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WO2012097986A1 - Dispositif de réduction des irrégularités de rotation du vilebrequin d'un moteur à combustion interne à pistons - Google Patents

Dispositif de réduction des irrégularités de rotation du vilebrequin d'un moteur à combustion interne à pistons Download PDF

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Publication number
WO2012097986A1
WO2012097986A1 PCT/EP2012/000222 EP2012000222W WO2012097986A1 WO 2012097986 A1 WO2012097986 A1 WO 2012097986A1 EP 2012000222 W EP2012000222 W EP 2012000222W WO 2012097986 A1 WO2012097986 A1 WO 2012097986A1
Authority
WO
WIPO (PCT)
Prior art keywords
crankshaft
axis
rotation
coupling
peripheral surface
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2012/000222
Other languages
German (de)
English (en)
Inventor
Peter Kreuter
Michael KIER
Daniel QUADFLIEG
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Meta Motoren und Energie Technik GmbH
Original Assignee
Meta Motoren und Energie Technik GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Meta Motoren und Energie Technik GmbH filed Critical Meta Motoren und Energie Technik GmbH
Priority to CN201280006138.1A priority Critical patent/CN103348162B/zh
Publication of WO2012097986A1 publication Critical patent/WO2012097986A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • 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 invention relates to a device for reducing rotational irregularities of the crankshaft of a reciprocating internal combustion engine.
  • crankshaft of reciprocating internal combustion engines in particular reciprocating internal combustion engines is that this rotation, caused by the working cycles of or connected to the crankshaft piston is non-uniform. This nonuniformity increases with decreasing number of cylinders, low speeds and high loads.
  • FIG. 13 which shows an end view of a device
  • a crankshaft 10 of a reciprocating internal combustion engine known in its construction has a radially projecting driving lug 12, which is non-rotatably connected to the crankshaft 10 or integrally formed with it.
  • a compensating mass component 14 is mounted next to the driving lug 12, which is advantageously balanced with respect to the axis of rotation A of the crankshaft 10.
  • a bearing plate 16 (hatched, in Fig. 10, the axial arrangement is not visible) pivotally mounted about an axis A of the crankshaft 10 remote axis B to a motor housing, not shown.
  • the bearing plate 16 has a passage opening 20 through which the crankshaft 10 extends, so that the described assembly can be arranged at a front end of the crankshaft or in a central region of the crankshaft.
  • the pivot axis B is parallel to the axis of rotation A of the crankshaft.
  • a guide coupling 22 is rotatably mounted, projecting from the radial arm 24.
  • the radial arm is connected via a coupling member 26 with the driving lug 12 and connected via a further coupling member 28 in a joint 29 with the balancing mass component 14. the.
  • the coupling members 26 and 28 are advantageously coaxially articulated to the arm 24 of the guide coupling 22.
  • the coupling member 28 protrudes, for example, in a radial slot (not shown) of the balancing component 14 and is mounted therein by means of a pin.
  • the pivot axes of the joints about which the coupling links are pivotable relative to each other and to the cam lug 12, the guide coupling 22 and the balancing mass component 14 are parallel to each other and parallel to the axes A and B.
  • a total of 40 designated adjusting device is provided which has an actuator 42 which is pivotally connected to an arm 44 which is rigidly connected to the bearing plate 16.
  • the bearing plate 16 Approximately in extension of the arm 44, the bearing plate 16 on its opposite side another, rigidly connected to it arm 46, which is pivotable about the pivot axis B.
  • the actuator 42 can be moved in a conventional manner by means of a hydraulic cylinder or an electric motor according to FIG. 1 in vertical direction, the mobility is advantageously limited by stops 48 and 50.
