KR960011922B1 - Crankshaft of v-type 6-cylinder internal combustion engine - Google Patents

Abstract

The crankshaft of the V-type 6-cylinder internal combustion engine is for reducing the vibration of the engine and the pressure applied to the crank journal by offsetting the couples of inertia and unbalanced inertia. The crankshaft have the six balancing weights arranged symmetrically to the center of the axle almost perfectly.

Description

Crankshaft of V type 6 cylinder engine

1 is a side view of a crankshaft according to the present invention.

2 shows a cross section according to arrows I-I, II-II, III-III, IV-IV, V-V, VI-VI, respectively, in FIG. 1;

3 is a plan view of FIG.

4 is a schematic diagram schematically showing the balancing weight arrangement in FIG.

5 is a schematic diagram schematically showing the balancing weight arrangement in FIG.

6 is a schematic diagram showing an arrangement of balancing weights around a crankshaft in a crankshaft according to the present invention.

7 is a schematic diagram showing the centrifugal force magnitude of each of the balancing weights shown in FIG.

* Explanation of symbols for main parts of the drawings

1 to 6: 1 to 6 crank pins 11 to 14: 1 to 4 crank journals

21-29: 1st-9th crank arm 31-36: 1st-6th balancing weight

The present invention relates to a crankshaft which cancels the unbalanced inertia force and the inertia force present in the crankshaft to reduce engine vibration and reduce surface pressure acting on each crank journal. Crankshaft of the V-type six-cylinder engine.

The crankshaft has an important function of generating power by converting the linear motion generated by the piston of each cylinder into the rotational motion and applying the force to the piston that reaches the bottom dead center so that the linear motion is continued.

The crankshaft should be able to rotate smoothly without vibration, but in practice, the centers of the crank journal and the crankpin are eccentric, so if they are rotated as they are, they cannot maintain balance.

In order to solve this problem, a balancing weight is usually added to the crank arm opposite to the crank pin to achieve balance during rotation.

Balancing weights are molded in one piece with the crank arm in the case of a small engine, and then modified in the machining process to make a balance, and in the large engine, a balancing weight is manufactured and attached to the crank arm.

Balance weights are generally arranged in a symmetrical direction to offset the inertial forces.

In this case, since the inline four-cylinder engine has 180 degrees of crank arm deployment angle, there is no problem in the arrangement of the balancing weight, but in the case of the V-cylinder engine, it is not easy.

The reason is that when the balancing weight is added to all the grank arms, the axial weight becomes excessively heavy, and torsional vibration occurs in the high rotation range of the engine.

In order to solve the problems of the V-type six-cylinder engine, Japanese Patent Laid-Open Nos. 59-212553, 59-212554, and 59-212555 include five balancing weights, one pair on the front and rear crank arms of the crankshaft. Disclosed is a method of arranging one on each of the crank arms in the center, and having a configuration in which the front and rear ends of these balancing weights are arranged eccentrically with respect to the center.

As is well known, the inertia force in the crankshaft is the greatest force at both ends of the shaft and in the middle of the shaft, and the forces at both ends are mutually symmetrical and outwardly orthogonal to it.

In light of this, the above-mentioned method is a pair of balancing queuits at right angles to one balancing weight attached to the middle of the shaft, and they are mutually symmetrical and are arranged in opposite directions to the inertia force. On the other hand, the balance weight of the balance weight is biased to one side, resulting in an unbalanced force, which causes the axial vibration to be relatively severe during rotation.

The most reasonable way to solve the unbalanced forces is to ensure that the forces around the center point are perfectly symmetrical.

From this point of view, the crankshaft disclosed in Japanese Patent Laid-Open No. 60-27037 arranges six balancing weights side by side on the crank arm, and at the same time sets the balancing weights to 60 degrees to mutually symmetrical unbalanced force. It shows that it can be solved.

However, in this method, there is no consideration regarding the placement of the balancing weight according to the direction of inertia, so the resolution of the inertia is less than expected.

An object of the present invention is to provide a crankshaft of a V-cylinder six-cylinder engine that can eliminate the inertial and unbalanced power.

