JPH0633990A - Rolling moment elimination device for internal combustion engine - Google Patents

Abstract

PURPOSE:To sufficiently reduce the noise of a vehicle body. CONSTITUTION:The device has a main flywheel system 13 which is integrally coupled to the crankshaft 12 of an internal combustion engine 10 and rotates therewith and an auxiliary flywheel system 14 pivotally supported to the main body 11 of the internal combustion engine and in parallel to the crankshaft 12 and rotated inversely at increased speed by the main flywheel system 13 via inversion speed increase means 15, 16. The moment I1 of inertia of the main flywheel system 13, the moment I1 of inertia of the auxiliry flywheel system and the change gear ratio rho of the inversion speed increase means 15, 16 maintain the following relation: I1 rhoXI2.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a rolling moment elimination device for an internal combustion engine which reduces engine and vehicle body vibrations caused by torque fluctuations of a rotating body that rotates within the body of the internal combustion engine.

[0002]

2. Description of the Related Art An internal combustion engine, during its operation, carries out an explosion stroke at a constant crank angle for each cylinder. Therefore,
Vertical vibration, rotational vibration around the rotation center line of the crankshaft, and torsional vibration of the crankshaft itself occur in the internal combustion engine body. Here, the vertical vibration applied to the internal combustion engine main body is directly applied to the internal combustion engine main body during the explosion stroke of the combustion chamber, which is a factor of noise of the internal combustion engine main body.
Further, the rotational vibration applied to the internal combustion engine main body is accompanied by the rotational fluctuation generated in the explosive stroke of the cylinders that are dispersed in the longitudinal direction of the crankshaft and face each other. Added as a moment,
It is a cause of noise in the internal combustion engine itself. Further, the torsional vibration of the crankshaft is also transmitted as vibration to the main body of the internal combustion engine via the bearing portion, which causes noise in the main body of the internal combustion engine.

Among these noise factors, the vertical vibration applied to the internal combustion engine body is arranged in parallel on the crankshaft,
It is known that this can be reduced by using a silent shaft that causes reverse vibration that cancels vertical vibration by rotation of the unbalanced mass. On the other hand, it is known that the torsional vibration of the crankshaft can also be reduced by the crankshaft torsional vibration damper integrally mounted on the crankshaft. On the other hand, as a device for reducing the rotational vibration due to the rolling moment of the internal combustion engine body based on the torque fluctuation of the rotating body in the internal combustion engine body, there is no known device that exhibits a sufficient vibration reduction effect.
For example, Japanese Patent Application No. 51-41924 discloses a crankshaft in which a plurality of divided flywheels are attached to prevent an increase in the diameter of the flywheel, and Japanese Patent Application No. 56-42546.
In the publication, an unbalanced mass is added to the flywheel to reduce vertical vibration, and in Japanese Utility Model Application No. 51-34922, the two-wheeled vehicle itself due to the explosive reaction force that the engine body receives when the two-wheeled vehicle starts. A device for preventing falling is disclosed.

[0004]

As described above, these prior arts merely improve the mountability by dividing the flywheel, or the flywheel also has the function of reducing vertical vibration. It is intended to prevent the two-wheeled vehicle from collapsing at the time of starting, and is not a device that positively and sufficiently eliminates the rotational vibration due to the residual rolling moment due to the explosion reaction force of the internal combustion engine body. Therefore, the rotational vibration during operation of the internal combustion engine is surely erased,
A device capable of sufficiently reducing the noise of the vehicle body is desired. An object of the present invention is to provide a rolling moment elimination device for an internal combustion engine that can sufficiently reduce the noise of the vehicle body.

[0005]

In order to achieve the above object, the present invention provides a main flywheel system that is integrally connected to a crankshaft of an internal combustion engine to rotate, and a main body of the internal combustion engine having the crankshaft. And a sub flywheel system which is pivotally supported in a parallel state and which is rotated by the main flywheel system in the reverse rotation speed-increasing direction through the reverse rotation transmission means. The moment of inertia I ₁ of the main flywheel system and the sub flywheel system. The inertial moment I ₂ and the speed change ratio ρ of the reverse rotation transmission means maintain the following relationship, that is, I ₁ ≈ρ × I ₂ .

