Three-cylinder engine. RU patent 2505424.

FIELD: engines and pumps.

SUBSTANCE: three-cylinder engine comprises module to soften vibration in the vehicle. Three cylinders are supported by engine supports arranged at engine both sides along crankshaft axis. Provided KV and KH represent stiffness of the spring of one of engine supports in lengthwise direction and direction relative to crankshaft vertical axis, MV and MH are components of the first-order force pair components generated in three-cylinder engine in lengthwise direction and direction relative to crankshaft vertical axis while MV0 is the sum of MV and MH, then stiffness of the spring of one of engine supports is set so that KV>KH, and vibration dampening module is configured to satisfy the condition 0<MV/MV0<0.5.

EFFECT: decreased vibration.

9 cl, 13 dwg

The technical field

The present invention relates to engine.

The level of technology

Patent Document 1 reveals three-cylinder engine, which is designed to set the component pair forces of the first order in the longitudinal direction of the axis of the crankshaft almost zero by using weights, which reduce the pair of forces, formed with the reciprocating motion of moving parts, including pistons.

Patent documents

Patent Document 1: A patent-Japan # 2006-175894

The essence of the invention

However, the technology of the Patent Document 1 to specify the component pair forces of the first order in the longitudinal direction of the axis of the crankshaft almost zero, the weights are relatively large, and often leads to increased weight of the engine.

Accordingly, the present invention, provided that the Kv represents the stiffness of the spring, at least one of the pillars of the engine in longitudinal direction of the axis of the crankshaft, K H represents the rigidity spring engine mounts in direction relative to the vertical axis in the axis of the crankshaft, Mv is a component of the longitudinal moment) pairs forces of the first order, formed by engine in longitudinal direction of the axis of the crankshaft, Mn is a component of time relative to the vertical axis) pairs forces of the first order, formed by engine in direction relative to the vertical axis in the axis of the crankshaft, and Mv0 is the sum of Mv and Mn, in this case, the stiffness of the springs are set so that the Kv>KN, and section mitigate the vibration is set in the module mitigate the vibration system crankshaft (crankshaft and parts, which operates in concert with the crankshaft) such that 0<Mv/Mv0<0,5.

In engine is usually formed unbalanced pair of forces between the force in the longitudinal direction and strength in direction relative to the vertical axis, which often leads to the fact that the engine performs movement. This pair unbalanced forces is to cause vibration, when the engine is mounted in the vehicle. In the present invention is set Kv>KN, and the system crankshaft contains the module mitigate the vibration so that it satisfies the condition 0<Mv/Mv0<0.5 and sets vibration relative to the vertical axis of the cylinder exceeding the longitudinal vibration, thereby reducing vibration of the vehicle in General, during the suppression of the weight of the module mitigate the vibration.

Brief description of drawings

Figure 1 - front view of the mounting design engine according to the present invention, in the vehicle.

Figure 2 - a perspective view, schematically illustrates the key parts engine according to the present invention.

Figure 3 diagram is schematically illustrates the traditional approach to the regulation of the balancing weight.

Figure 4 - the kind in the future, more specifically illustrating key part engine of the present invention when showing one example of ways to attach zero gravity weight.

Figure 5 - drawings, schematic illustrating the state of vibration that occurs when the present invention is applied to engine, across the NFS mount as in the vehicle, the drawing (a) is an illustration of the corresponding front view engine when you view the front of the vehicle, the drawing (b) is an illustration of the corresponding top engine, and drawing (c) is an illustration of the corresponding side view engine when viewed from the side of the vehicle.

6 chart showing the range of options for balancing the weight of the system crankshaft engine of the present invention.

Fig.7 chart showing the range of options for balancing the weight of the system crankshaft engine of the present invention.

Fig.8 chart showing the range of options for balancing the weight of the system crankshaft engine of the present invention.

9 diagram schematic illustrating another option accession zero masses in engine of the present invention.

Figure 10 - schematic illustration of the second variant of the implementation of the engine according to the present invention.

11 - schematic illustration of the third variant of the implementation of the engine according to the present invention.

Fig.12 - schematic illustration of the third variant of the implementation of the engine according to the present invention.

Fig.13 - schematic illustration of the crankshaft pulley used in another embodiment engine according to the present invention.