In accordance with the above object, the present invention includes first to sixth crank pins to which connecting rods are connected, and the first to fourth crank journals are interposed between the first to sixth crank pins, and the first to fifth crank journals are also provided. Ordinary V-shaped six-cylinder engines each having first to ninth crank arms formed between adjacent six crank pins and adjacent to the first to sixth crank pins and the first to fourth crank journals. Crankshaft, the first and second balancing weights on the first and second crank arms, the third and fourth balancing weights on the intermediate fourth and sixth crank arms, and the eighth and The fifth and sixth balancing weights are assigned to the ninth crank arms, respectively, wherein the first balancing weight, the sixth balancing weight, the second balancing weight and the fifth balancing weight, and the third balancing weight and the fourth balancing weight are separated from each other. The same weight, shape and They have a surface coefficient, and they are symmetrical with each other, and the second balancing weight and the fifth balancing weight are disposed so that the center of gravity is 30 degrees with respect to the first balancing weight and the sixth balancing weight, respectively. The third balancing weight and the fourth balancing weight may be disposed orthogonally to the first balancing weight and the sixth balancing weight.

Due to this arrangement of balancing weights, the inertia and unbalanced power of the crankshaft are dissipated.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is a side view of a crankshaft according to the present invention, in which reference numerals 1 to 6 refer to first to sixth crank pins to which connecting rods are connected.

The first to sixth crank pins 1 to 6 are arranged in pairs between the first to fourth crank journals 11 to 14 in the case of the V-shaped six cylinders.

Between the first to sixth crank pins 1 to 6 adjacent to each other, and the first to sixth cranks 1 to 6 and the first to fourth crank journals 11 to 14 are adjacent to each other. First to ninth crank arms 21 to 29 are interposed.

The flywheel which is not shown in figure is attached by the flange 30 formed adjacent to the 4th crank journal 14 side.

The crankshaft according to the present invention includes the first and second balancing weights 31 (1) in the first and second crank arms 21, 22 of the front end portion among the first to ninth crank arms 21 to 29, respectively. 32) and third and fourth balancing weights 33 and 34 are respectively provided to the intermediate fourth and sixth crank arms 24 and 26, and the fifth and sixth crank arms at the rear end. The fifth and sixth balancing weights 35 and 36 are also provided to (28) and (29), respectively.

FIG. 2 is a diagram showing respective balancing weight shapes shown by arrows I-I, II-II, IlI-III, IV-IV, V-V, and VI-VI of FIG.

The first balancing weight 31 applied to the first crank arm 21 has its center of gravity punched downward with respect to the axis center C of the crankshaft.

The second balancing weight 32 provided to the second crank arm 22 also has its center of gravity biased downward, but has a posture of about 30 degrees counterclockwise with respect to the first balancing weight 3l.

Next, the third balancing weight 33 provided to the fourth crank arm 24 and the fourth balancing weight 34 applied to the sixth crank arm 26 are provided with respect to the center of gravity of the first balancing weight 31. It is ubiquitous in the direction orthogonal to the left, and the centers of gravity of these are symmetrical up and down.

The fifth balancing weight 35 provided to the eighth crank arm 28 is shaped to be symmetrical up and down with respect to the second balancing weight 32 described above, and is provided to the ninth crank arm 29. The balancing weight 36 is symmetric with respect to the first balancing weight 31 above and below.

Similarly to the second balancing weight 32, the fifth balancing weight 35 is disposed in a posture that is turned about 30 degrees clockwise with respect to the sixth balancing weight 36.

The first balancing weight 31, the sixth balancing weight 36, the second balancing weight 32 and the fifth balancing weight 35, the third balancing weight 33 and the fourth balancing weight 34 are mutually oriented. It has the same weight, shape and section modulus.

Due to this arrangement, the first and second balancing weights 31 and 32 and the fifth and sixth balancing weights 35 and 36 which are disposed at both ends of the crankshaft are symmetric up and down, and are shown in FIG. Similarly, the third and fourth balancing weights 33 and 34 disposed in the middle of the first and second balancing weights 31 and 32 and the fifth and sixth balancing weights 35 and 36 disposed at both ends thereof. Orthogonal to

In FIG. 1, the arrangement relationship of each balancing weight 31-36 can be shown as a 4th degree.