  • FIG. 13 illustrates the state of the arrangement in which the axis of rotation C of the guide coupling 22 has a maximum distance from the axis of rotation A of the crankshaft 10.
  • the arrangement of the entrainment approach 12, the radial arm 24 and the coupling members 26 and 28 is such that the coupling members 26 and 28 during a revolution of the crankshaft 10 and the eccentric rotation of the guide coupling 22 twice pass through an extended position, so that the balancing mass 14th the crankshaft 10 twice during a revolution lags or rotates at a higher and lower speed than the crankshaft.
  • the lead or the caster can be adjusted by the geometric arrangement of the coupling elements to the respective requirements.
  • Figure 14 shows the state of the arrangement of Figure 13, in which the axes of rotation A and C coincide, that is, the state of maximum eccentricity is adjusted according to Figure 1 in the state of minimal eccentricity, in which the guide coupling 22 rotates coaxially with the crankshaft 10.
  • the relative position between the driver lug and the coupling members 26 and 28 and the radial arm 24 remains constant, so that the Compensating mass component 14 each with the same angular velocity as the crankshaft 16 rotates.
  • the balancing mass component 14 is cyclically accelerated and decelerated by the crankshaft, so that an additional torque must be applied to the balancing mass component of the crankshaft in phases of rotation in which the balancing mass component is accelerated and in others Phases of rotation in which reduces the angular velocity of the balancing mass component relative to the crankshaft, the crankshaft of the balancing mass component learns an additional torque.
  • the device according to FIGS. 13 and 14 is suitable for reducing in particular the torque fluctuations on the crankshaft for the second order of a two-cylinder two-stroke engine or a four-cylinder four-stroke engine.
  • the device is suitable for balancing torque fluctuations on the crankshaft for the first order in a single-cylinder two-stroke engine or a two-cylinder four-stroke engine.
  • cam lug 12 is not rigidly connected to the crankshaft but is connected to the crankshaft via a reduction gear, other torque fluctuations can be compensated, for example a three-cylinder engine, if a device suitable for the two-cylinder engine is formed such that the cam lobe 12 rotates by a factor of 1.5 compared to the speed of the crankshaft increased speed.
  • the invention has for its object to further develop a generic device such that the range of applications for reducing rotational nonuniformities of the crankshaft of a reciprocating internal combustion engine is extended.
  • the position of the axis of rotation of the guide coupling is similar to the position of the axis of rotation of the crankshaft relative to the motor housing stationary and only the distance between the axes of rotation is adjustable rotates in the inventive Device the axis of rotation of the guide coupling about the axis of rotation of the crankshaft, wherein the speed at which the axis of rotation of the guide coupling rotates about the axis of rotation of the crankshaft, is in a predetermined ratio to the speed of the crankshaft.
  • the subclaims 2 to 8 are directed to advantageous embodiments of the device according to the invention, wherein the features of claim 7 characterize a first embodiment of the device and the features of claim 8 characterize a second embodiment of the device.
  • FIG. 1 is a schematic sectional view of the crankshaft and end shield with eccentric arrangement between end shield and crankshaft and centric arrangement between end shield and crankshaft,
  • FIG. 2 shows a schematic view of the connection between crankshaft, guide coupling and compensating mass component in the arrangement according to FIG. 1, FIG.
  • FIG. 3 is a sectional view for explaining the rotary drive of the end shield by the crankshaft
  • Fig. 4 is a schematic view of a first embodiment of the device with the axis of rotation of
  • FIG. 5 shows the arrangement according to FIG. 4 with eccentric arrangement of the axes of rotation