[0006]

Since the main flywheel system and the sub flywheel system which rotates in the reverse direction are separately arranged while maintaining the relationship of I ₁ ≈ρ × I ₂ , the main flywheel system reverses the rolling moment applied to the internal combustion engine body. It can be canceled by the reverse rolling moment given to the internal combustion engine body by the rotating sub flywheel system.

[0007]

FIG. 1 shows a basic embodiment of a rolling moment elimination device for an internal combustion engine according to the present invention.

Here, the main body 11 of the internal combustion engine 10 pivotally supports the crankshaft 12 in the central longitudinal direction. A plurality of bearings 20 of the crankshaft 12 are arranged at predetermined intervals in the longitudinal direction, and the crankshaft 12 is pivotally mounted in the main body 11. A main flywheel 13 is integrally connected to the crankshaft 12 on one end side (front side of the drawing) of the main body 11, and one side surface of the main body 11 is separated from the crankshaft 12 by a predetermined amount in a direction parallel to the crankshaft 12. The sub flywheel 14 that rotates around the rotation center line L1 that is located in the opposite direction is provided as a pair. The sub rotary shaft 21 of the sub flywheel 14 is pivotally supported by the main body 11 via a bearing 22. The radius r2 of the sub flywheel 14 is set smaller than the radius r1 of the main flywheel 13, and the ratio r1 of the two is set.
/ R2 represents the speed increasing ratio ρ that is a value of 1 or more. Here, the gear ratio of the main gear 15 and the sub gear 16, that is, the speed increasing ratio (the gear ratio here) ρ is set to (ρ = 2.5). And the main gear 15 on the main flywheel 13
The sub gear 16 of the sub flywheel 14 that meshes with this and rotates in the reverse direction constitutes a reverse rotation transmission means.

As shown in FIGS. 2 and 3, the crankshaft 12 forms a main flywheel 13 (a base plate of the clutch 17) at one end thereof, and a clutch case 171 and a pressure plate 172 that rotate integrally therewith. (Attached) are integrally coupled, and the pistons 18 of a plurality of cylinders (here, composed of the first cylinder # 1 to the fourth cylinder # 4) are connected to each other via a connecting rod 19 in the middle portion thereof. The member integrated with the crankshaft 12 forms the main flywheel system, and here the moment of inertia is I ₁
And On the other hand, the sub flywheel 14 and its sub rotary shaft 2
1 and a sub flywheel system, and the moment of inertia thereof is I ₂ . The sub flywheel system is the main part of the torque balancer here. Here, in particular, in order to achieve the following condition for completely eliminating the residual rolling moment, the main flywheel system inertia moment I
The relationship between ₁ and the inertial moment I ₂ of the sub flywheel system is I
_The inertia moments I ₁ and I ₂ and the speed increasing ratio ρ are set so as to satisfy ₁ = ρ × I ₂ (equation (3) described later).

Further, as will be described later, measures are taken to reduce the main flywheel system inertia moment I ₁ in order to prevent deterioration of engine motion characteristics (responsiveness). Here, the main flywheel system inertial body is used. The main flywheel 13, which is
Both the clutch case 18 and the pressure plate 19 are made of aluminum alloy. It should be noted that these main flywheel inertial bodies may be made of titanium alloy for weight reduction. Here, the above-mentioned condition for completely eliminating the residual rolling moment was derived as follows.

In an ordinary engine (the same applies to the engine 10 equipped with a rolling moment elimination device), during operation, an explosion stroke is performed at each predetermined crank angle for each cylinder.
At that time, the crankshaft 12 makes a rotational motion according to the explosion moment P (clockwise direction) around the crankshaft. On the other hand, the main body 11 receives an explosion reaction force moment -P (counterclockwise) around the crankshaft according to the explosion reaction force, and this explosion reaction force moment -P becomes rotational vibration of the engine 10 as a conventional residual rolling moment,
This was transmitted to the vehicle body and was a noise factor. In order to reduce the residual rolling moment of the engine, the rolling moment elimination device herein uses the main flywheel system inertia moment I ₁ and the sub flywheel system inertia via the reverse speed increasing means composed of the main gear 15 and the sub gear 16. It has a structure in which the moment I ₂ is connected.