Embodiments of the invention

Further, the embodiments of the present invention will be described with reference to the drawings.

Figure 1 is the front view of the mounting design engine according to the present invention, NFS mount as the vehicle and figure 2 is a view in the future, a schematic illustrating the key part of the system of the main movement engine 1, applies to the invention.

Module 1 engine contains three-cylinder inline engine 1a and transmission 1b and maintained on the body of the vehicle 12 through many of the supporting elements such as support 10A and 10B engine torque rod 11.

In a variant of implementation of module 1 of the engine is mounted across the body of the vehicle in such a way that the crankshaft 2 engine 1a goes in the direction of the width of the vehicle.

In this detailed description of the various strands of the movement (i.e. the longitudinal direction, the direction relative to the vertical axis direction roll) module 1 motor set using the Central axis (X-axis) crankshaft 2 as the basis. More specifically, the direction of the Y-axis (i.e. the axis running in the longitudinal direction of the vehicle), which is perpendicular to the axis of the crankshaft and runs horizontally, that is set as the longitudinal direction, the direction of the Z axis, which is perpendicular to the axis of the crankshaft and is held in a vertical direction, is defined as the direction relative to the vertical axis and the direction around the axis of the crankshaft is defined as the direction of the roll.

Each of the two ends of the module 1 motor in axial direction of the crankshaft contains bracket 13A or 13B. In particular, bracket 13A is located above the crankshaft 2 and is provided on a transverse end surface of the tail part of the width of the vehicle engine 1a, and the other bracket 13B is provided at the upper end face of a tail part of the width of the vehicle powertrain 1b. Each of the brackets 13A or 13B connects to the corresponding of the pillars of the 10A and 10B of the engine by means of bolts etc. I.e. module 1 engine is supported on the body of the vehicle 12 through the support 10A and 10B of the engine, which are placed at both ends of the engine 1a along the direction of the axis of the crankshaft. Support 10A and 10B engine, respectively, attached to the front side parts 14, which take place in the longitudinal direction of the vehicle along both sides of the front space (i.e. the engine compartment) the body of the vehicle.

In this embodiment rigidity Kv spring of each support 10A motor in vertical direction (which corresponds to the longitudinal direction of the axis of the crankshaft) of the vehicle specified exceeding the stiffness of the spring KN each support 10A engine in longitudinal direction (which corresponds to the direction relative to the vertical axis in the axis of the crankshaft). I.e. through the job rigidity Kv spring in the vertical direction the vehicle is comparatively large, module 1 engine, which has a large mass can be maintained more stable and wear-resistant bearing 10A engine can be improved. Additionally, because the resonance frequency in the vertical direction of a vehicle due to the provision of module 1 of the engine and supports 10A and 10B of the motor increases, driving comfort of the vehicle may be increased by reducing the vertical shaking engine. In addition, by reducing the stiffness of the spring KN in the longitudinal direction of the vehicle weakening of vibration in this direction increases. It should be noted that the stiffness of the spring can properly be regulated by changing the shape and material of the elastic element (not shown), which is used in the pole 10A engine and made of elastic bodies, for example of rubber material etc. and

Torque rod 11 is located under the crankshaft 2 and is placed so that it supports module 1 engine on the front crossmember 15, which runs in the direction of the width of the vehicle in the lower part of the front space of the vehicle body, and the torque rod 11 mainly performed with limiting the movement of module 1 of the engine in the direction of the roll.

If, from the reactions of the transmission of vibrations from the support 10A engine to the bottom of the vehicle, the reaction of the transfer in the longitudinal direction of the axis of the crankshaft (i.e. in the vertical direction the vehicle) is represented by the Hv and the reaction of transmission in the direction relative to the vertical axis in the axis of the crankshaft (i.e. in the longitudinal direction of the vehicle) is represented by the NN, usually to adjust the ratio of "Hv>NN", because the body of the vehicle is long in the longitudinal direction and easier moves in response to exposure, oriented in the vertical direction than the impact orientated in the longitudinal direction, the position of support 10A engine.

