torque of the first order, characterized in that it comprises a balancing device according to any one of claims 1-8 for counteract free mass forces and free mass moments of the second order. lO. Internal combustion engine according to claim 9, characterized in that it is a five-cylinder engine with irregularly distributed crankpins. lO l3 ll. Internal combustion engine according to Claim 9 or 10, characterized in that the balance shafts (4, 4 ') included in the balancing device are adapted to rotate at twice the rotational speed of the crankshaft (3). l2. Internal combustion engine according to one of Claims 9 to 11, characterized in that the balance shafts (4, 4 ') have a length which is less than the length of the crankshaft and that the drive wheels (8, 8') are placed at an axial distance from the ends of the crankshaft (3). l3. Internal combustion engine according to claim 12, characterized in that the drive wheels (8, 8 ') are located below a central area of the crankshaft (3). l4. Internal combustion engine according to Claim 13, characterized in that the drive wheels (8, 8 ') are gears which have a drive connection with a gear ring (9) arranged in a central area of the crankshaft (3). l5. Vehicle comprising an internal combustion engine according to any one of claims 9 to 14.
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    同族专利:
    公开号 | 公开日
    DE102016012593A1|2017-05-04|
    SE540732C2|2018-10-23|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    AT395204B|1991-02-26|1992-10-27|Avl Verbrennungskraft Messtech|CRANKSHAFT|
    US6959682B2|2002-09-05|2005-11-01|General Motors Corporation|Engine balancer with chain drive vibration isolation|
    KR101326946B1|2011-11-16|2013-11-13|현대자동차주식회사|Balance shaft module of engine|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1551422A|SE540732C2|2015-11-04|2015-11-04|Balancing device for internal combustion engine and internal combustion engine|SE1551422A| SE540732C2|2015-11-04|2015-11-04|Balancing device for internal combustion engine and internal combustion engine|
    DE102016012593.4A| DE102016012593A1|2015-11-04|2016-10-21|Device on an internal combustion engine and internal combustion engine|
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