As shown in FIG. 1, the sub flywheel 14
The sub-rotary shaft 21 integrated with is pivotally attached to the main body 11 via a bearing 22. In this case, the crankshaft 12 is displaced downward by the rattling of the bearing 20 (the circle corresponding to the gap of the bearing 20 and the rattling s1 thereof are schematically shown in FIG. 1) in the explosion stroke. At the same time, the explosion moment P (clockwise) around the crankshaft 12 is applied to the crankshaft 12, and along with this, the meshing tooth surface of the main gear 15 of the main flywheel system has a moment P (= r1 × n2). (Counterclockwise) is transmitted to the sub gear 16, and the sub gear 16 of the sub flywheel system receives the pressing force n2 upward from the meshing tooth surface. At this time, on both tooth surfaces of the main gear 15 and the sub gear 16, an upward pressing force n2 and a downward reaction force n of the same value as this.
1 is in balance, and the crankshaft 12 has this reaction force n1.
Then, it is displaced downward by applying a downward pressing force N1 (the same value as the downward reaction force n1) to the main body via the bearing 20.

Next, the auxiliary rotary shaft 21 on the side of the auxiliary gear 16 that receives the pressing force n2 upwards corresponds to the play of the bearing 22 (the circle corresponding to the gap of the bearing 22 in FIG. 1 and its play s2 are schematically shown. (Fig. 3), the pressing force N2 (the same value as the pressing force n2 received by the meshing tooth surface of the sub gear 14) is applied to the main body 11 at the same time. As a result, assuming that the space between the crankshaft 12 and the bearing 22 is Lr, the main body 11 has a moment M (= Lr × N) around the crankshaft 12.
2) (clockwise) works. This moment M is the explosion reaction force moment around the crankshaft -P (counterclockwise)
It can be considered that the residual rolling moment can be completely erased when both values match.

Therefore, the equation of motion based on the principle of the rolling moment elimination device for an internal combustion engine of FIG. 1 is derived as the equations (1), (2), and (3) described later, and the rolling moment elimination performance characteristic line is further derived. A diagram (see FIG. 4) was created.

That is, where I is the inertial moment of the main body 11, I ₁ is the main flywheel system inertial moment, I ₂ is the sub flywheel system inertial moment, φ is the rotation angle of the main body 11, and φ 1 is the main flywheel system. Rotation angle, φ2 is the rotation angle of the sub flywheel system, N is the reaction reaction force between the bearings 20, 22 and the crankshaft 12 and the sub rotation shaft 21, or between both tooth flanks, and P is the main body due to combustion or reciprocating inertial mass. 1
1 is the torque (corresponding to each moment of the explosive force and the explosive reaction force). The differential value of φ is denoted by Δφ, and the differential value of Δφ is denoted by dΔφ / dt.

Equation of motion of the main body 11 I × dΔφ / dt = N × (r1 + r2) −P (a) Equation of motion of the main flywheel I ₁ × (dΔφ ₁ / dt) = − N × r1 + P · (B) Equation of motion of sub flywheel I ₂ × (dΔφ ₂ / dt) =-N × r ₂ (c) Gear constraint condition (φ ₂ -φ) / ( φ ₁ -φ) =-r1 / r2 (d) However, in the case of φ ₂ >> φ, φ ₁ >> φ, {φ ₂ / φ ₁ ≈ -r ₁ /
r2 ... (d) ′} is adopted.

When the differential processing of (d) 'is performed twice, (dΔφ
₂ / dt) = − (r1 / r2) × (dΔφ ₁ / dt), which is substituted into (c), I ₂ × (− (r1 / r2) × (dΔφ ₁ / dt)) = − N × r2∴N = (r1 / r2 ² ) × I ₂ × (dΔφ ₁ / dt) ... (e) Equation (e) is substituted into equation (b) and N is deleted.

I ₁ × (dΔφ ₁ / dt) = − (r1 / r2 ² ) × I ₂ × (dΔφ ₁ / dt) × r ₁ + P ∴ {I ₁ + (r1 / r2) ² × I ₂ } × (dΔφ ₁ / dt) = P ... (f) Here, the equation of motion of the main flywheel system without the rolling moment elimination device (I ₁ × (dΔφ ₁ / dt)
= P) and equation (f) are compared, when the configuration of FIG. 1 is adopted, the motion of the main flywheel system apparently has an inertia moment of {I ₁ + (r1 / r2) ² × I ₂ }. You can see that Therefore, hereinafter, the equivalent moment of inertia I ′ (= I ₁ + (r1 / r2) ² × I ₂ ), the speed increasing ratio ρ
It is called (= r1 / r2).