  • FIGS. 4 and 5 shows curves and values for explaining the use of the embodiment according to FIGS. 4 and 5 for various internal combustion engines
  • FIG. 7 shows a further embodiment of the device with respect to the embodiment of FIG. 4 modified coupling between the crankshaft, guide coupling and balancing mass component with coaxial arrangement of guide coupling and crankshaft,
  • FIG. 8 shows the arrangement according to FIG. 7 with an eccentric arrangement of the axes of rotation
  • FIG. 9 curves and values for explaining the effectiveness of the embodiment of the device according to FIG. 7 for different internal combustion engines
  • FIG. 10 is a schematic view of an arrangement for adjusting an eccentricity between a crankshaft and a bearing plate
  • FIG. 10 is a schematic view of a rotary drive for the arrangement of FIG. 10,
  • Figures 13 and 14 are end views of prior art devices.
  • the bearing plate 16 in contrast to the embodiment of FIG. 10, is generally rotatable and in two parts with an inner part 16A and an outer part 16B.
  • the inner part 16A is rotatably mounted coaxially to the axis of rotation A of the crankshaft 10 and has a relative to the axis of rotation A eccentric outer peripheral surface 100.
  • the outer part 16B has an inner circumferential surface 102 rotatably guided on the outer peripheral surface 100 and an outer peripheral surface 104 which is eccentric relative to the inner peripheral surface 102 and circular in cross section with the axis C which simultaneously forms a bearing or rotary axis for the guide coupling 22 (FIG. Fig. 10).
  • the outer peripheral surface 100 of the inner member 16A is formed with radially outward protrusions 106.
  • the inner peripheral surface 102 of the outer member 16B is formed with radially inward protrusions 108.
  • the projections 106 and 108 cooperate in such a way that between them in the circumferential direction spaced hydraulic chambers 1 10 are formed, which are selectively acted upon by hydraulic pressure via unillustrated and in its construction known supply lines with rotary joints.
  • the eccentricities between the rotational axis A of the crankshaft around which the inner part 16A is rotatable, and the outer peripheral surface 100 of the inner part 16A and the inner peripheral surface 102 of the outer part 16B and the outer peripheral surface 104 are such that they compensate each other in the position b), that is, the center of the outer peripheral surface 104, and thus the rotational axis C of the guide coupling coincides with the axis of rotation A of the crankshaft, whereas in the position a) the center of the outer peripheral surface 104 and the rotation axis C is spaced from the axis of rotation A of the crankshaft.
  • FIG. 2 shows an exemplary embodiment of the coupling mechanism which is effective between the crankshaft 10, the guide coupling 22 and the balancing mass component 14 and which corresponds to the coupling mechanism according to FIG. 13.
  • the rigidly connected to the crankshaft 10 driver lug 12 is coupled via the coupling member 26 with the radial arm 24 which is rigidly connected to the guide coupling 22.
  • the radial arm 24 is connected via the further coupling member 28 with the joint 29 which is fixed to the balancing mass component 14.
  • the function of the linkage is as described with reference to FIGS. 10 and 11.
  • Fig. 3 shows an embodiment of an eccentric, with which the two-part bearing plate 16 is driven by the crankshaft 10.
  • the eccentric gear includes a planetary gear, the sun gear 120 is arranged coaxially with the crankshaft 10 and rotatably connected to the crankshaft 10.
  • the sun gear 120 meshes with planet wheels 122, which are mounted on a motor housing fixed or machine-fixed, non-rotatable planet carrier, not shown.
  • the planet gears mesh further with a ring gear 124 which is rigidly connected to the inner part 16 A of the bearing plate 16.
  • the outer part 16B is mounted on the inner part 16A as explained with reference to FIG. In the arrangement of FIG.
  • the speed ratio between the rotational speed of the sun gear 120 and the crankshaft 10 and the rotational speed of the ring gear 124 and thus the rotational speed of the bearing plate 16 is determined by the diameter ratio of sun gear and ring gear in a conventional manner.