Through links Wb1-Wb3 in figure 2 are indicated by many balances 3 (see figure 4, which will be explained below), schematically shown as a point mass, which form part of the balancing weight (i.e. module mitigate the vibration which inhibits force, formed due to the reciprocating motion of the moving parts, including pistons. If engine unbalanced longitudinal moment is formed due to a pair of forces of the first order, formed under the reciprocating motion of moving parts, including pistons, longitudinal vibration of the engine can be reduced by adding a counterweight for balancing weight, for example, to generate longitudinal moment, which has a phase that is opposite to the relative phase of unbalanced longitudinal moment. However, although the longitudinal vibration damped, formed vibration relative to the vertical axis, and the engine 1 is exposed to so-called movement.

If now balanced weight adjustable (see the solid line in figure 5, as described next), so as to equalize the longitudinal torque generated by the engine 1a, i.e. the component Mv pair forces of the first order, generated by the engine 1a, oriented longitudinally along the axis of the crankshaft, with a torque relative to the vertical axis formed by the engine, soE. component Mn pairs forces of the first order, formed by the engine 1a, oriented in the direction relative to the vertical axis in the axis of the crankshaft, then set the equation Mv/Mv0=0.5 as shown in figure 3, which improves the vibratory displacement engine 1a. Mv0 is the sum of the longitudinal moment Mv and torque Mn relative to the vertical axis (i.e. Mv0=Mv+Mn).

Though in the variant of implementation, taking into account that the condition Kv>KN sets and Hv>NN, in General, is satisfied, the decrease in vehicle vibration is implemented through a set counterbalance the weight of the system crankshaft (i.e. the crankshaft, and parts, which are rotated as a permanent block to the crankshaft) so that the vibration relative to the vertical axis of the engine 1a exceeds the longitudinal vibration.

More specifically, as shown in figure 4, of balances 3 additional weight 31 and 33 are added to the barrier 3, the corresponding cylinders #1 and #3 engine, and a pair of zero masses 6 and 7, which are part of the balancing weight, respectively, are provided on the pulley 4 of the crankshaft and the master disk 5 tapped as a permanent block to the crankshaft 2 is set to 0<Mv/Mv0<0,5. It should be noted that in the embodiment additional weight 31 and 33 and zero gravity weight 6 and 7 are placed in positions, offset by 90 degrees relative to the phase rotation of the cylinder #2 when you turn the crankshaft 2, and additional weight 31 and 33 and zero gravity weight 6 and 7 are placed in positions that are separated by 180 degrees from the point of view angle of rotation of the crankshaft.

Assuming now that the offset of the vertical supports 10A engine, caused by a longitudinal torque generated by the engine 1a, presented through the Xv and the shift in the longitudinal direction of support 10A engine, caused by the moment relative to the vertical axis formed by the engine 1a, presented through the HN, values Vv V n are expressed through Vv=Xv X Kv X Hv and V n=HN X KN X NN. Because Kv>KN and Hv>NN satisfied, the reaction to the acceleration vibration bottom of the vehicle is higher relative to the offset of the Xv vertical supports 10A engine than offset HN in the longitudinal direction of the engine mounts. Accordingly, as can be seen from figure 6, the value of Vv, occurs when the Mv/Mv0=1 (i.e., Mn=0), exceeds the value V n, occurs when the Mv/Mv0=0 (i.e., Mv=0). Accordingly, as can be seen from figure 6, acceleration Vv+V n vibration bottom of the vehicle, which is the result of vibration, which is invoked by a longitudinal moment and the moment relative to the vertical axis formed by the engine 1a and transmitted through the support 10A engine, demonstrates the minimum value in the range 0<Mv/Mv0<0.5 and less in this range than in the range of 0.5≤Mv/Mv0 = 1.the

With regard to the acceleration vibration bottom of the vehicle, which is the result of vibration, which is invoked by a longitudinal moment and point regarding the vertical axis formed by the engine 1a and transmitted through the support 10B engine, the same can be said when explaining about acceleration vibration bottom of the vehicle caused by the vibration transmitted through the support 10A engine and acceleration Vv+V n vibration bottom of the vehicle caused by the vibration transmitted through the support 10B engine, demonstrates the minimum value in the range 0<Mv/Mv0<0.5 and less in this range than in the range of 0.5≤Mv/Mv0 = 1.the Accordingly, when the zero gravity weight pulley 4 crankshaft and a master disk 5 regulated in such a way that they specify the time relative to the vertical axis, exceeding the trailing torque generated by the engine 1a (i.e., 0<Mv/Mv0<0,5), vibration bottom of the vehicle can be reduced by setting the stiffness of the spring, at least, only one of the pillars of the 10A and 10B engine so that the Kv>KN. When both stiffer spring are set so that the Kv>KN, the advantage of vibration reduction of the bottom of the vehicle may further increase.