Substituting equation (f) into equation (e), N = (r1 / r2) × I ₂ × (ρ / (I ₁ + ρ ² × I ₂ )) = r1 × I ₂ × P / (R2 ² × I ′) ··· (g) Substituting the expression (g) into the expression (a), I × dΔφ / dt = r1 × I ₂ × P / (r2 ² × I ′) × (r1 + r2) −P = P / (r2 ² × I ′) {r1 × I ₂ × (r1 + r2) − (r2 ² × I ′)} = P / (r2 ² × I ′) {r1 × I ₂ × (R1 + r2) − (r2 ² × (I ₁ + (r1 / r2) ² × I ₂ )} = P / I ′ × {(r1 + r2) × I ₂ −I ₁ } = − (I ₁ −ρ × I ₂ ) / I ′ × P ... (h) When this equation is compared with the equation of motion of the main body 11 (I × dΔφ / dt = −P) without the rolling moment elimination device, the rolling moment elimination device is compared. The external force is (I ₁ −ρ × I ₂ ) / I 'times.

That is, the residual rolling moment ratio (rotational vibration amount) received by the engine body 11 is αm = (I ₁ −ρ × I ₂ ) / (I ₁ + ρ ² × I ₂ ) ... ( 1), and the low-speed muffled noise received by the main body 11 or the equivalent moment of inertia, which is the judgment value of the power performance, is expressed as I ′ = I ₁ + ρ ² × I ₂ ... (2). Furthermore, the residual rolling moment ratio α
When m is zero, that is, the condition of perfect balance is that when the expression (h) is zero, that is, the following expression (3) is satisfied.

I ₁ = ρ × I ₂ (3) According to the equations (1), (2) and (3), the low-speed muffled noise or the judgment value of the power performance is reduced. That is, to improve
The speed increasing ratio ρ is increased to reduce the secondary flywheel system inertia moment I ₂ . Alternatively, it has been found that reducing the main flywheel system inertia moment I ₁ itself facilitates both reduction of the equivalent moment of inertia I ′ of the equation (2) and achievement of the complete elimination condition of the equation (3).

An example of a rolling moment elimination performance characteristic diagram based on the principle of the rolling moment elimination device for an internal combustion engine of FIG. 1 based on the equations (1) to (3) is shown in FIG. On this performance characteristic diagram, the characteristic point of the rolling moment eliminating device for the internal combustion engine of FIG. 1 is shown as P1.

Here, the main flywheel 13, which is the main flywheel system inertial body, the clutch case 18, and the pressure plate 19 are all made of aluminum alloy, and the inertia moment I ₁ thereof is set to (= 0.04 Kgm), and the sub flywheel system inertia is set. The moment I ₂ was (= 0.016 Kgm), and the speed increasing ratio was ρ (= 2.5). Therefore, as is clear from FIG. 4, the residual rolling moment ratio αm is almost zero and can be completely eliminated, and the equivalent inertia moment I ′ is relatively small in the vicinity of 1.4, and low-speed muffled noise and deterioration of power performance are caused. Can be suppressed, and the rolling moment erasing performance characteristic can be almost maintained in the ideal range a. In addition,
As shown in FIG. 5, in order to reduce the inertia of the crankshaft 12, the weight part can be modified from the current shape shown by the broken line m to the shape shown by the solid line n to reduce the inertia moment I ₁ of the main flywheel system. Desirably, this can further reduce the equivalent moment of inertia I ′.

The current point P2 on the rolling moment elimination performance characteristic diagram in FIG. 4 shows an example of the performance characteristics of the current engine without the rolling moment elimination device.
Here, the present point P2 is in the vibration reduction effect small region c, and the main flywheel system inertia moment I ₁ is the present value (= 0.12).
Kgm) and its residual rolling moment ratio αm
Is 1.0 (0 dB). On the other hand, other different examples of the engine equipped with the rolling moment elimination device are shown by characteristic points P3 and P4, respectively. Here, in the case of the characteristic point P3, the weight dimension of the sub flywheel system is large and is in the power performance deterioration region b, the inertia moment I _{1 of the} main flywheel system is at the current value (= 0.12 Kgm), and the sub flywheel system is The moment of inertia I ₂ is, for example, (= 0.0
48 Kgm), and the speed increasing ratio was set to ρ (= 2.5).