  • the direction of rotation of the ring gear is in the embodiment of FIG. 3 in the opposite direction to the direction of rotation of the sun gear 120.
  • Figures 4 and 5 show a first embodiment of a device for reducing rotational irregularities of the crankshaft which, as will be explained with reference to Figure 6, is particularly suitable for four-, five- and six-cylinder engines.
  • the coupling mechanism which connects the crankshaft with the guide coupling and the balancing mass component, corresponds to the embodiment of FIG. 2, as well as Figures 13 and 14.
  • the eccentric by means of which the axis of rotation C of the bearing plate 16 and thus also the guide coupling 22 about the axis of rotation A of Crankshaft rotates, corresponds to the explained in Fig. 3 embodiment.
  • the eccentricity or the distance of the rotation axis C from the rotation axis A can be adjusted, as explained with reference to FIG.
  • Fig. 4 shows the arrangement without eccentricity, that is, in a state in which the rotation axis C coincides with the rotation axis A and no rotational nonuniformity compensation takes place.
  • FIG 5 shows the arrangement with the axis of rotation A of the crankshaft remote rotational axis C of the bearing plate 16.
  • the arrow K indicates the direction of rotation of the crankshaft, which rotates in the example shown in the counterclockwise direction.
  • the arrow L indicates the direction of rotation with which the rotation axis C rotates about the axis of rotation A. This direction of rotation may vary depending on the design of the Ex- Centers with simple planets or double planets in the opposite direction or in the direction of rotation of the crankshaft.
  • the coupling links 26 and 28 twice pass through an extended position, so that the compensating mass component 14 accelerates twice relative to the crankshaft during one revolution of the crankshaft and is delayed. If the rotation axis C rotates in the same direction to the direction of arrow L in the same direction with the direction of rotation of the crankshaft (arrow K) at the same speed as the crankshaft, the configuration of FIG. 5 is maintained during one revolution of the crankshaft, so that no acceleration or deceleration of the Balancing mass component relative to the crankshaft.
  • FIG. 6 shows a graphic representation of the rotational angular accelerations or rotational irregularities in a four-cylinder, five-cylinder or six-cylinder engine operated in four-stroke mode, which designates the rotational angle of the crankshaft 10, which is indicated on the abscissa.
  • d 2 ⁇ / dt 2 denotes the rotational angular acceleration of the balancing mass component 14, which is indicated on the ordinate.
  • VE is the ratio of rotational speed with which the rotation axis C rotates about the axis of rotation A of the crankshaft to the speed of the crankshaft.
  • a negative sign of VE means opposing rotation.
  • Figures 7 and 8 show a further embodiment of a coupling mechanism used in the device according to the invention for coupling the crankshaft with the guide coupling and the balancing mass component.
  • the driving lug 12 of the crankshaft 10 is coupled via a first coupling member 26 to an arm 52 of a two-armed second coupling member 28 whose other arm 54 is coupled to the radial arm 24 of the guide coupling 22.
  • the two arms 52 and 54 of the second coupling member 28 are rigidly connected together and form in the example shown an angle of about 90 ° with each other. The angle can be arbitrary, with the pivot points change accordingly.
  • the second coupling member is coupled to the balancing mass component 14 at the connection point between the arms 52 and 54.
  • Fig. 7 shows the arrangement with concentric to the axis of rotation A of the crankshaft arranged axis of rotation C of the bearing plate 16, in which the crankshaft 10 and the balancing mass component 14 rotate at the same angular velocity.
  • FIG 8 shows the arrangement with an axis of rotation C of the end shield 16 arranged eccentrically to the axis of rotation of the crankshaft A.