In view of this, the first and second balancing weights 31 and 32 and the fifth and sixth balancing weights 35 and 36, and the intermediate third and third balancing weights 33 and 4, respectively. ) Are completely symmetrical with respect to the axis center (C).

In consideration of the rotation of the crankshaft, turning 90 degrees in the state shown in FIG. 1 makes it as shown in FIG. 2, in which case the arrangement of the balancing weight is changed as in FIG.

That is, the second and fifth balancing weights 32 and 35 are symmetrical with respect to the third and fourth balancing weights 33 and 34, and the first and sixth balancing weights 31 are related to this relationship. (36) is placed in the orthogonal direction to form a symmetry between themselves.

Therefore, the crankshaft according to the present invention can be seen that the arrangement of the balancing weight is almost completely symmetrical from the center of the axis.

6 shows the arrangement state of the first to sixth balancing weights 31 to 36 expressed when the axis center C is referred to.

In the figure, the first and sixth balancing weights 31 and 36 are linearly symmetrical, and with respect to them, the second and fifth balancing weights 32 and 35 have an angle α set to approximately ± 30 degrees. In addition, the third and fourth balancing weights 33 and 34 are deployed in opposite directions to form symmetry, and the third and fourth balancing weights 33 and 34 are third and fourth crank pins. (3) and (4) have an angle β set to 土 60 degrees with respect to a straight line connecting their center with the axis center C.

In the state shown in FIG. 5, there is no unbalanced force relative to the axis center C. As shown in FIG.

In other words, the unbalanced forces due to the rotational weight and the reciprocating weights cancel each other at the axis center C and the unbalanced forces due to the balancing weights also cancel each other.

However, when the unbalanced force of the arrangement shown in FIG. 4 is explained in accordance with FIG. 7, the unbalanced force due to the reciprocating weight and the rotating weight occurs in the direction indicated by the arrows A _{1 to} A ₆ , and the crank arm The unbalanced force caused by is generated in the direction indicated by the arrows B _{1 to} B ₂ , and the unbalanced force generated by the balancing weight occurs in the direction indicated by the arrows D _{1 to} D ₆ .

Therefore, the power generated by arrows A ₁ , A ₂ , A ₅ , A ₆ is balanced by the power generated by arrows D ₁ , D ₂ , D ₅ , D ₆ , and the arrow ( The power generated by B ₁ and B ₂ is balanced by the combined force of arrows A ₃ and A ₄ (D ₃ and D ₄ ).

As described above, the present invention preferably solves both the inertia and unbalanced power generated in the crankshaft, and thus has the advantage of fundamentally solving the balance problem of the crankshaft conventionally found in the V-type six-cylinder engine. have.

Claims (1)

The first to sixth crank pins 1 to 6 to which the connecting rods are connected are held, and the first to fourth crank journals 11 to 14 are interposed between the first to sixth crank pins 1 to 6. The first to sixth crank pins (1 to 6) and the first to sixth crank pins (1 to 6) and the first to fourth crank journals (11 to 14) are adjacent to each other. In the crankshaft of a normal V-cylinder engine in which the first to ninth crank arms 21 to 29 are respectively formed between the adjacent ones, the crankshaft of the first and second crank arms 21 and 22 described above. Respectively, the first and second balancing weights 31 and 32, the intermediate fourth and sixth crank arms 24 and 26, and the third and fourth balancing weights 33 and 34, respectively. The fifth and sixth balancing weights 35 and 36 are respectively provided to the eighth and ninth crank arms 28 and 29, wherein the first balancing weight 31 and the sixth balancing weight 36 are respectively provided. The second balancing weight 32, the fifth balancing weight 35, and the third balancing weight The sheet 33 and the fourth balancing weights 34 have the same weight, shape, and cross-sectional coefficient, and they are arranged to be symmetrical with each other in the vertical direction, and the first balancing weight 31 and the sixth balancing are described above. The second balancing weight 32 and the fifth balancing weight 35 are disposed so that the center of gravity of the weight 36 is 30 degrees, respectively, and the third balancing weight 33 and the fourth balancing weight 34 are The crankshaft of the V-cylinder engine, characterized in that it is arranged orthogonally to the first balancing weight (31) and the sixth balancing weight (36).