The characteristic at the point P3 satisfies the condition (3), which is a complete elimination condition, and the residual rolling moment ratio αm is almost zero, but the sub flywheel system inertia moment I ₂ and the main flywheel system inertia moment I ₁ Is relatively large and the equivalent moment of inertia I ′ (= I ₁ + ρ ² × I ₂ )
Is 4.0 or more, and the power performance is extremely low. Similarly, in the case of P4 also, the weight dimension of the sub flywheel system is large, it is in the power performance deterioration region b, and the main flywheel system inertia moment I ₁ is at the current value (= 0.12 Kgm),
The secondary flywheel system inertia moment I ₂ is, for example, (=
0.026 Kgm), and the speed increasing ratio was set to ρ (= 4.6). In this case as well, the equivalent moment of inertia I'is in the vicinity of 2.8, which is improved from the point P3, but is not sufficient.

As described above, the rolling moment eliminating device for an internal combustion engine of FIG. 1 satisfies the formula (3) and the main flywheel 13, which is the main flywheel system inertial body, the clutch case 18, and the pressure plate 19 are all made of aluminum alloy. , Its moment of inertia I ₁ (= 0.04 Kg
m), the residual rolling moment ratio αm can be suppressed to almost zero, the equivalent inertia moment I'can be set to a relatively small value, and the vibration reduction effect and low-speed muffled noise can be suppressed to prevent deterioration of power performance. FIG. 6 shows a rolling moment eliminating apparatus for an internal combustion engine as another embodiment of the present invention, which is an in-line 4-cylinder engine (hereinafter simply referred to as an engine).
The figure mounted on 10a is shown.

The main body 11a of the engine 10a is roughly composed of a cylinder block 31, a cylinder head 32 above the cylinder block 31, a crankcase 33 and an oil pan 34 below. Here again, body 1
1a pivotally supports a crankshaft 12a in the longitudinal direction of the central portion, and a plurality of bearings 20a are arranged at predetermined intervals in the longitudinal direction, and the crankshafts 12a are pivotally mounted in the main body 11a. One end of the cylinder block 31 (front side of the page)
The crankshaft 12a integrally with the crank pulley 3
5, a casing of a well-known fluid coupling (not shown) is integrally attached to the other end side. Here, the crankshaft 12a is considered to be integral with each of these inertial bodies, and constitutes a main flywheel system having a main flywheel system inertia moment I ₁ .

Further, the crank pulley 35 has double-sided V ribs.
The belt belt 36 is wrapped around, and this is engine accessories.
A certain power steering pump 37, tensioner 38 and auxiliary hula
It is configured to drive the wheel 39. Na
The crank pulley 35 has a double-sided V-ribbed belt 3 in two stages.
6, 40 is wrapped around and the other side V-ribbed bell
40 includes a pair of cam pulleys 41 and 42 and a plurality of tensions.
It has a structure that is hung around 43. On the other hand, deputy fly
The wheel 39 and its sub-rotating shaft 44 are the casings for housing them.
Cylinder block 31 and clan via urging 27
Crank the rotation center line L1 on the outer wall surface of the case 33.
It is attached in parallel with the shaft 12. This deputy
The lie wheel 39 and its sub-rotary shaft 44 are sub-flywheels.
System moment of inertia I ₂The sub flywheel system of
is doing.