Then the value of Mv/Mv0 at minimum value (or lowest value) Vv+V n extracted. If the vibration angular acceleration in the longitudinal direction of the crankshaft, caused by the vibration of the engine, angle amplitude of vibration velocity and angular velocity of rotation of the crankshaft are submitted by Av, Yv and ω, respectively, the moment of inertia in the longitudinal direction of the axis of the crankshaft and the moment of inertia in the direction relative to the vertical axis of the crankshaft are provided through Iv and IB, respectively, the value of Av is represented by the following equation (1):

Because the value of Av is the value provided by the discernment Yv twice in time, the value Yv is expressed using the following equation (2):

From the equations (1) and (2) the value Yv is expressed using the following equation (3):

When now the distance from the center of gravity of module 1 of the engine to support 10A engine when you view the front of the vehicle is represented by the L, the Xv value is expressed using the following equation (4):

From the equations (3) and (4) the Xv value is expressed using the following equation (5):

Because Vv=Xv X Kv X Hv, as mentioned above, the following equations can be retrieved on the basis of this equation and equation (5), namely Vv=a x Mv X Kv X Hv/Iv and Mv=(Vv X Iv)/(a x Kv X Hv). Similarly Mn=(V n X In)/(a x KN X NN) is retrieved.

Accordingly, the value of Mv/Mv0 is represented by the following equation (6):

Since equation Vv=V n set when the value Vv+V n shows the lowest value (or lowest value), value Mv/Mv0 at this time is represented by the following equation (7):

Although the above retrieves a value Mv/Mv0, which leads to the minimum value of the acceleration Vv+V n vibration bottom of transport the funds resulting from vibration, which is invoked by a longitudinal moment and the moment relative to the vertical axis formed by the engine 1a and transmitted through the support 10A engine is identical to a conclusion can be made regarding the acceleration vibration bottom of the vehicle, which is the result of vibrations transmitted through the support 10B engine.

As can be seen from Fig.8, if the value of Mv/Mv0 is set equal to the value (IvKH)/(IKvHv+IvKH) in pole 10A engine, the vibration is transmitted to the bottom of the vehicle through the support 10A engine, minimized, if the value of Mv/Mv0 is set equal to the value (IvKH)/(IKvHv+IvKH) in support 10B engine, the vibration is transmitted to the bottom of the vehicle through the support 10B engine, is minimized. Accordingly, if the weight of zero masses 6 and 7, respectively, United with a pulley 4 crankshaft and leading disc 5, are set so that they make the value of Mv/Mv0 take values between value (IvKH)/(IKvHv+IvKH), corresponding pole 10A engine, and value (IvKH)/(IKvHv+IvKH), the relevant support 10B engine, vibration bottom of the vehicle can be further reduced.

In the above option implementation counterbalance 3 and two counterbalancing weight 6 and 7 provided on the pulley 4 of the crankshaft and the master disk 5, respectively, are made with adjustable offset the weight of the engine 1a. However, if you want, as can be seen from figure 9, balancing the weight of the engine 1a, similarly to the balanced bellows weight, above, can be achieved through the placement of zero mass 8 and 9 on the crankshaft in the provisions of the cylinder #1 and cylinder #3, respectively. In this case, two counterbalancing weight 8 and 9 are located in inclined positions, offset by 90 degrees relative to the phase rotation of the cylinder #2 when you turn the crankshaft 2, and balancing weights 8 and 9 are separated by 180 degrees from the point of view angle of rotation of the crankshaft. Instead of placing zero masses 8 and 9, extra weight is 31 and 33 may be larger, which leads to identical priorities. It should be noted that the Fig.9 shows the three-cylinder engine, the order of cylinders: cylinder #1 - cylinder #2 - cylinder #3.

In the above option implementation of the additional reduction of vibration of the vehicle is achieved through the provision of zero mass and of additional weights so that regulate the balancing weight, which is the module mitigate the vibration. However, a counterbalancing weight can also be handled by other implementation options, which are explained next. In other variants of implementation, which are explained next, the elements of which are identical to the elements described in the above option implementation, denoted by the same reference position and re-clarification of the items omitted.