  • the compensating mass component 14 is once relative to the crankshaft 10 accelerated and decelerated.
  • the number of accelerations and decelerations of the balancing mass component relative to the crankshaft during one revolution of the crankshaft depends on the rotational speed and direction of rotation with which the rotational axis C rotates about the axis of rotation A.
  • FIG. 9 illustrates the function of the embodiment of the device according to FIGS. 7 and 8, similar to FIG. 6.
  • the envisaged motors preferably have equally spaced cylinders with respect to the angle of rotation.
  • the effectiveness of the device has been explained above using the example of four-stroke engines.
  • the device can be used in the same way for two-stroke engines each having half the number of cylinders;
  • an embodiment of the apparatus suitable for a four-cylinder, four-cycle engine may equally be used for a two-cylinder two-stroke engine.
  • the coupling between the rotation of the crankshaft, the bearing plate which can be mounted eccentrically relative to the crankshaft, and the compensating mass component can also be accomplished with coupling members which are arranged differently from the illustrated embodiment.
  • Fig. 10 shows an alternative embodiment.
  • a ring gear 124 is rotatably mounted, which has an internal toothing 126.
  • the bearing plate 16 is mounted longitudinally displaceable or eccentrically rotatable by means of an adjusting device.
  • the bearing plate 16 is longitudinally displaceably guided on two struts 128 of the ring gear 124 and by means of hydraulic adjusting devices 130, for example piston-cylinder units, adjustable.
  • the axis of rotation A of the crankshaft coincides with the axis of rotation C of the endshield 16.
  • FIG. 10 a the axis of rotation A of the crankshaft coincides with the axis of rotation C of the endshield 16.
  • FIG. 1 1 shows how the coaxially mounted with the bearing axis of the crankshaft ring gear 124 is rotatable relative to the crankshaft by similarly as explained with reference to FIG. 3, between a crankshaft fixed and arranged with the same axis of rotation as the crankshaft sun gear 120 and the ring gear 124th arranged machine frame fixed planetary gears 122 which mesh with an external toothing of the sun gear 120 and the internal teeth 126 of the ring gear 124.
  • the planetary gears 122 need not necessarily be stored machine frame fixed, but can be mounted on a coaxial with the crankshaft rotatable planet carrier rotatably held or driven by a motor at a predetermined speed. In this way, the system can be adjusted in operation to different numbers of cylinders.
  • hydraulic adjustment of the bearing plate 16 relative to the ring gear 124 can also be carried out by electric motor.
  • the sun gear instead of being connected to the crankshaft in a rotationally fixed manner, can be connected in a rotationally fixed manner to the compensating mass component 14.
  • the sun gear can be connected in a rotationally fixed manner to the compensating mass component 14.
  • a non-uniform rotational movement and by targeted application of inertia on the ring gear 124 or the planet 122 can be compensated in this way by the or the piston of the engine applied to the motor frame or motor housing torque in addition.
  • Fig. 12 shows the conditions on the example of a simultaneous compensation of the frame torque in a three-cylinder engine.
  • the abscissa indicates the rotational position ⁇ of the crankshaft in degrees.
  • the ordinate indicates the respective torque M in Nm and the solid line indicates the engine torque.
  • the dot-dash line indicates the moment applied to compensate for the engine torque with which the balancing mass component counteracts the engine torque.
  • the dotted curve indicates the remaining moment, which can be counteracted by the additional compensation. It should also be mentioned that the device can be balanced by suitable counterweights in each rotational position.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Transmission Devices (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)