This casing 27, as shown in FIG.
An accommodating portion 271 of the sub flywheel 39, which has a substantially tubular shape.
And a speed increasing means accommodating portion 272 for accommodating the planetary gear train PG as the reverse rotation transmitting means. A pair of bearings 45, 45 that pivotally support the sub-rotating shaft 44 are mounted in the housing portion 271. This planetary gear train PG is integrally attached to a sub-rotating shaft 44 protruding from one bearing 45 and a sun gear 46.
, A plurality of planet gears 47 that mesh with the sun gear 46, and a ring gear 4 that includes internal teeth that mesh with these planet gears 47.
8 and the ring gear 48 is a double-sided V-ribbed belt 3
The rotation received from the crank pulley 35 via the speed increasing ratio ρ
The speed is increased and the speed is reversed to be transmitted to the sun gear 46. The speed increasing ratio ρ here is set to 3.6. The outer circumference of the ring gear 48 is integrally connected to the pulley portion 49, and the pulley portion 49 is wound around the double-sided V-ribbed belt 36.
One end of 9 is pivotally supported by the side wall of the speed increasing means accommodating portion 272 so as to be restricted from shifting in the axial direction.

The double-sided V-ribbed belt 36 is wound around the crank pulley 35 and the pulley portion 49, and transmits the rotation in the same direction. The double-sided V-ribbed belt 36 works together with the planetary gear train PG as the reverse rotation transmission means. Then, the sub flywheel 39 is configured to rotate in reverse with respect to the main flywheel system at the speed increasing ratio ρ. Particularly, here, the main flywheel system inertia moment I ₁ composed of the crankshaft 12a, the crank pulley 35, and the casing of the fluid coupling (not shown) is set to (= 0, 05 Kgm), and the sub flywheel system inertia moment of the sub flywheel 39 is set. I ₂ is (= 0.014 Kgm), and the speed increasing ratio ρ is (= 3.
6) is set. Therefore, the expression (3) is satisfied with the following points.

I ₁ = ρ × I ₂ = 3.6 × 0.014≈0.05 (3) At this time, the residual rolling moment ratio≈0.1 (−20
dB), the equivalent moment of inertia I′≈1.3, and the characteristic point P5 (see FIG. 4) can be held within the ideal range a in which rotational vibration can be reduced, low-speed muffled noise, or the judgment value of power performance can be reduced.

FIG. 8 shows a rolling moment elimination device for an internal combustion engine as another embodiment of the present invention. This device is mounted on an engine almost similar to that of FIG. 6, and here, the same members are designated by the same reference numerals, and duplicate description of the engine part is omitted.

Crank pulley 3 of engine 11a shown in FIG.
The double-sided V-ribbed belt 36 of No. 5 is configured to drive an alternator 50 and a tensioner 51 that form an auxiliary flywheel that is an engine accessory. The crankshaft 12a here also constitutes the main flywheel system of the main flywheel system inertia moment I _{1 by} the crank pulley 35 and the casing of the fluid coupling (not shown).

On the other hand, as shown in FIG. 9, the alternator 5
Reference numeral 0 denotes a sub flywheel 5 which is integrally connected to a known alternator component 52 and an alternator rotating shaft 53 having the same component.
It is composed of 4 and. Of these, a casing 55 on the outer periphery of the alternator constituting portion 52 is fixed to the main body 11a via an appropriate bracket, and an alternator rotating shaft 53 is pivotally attached to a bearing 56 at the center of the casing. The rotation center line L2 of the alternator rotation shaft 53 is also arranged in parallel with the crankshaft 12a. The alternator rotation shaft 53 is located at the center of the rotor 5 in the alternator constituting section 52.
8, an alternator pulley 57 at one end thereof, and a secondary flywheel 54, respectively, integrally attached to the other end, it constitutes a secondary flywheel sub flywheel system moment of inertia I _2.

Here, the crank pulley 35 is disposed inside the double-sided V-ribbed belt 36, and the alternator pulley 5 is provided.
7 is arranged outside the double-sided V-ribbed belt 36. Therefore, the double-sided V-ribbed belt 36 reverses the rotation of the crank pulley 35 and transmits it to the alternator pulley 57. Besides, The radius r4 of the alternator pulley 57 is set smaller than the radius r3 of the crank pulley 35, and the speed increasing ratio ρ (= r3 / r4), which is the ratio of the two, is (=
2.5) is set. Therefore, here, the double-sided V-ribbed belt 36, the pair of crank pulleys 35, and the alternator pulley 57 constitute the reverse speed increasing means here. Particularly, here, the main flywheel system inertia moment I ₁ on the crankshaft 12a side is (= 0, 05
Kgm) and the secondary flywheel system inertia moment I ₂ on the alternator pulley 57 side is (= 0.09 Kg).
m), and the speed increasing ratio ρ was set to (= 2.5). At this time, the residual rolling moment ratio is αm≈0.31
(-10 dB), and the equivalent moment of inertia is I'≈
The value becomes 1.1, and the characteristic point P6 (see FIG. 4) capable of sufficiently reducing the rotational vibration, the low-speed muffled noise, or the judgment value of the power performance can be held.