In internal combustion engine, equipped with a manual transmission (not shown) according to the second variant of the implementation of the present invention, which is shown on figure 10, handwheel 20, provided at one end of the crankshaft 2, has two openings 21 and 21, which are formed next to each other on the side of the peripheral part of the flywheel, are separated from each other in the direction along the circumference of the flywheel 20 and have equal diameters. Thus, the portion of the flywheel 20, in which holes 21 and 21 feature, has less weight, thereby providing benefits identical priorities, which are obtained if the zero gravity weight are provided in the provisions, which are located at a distance of 180 degrees angle of rotation of a cranked shaft of the holes 21 and 21. I.e. in the second variant of the implementation of the regulation module mitigate the vibration is achieved through the provision of holes in the system of the crankshaft (i.e. in the crankshaft and the parts that rotate as a permanent block to the crankshaft).

In the second variant of the implementation of the pulley 4 crankshaft provided at the other end of the crankshaft 2, is part of the cast, and serving plate inside balancing weight 41 formed a one-piece follows on the inner surface of the pulley 4 crankshaft, when the pulley 4 crankshaft is cast.

A middle position between the balancing weight 41 provided pulley 4 crankshaft, and holes 21 and 21 provided by the flywheel 20, placed in position, shifted by 90 degrees relative to the phase rotation of the cylinder #2 when you turn the crankshaft 2, and a middle position between the balancing weight 41 and holes 21 and 21 is the position, in terms of the angle of rotation of a cranked shaft of the identical provision, which provides additional weight 31.

Although in the above-mentioned second embodiment of the hole 21 are the tiny holes that pass through the flywheel 20, holes 21 do not have to go through the flywheel 20. I.e. a notch or other structure may be used provided that it reduces the weight. In addition, instead of giving holes 21 flywheel 20, bolt or other item to act as a balancing weight can connect to the handwheel in a position separated by 180 degrees, from the point of view angle of rotation of a cranked shaft of the situation in which the holes 21 should be formed.

The third option is the implementation of the present invention further described with reference on 11 and 12. In internal combustion engine, equipped with automatic transmission (not shown), according to the third variant of the implementation of the devices, attached to the master drive 5, configured to have asymmetrical forms, so are the benefits identical priorities, obtained when balancing masses are available on the master disk 5.

In this third embodiment signal plate 51 to determine the angle of rotation of a cranked shaft 2 is attached to the master drive 5, which is provided at one end of the crankshaft 2. Warning plate 51 contains the ring part 52 of the main body, which many teeth 52a are formed at intervals, and many (even number) flange parts of 53, which are formed so that they are perpendicular part 52 of the main body to attach a signal plate 51 to the master drive 5. Flange part 53 are placed in pairs, separated by 180 degrees, from the point of view angle of rotation of a cranked shaft and forms flanged parts 53, components of each pair are identical except for one pair. In this pair the flange of the 53a configured to be more flange part 53b, at a distance of 180 degrees, from the point of view angle of rotation of a cranked shaft, so that the flange of the 53a and the flange of the 53b have different forms. I.e. in this third embodiment through a set of forms one pair flanged parts 53a and 53b, which are separated by 180 degrees, from the point of view angle of rotation of the crankshaft, asymmetric advantages are obtained, identical priorities, which are obtained if the balancing weight is in the position flange part 53a.

As mentioned above the second variant of the implementation of the pulley 4 of the crankshaft in the third embodiment is part of the cast, and finned balancing weight 41 follows a one-piece is made on the inner surface of the pulley 4 of the crankshaft.

Balancing weight 41 and each of flanged parts 53a and 53b shifted 90 degrees with respect to phase rotation of the cylinder #2 when you turn the crankshaft 2, and balancing weight 41 and the flange of the 53a are separated by 180 degrees, from the point of view angle of rotation of the crankshaft.