Abstract

L'invention concerne un dispositif de réduction des irrégularités de rotation du vilebrequin d'un moteur à combustion interne à pistons, ledit dispositif contenant une masse de correction pouvant tourner autour d'un axe qui est accouplée au vilebrequin par l'intermédiaire d'un mécanisme à bielle. Le mécanisme à bielle comprend un flasque, sur lequel une bielle de guidage est montée de manière à pouvoir tourner, l'axe de rotation de ladite bielle étant situé à une certaine distance de l'axe de rotation du vilebrequin. En outre, le dispositif contient une transmission à excentrique permettant de relier le flasque au vilebrequin de telle manière que l'axe de rotation du flasque tourne autour de l'axe de rotation du vilebrequin à une vitesse de rotation se trouvant dans un rapport prédéfini par rapport à la vitesse de rotation du vilebrequin.
PCT/EP2012/000222 2011-01-21 2012-01-18 Dispositif de réduction des irrégularités de rotation du vilebrequin d'un moteur à combustion interne à pistons Ceased WO2012097986A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201280006138.1A CN103348162B (zh) 2011-01-21 2012-01-18 用于减小活塞式内燃机的曲轴的转动不均衡性的装置

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011009096.7 2011-01-21
DE102011009096.7A DE102011009096B4 (de) 2011-01-21 2011-01-21 Vorrichtung zum Vermindern von Drehungleichförmigkeiten der Kurbelwelle einer Kolbenbrennkraftmaschine

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WO2012097986A1 true WO2012097986A1 (fr) 2012-07-26

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PCT/EP2012/000222 Ceased WO2012097986A1 (fr) 2011-01-21 2012-01-18 Dispositif de réduction des irrégularités de rotation du vilebrequin d'un moteur à combustion interne à pistons

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CN (1) CN103348162B (fr)
DE (1) DE102011009096B4 (fr)
WO (1) WO2012097986A1 (fr)

Families Citing this family (3)

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Publication number Priority date Publication date Assignee Title
DE102011075740B4 (de) * 2011-05-12 2020-10-15 Zf Friedrichshafen Ag Vorrichtung zur Beeinflussung des Drehverhaltens eines um eine Drehachse rotierenden Drehorgans
WO2015112559A1 (fr) * 2014-01-25 2015-07-30 Borgwarner Inc. Amortisseur de vibrations rotatif
KR101724497B1 (ko) 2015-12-08 2017-04-07 현대자동차 주식회사 차량용 엔진 시스템

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2565655A1 (fr) * 1984-06-06 1985-12-13 Boeuf Edmond Dispositif pour ameliorer le fonctionnement et le rendement des moteurs a explosion, a combustion, a essence ou diesel
DE4115811A1 (de) * 1990-05-25 1991-11-28 Volkswagen Ag Vorrichtung zur unterdrueckung von torsionsschwingungen der ausgangswelle einer maschine, insbesondere einer brennkraftmaschine
DE19649712A1 (de) * 1996-11-30 1998-06-04 Daimler Benz Ag Antreibbare Welle mit beschleunigungsabhängig änderbarem Trägheitsmoment
WO2008145342A1 (fr) 2007-05-31 2008-12-04 Meta Motoren- Und Energie- Technik Gmbh Procédé et dispositif pour réduire les irrégularités de rotation du vilebrequin d'un moteur à combustion interne à pistons

Family Cites Families (5)

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Publication number Priority date Publication date Assignee Title
GB909435A (fr) * 1960-08-18
US4481918A (en) * 1981-10-15 1984-11-13 Triumph Motorcycles (Meriden) Limited Means for reducing vibration in reciprocating engines
CN2381840Y (zh) * 1999-08-17 2000-06-07 上海交通大学 离心式转动惯量自适应飞轮
DE10307336A1 (de) * 2003-02-21 2004-09-02 Bayerische Motoren Werke Ag Schwingungstilger
FR2880398B1 (fr) * 2005-01-03 2007-02-16 Valeo Embrayages Volant d'inertie pour moteur a combustion interne

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2565655A1 (fr) * 1984-06-06 1985-12-13 Boeuf Edmond Dispositif pour ameliorer le fonctionnement et le rendement des moteurs a explosion, a combustion, a essence ou diesel
DE4115811A1 (de) * 1990-05-25 1991-11-28 Volkswagen Ag Vorrichtung zur unterdrueckung von torsionsschwingungen der ausgangswelle einer maschine, insbesondere einer brennkraftmaschine
DE19649712A1 (de) * 1996-11-30 1998-06-04 Daimler Benz Ag Antreibbare Welle mit beschleunigungsabhängig änderbarem Trägheitsmoment
WO2008145342A1 (fr) 2007-05-31 2008-12-04 Meta Motoren- Und Energie- Technik Gmbh Procédé et dispositif pour réduire les irrégularités de rotation du vilebrequin d'un moteur à combustion interne à pistons

Also Published As

Publication number Publication date
DE102011009096A1 (de) 2012-07-26
CN103348162A (zh) 2013-10-09
DE102011009096B4 (de) 2016-01-14
CN103348162B (zh) 2016-03-16

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