The vibration characteristics of the engine equipped with the apparatus of FIG. 8 are shown in FIGS. Here, the four-cylinder engine 10a is deactivated (two-cylinder operation), and the vibration of the C1 component generated at that time is measured. Here, in FIG. 10, the vertical vibration was measured with the seat riser position of the driver's seat as the measurement position. In FIG. 11, rolling vibration (rotational vibration) was measured with the engine body 11 as a measurement position. The solid line in both figures is the measured value when the rolling moment elimination device is installed,
The broken line indicates non-wearing. As is clear from both figures, the engine 10a equipped with the rolling moment elimination device is, as shown by the solid line, during cylinder deactivation operation (2-cylinder operation),
It is clear that the vertical vibration and the rolling vibration are reduced by about 10 dB.

In the above description, the speed change ratio ρ is mainly described as the speed increasing ratio, but the speed reducing ratio may be used in some cases.
Also in this case, since the rolling moment in the opposite direction that cancels the rolling moment can be generated, the rotational vibration can be eliminated.

[0038]

As described above, in the rolling moment eliminating apparatus for an internal combustion engine according to the present invention, the driven flywheel system, which is reverse to the main flywheel system, is divided while maintaining the relationship of I ₁ ≈ρ × I _2. The main flywheel system is installed to generate a reverse rolling moment that cancels the rolling moment given to the internal combustion engine body, so that the rotational vibration transmitted from the internal combustion engine to the vehicle body can be eliminated, and thereby the vehicle body noise can be sufficiently reduced. Can be reduced to

[Brief description of drawings]

FIG. 1 is a schematic overall configuration diagram of a basic embodiment of a rolling moment elimination device for an internal combustion engine of the present invention.

FIG. 2 is a schematic side view of an engine including the rolling moment elimination device of FIG.

FIG. 3 is a schematic exploded perspective view for schematically explaining a function around a crankshaft of an engine including the rolling moment eliminating device of FIG.

FIG. 4 is a vibration reduction characteristic diagram of the rolling moment elimination device of FIG. 1.

5 is a cross-sectional view of a main part of a crankshaft that can be mounted on the rolling moment elimination device of FIG.

FIG. 6 is a schematic configuration diagram of a rolling moment elimination device for an internal combustion engine as another embodiment of the present invention.

7 is a cutaway side view of a main part of a sub flywheel system of the rolling moment elimination device of FIG.

FIG. 8 is a schematic configuration diagram of a rolling moment elimination device for an internal combustion engine as another embodiment of the present invention.

9 is a cutaway immediate sectional view of a main part of a sub flywheel system of the rolling moment eliminating device of FIG. 7.

10 is a vertical vibration characteristic diagram of the rolling moment erasing device of FIG. 7 at the seat riser position.

11 is a rolling vibration characteristic diagram in the engine body of the rolling moment elimination device of FIG. 7. FIG.

[Explanation of reference numerals] 10 engine 11 main body 12 crankshaft 13 main flywheel 14 sub flywheel 15 main gear 16 sub gear 21 sub rotary shaft 22 bearing 35 crank pulley I ₁ main flywheel inertia moment I ₂ sub flywheel system inertia Moment ρ Speed-up ratio (gear ratio) αm Residual rolling moment I ′ Equivalent moment of inertia

Claims (1)

[Claims] 1. A main flywheel system which is integrally connected to a crankshaft of an internal combustion engine to rotate, and a main flywheel system which is pivotally supported by a main body of the internal combustion engine in a state parallel to the crankshaft and which is provided with a reverse transmission means. And an auxiliary flywheel system that is rotated in the reverse direction via the inertial moment I ₁ of the main flywheel system, the inertial moment I ₂ of the auxiliary flywheel system, and the gear ratio ρ of the reverse rotation transmission means,
That is, a rolling moment elimination device for an internal combustion engine, characterized in that I ₁ ≈ρ × I ₂ is maintained.