In this third embodiment through the job shapes of paired flanged parts 53a and 53b, which are two of the many flanges 53, provided through a signal plate 51 and are separated by 180 degrees, from the point of view angle of rotation of the crankshaft, asymmetric advantages are obtained, identical priorities, which are obtained if the balancing weight is available on the master disk 5. However, in case the form of a signal plate 51, which is a device, anchoring to the master drive 5 is symmetric (i.e. in the case of if all flange part 53 signal plate 51 are made so that the flange part 53, spaced at 180 degrees, from the point of view angle of rotation of the crankshaft, are symmetrical), providing a through hole in a position corresponding to the above flange part 53b master disk 5 (i.e. in a position that is shifted by 90 degrees relative to the phase rotation of the cylinder #2 when you turn the crankshaft 2 and is identical to the situation of mass balancing 41, from the point of view angle of rotation of the crankshaft), leads to reduction of weight of a part the hole is available, and provides the benefits identical priorities, which are obtained if the balancing weight is in a position that is separated from the through holes 180 degrees, from the point of view angle of rotation of the crankshaft.

In the above options implementation using layout, in which the pulley 4 crankshaft contains zero gravity weight. However, as can be seen from fig.13, if many holes 42 is available in the outer periphery of the pulley 4 crankshaft, the weight of parts, in which the holes 42 feature decrease, and, thus, without providing counterbalancing of the masses on the pulley 4 crankshaft can be obtained benefits identical priorities, which are obtained if the zero gravity weight are parts that are separated from holes 42 180 degrees, from the point of view angle of rotation of the crankshaft. Although the above describes the preferred embodiments of the invention the present invention is not limited to these options for implementation, and different modifications are possible. For example, zero mass and holes can occupy other positions, and the number of zero mass may be changed, provided that they form identical to the force of inertia. In addition, zero mass, extra weight and holes can take any combination provided that they form identical to the force of inertia. In addition, it is acceptable to use a different configuration of installation of the engine, such as engine mounts can be provided in front and rear parts of the associated vehicle in addition to the above pillars of the engine. In addition, the present invention can be used in a similar manner to engine, in which the order of the cylinders the following: cylinder #1 - cylinder #3 - cylinder #2.

1. Three-cylinder engine, containing the crankshaft, installed with the possibility of rotation at least two engine mounting support on the three-cylinder engine body of the vehicle through at least two engine mounts, which are placed on both opposite ends of the engine in a direction that corresponds to the direction of the axis of the crankshaft, and module mitigate the vibration, located on at least one of the crankshaft and parts, which operates in concert with the crankshaft, and the first of at least two supports the engine is set stiffness K V springs in the longitudinal direction of the axis of the crankshaft and the stiffness of the spring K H in the direction relative to the vertical axis axis crankshaft so that is installed inequality K V >K H , module mitigate the vibration is relative, at least one of the crankshaft and the said parts so that the module mitigate the vibration satisfies the equation 0<M V /M V0 <0,5, and M V is a component of the pair forces of the first order pairs generated by engine in longitudinal direction of the axis of the crankshaft, M H is a component of the pair forces of the first order, created by engine in direction relative to the vertical axis axis the crankshaft, and M V0 is the sum of the components of the M V and M H a pair of forces of the first order.

2. Three-cylinder engine according to claim 1 in which the module mitigate the vibration specifies the mass balance of at least one of the crankshaft and the said parts so that it meets the above mentioned equation.

3. Three-cylinder engine according to claim 1 or 2, the second of at least two engine mounts, which is located at the opposite end of engine from the first of at least two engine mounts, is set stiffness K V2 springs in the longitudinal direction of the axis of the crankshaft and stiffness K H2 spring in direction relative to the vertical axis in the axis of the crankshaft so that is installed inequality K V2 >K H2 .

4. Three-cylinder engine on item 3, in which the first of at least two supports the engine is given so that it has the reaction H V transmission in longitudinal direction of the axis of the crankshaft and the reaction H H transmission in the direction relative to the vertical axis axis of a cranked shaft of the reactions of the transmission of vibrations transmitted to the bottom of the vehicle through the first of at least two engine mounts, and three-cylinder engine is part of the engine module, which additionally includes the transmission and parts connected with the three-cylinder engine and transmission, the engine module creates the moment of inertia I V engine module in longitudinal direction of the axis of the crankshaft and the moment of inertia I H module the engine in direction relative to the vertical axis in the axis of the crankshaft, and module mitigate the vibration advanced is given so that it satisfies the equation (I V K H H H )/(K V I H H V +I V K H H H )max M V /M V0 <0,5.