JPS6335860B2 - - Google Patents
Info
- Publication number
- JPS6335860B2 JPS6335860B2 JP55034413A JP3441380A JPS6335860B2 JP S6335860 B2 JPS6335860 B2 JP S6335860B2 JP 55034413 A JP55034413 A JP 55034413A JP 3441380 A JP3441380 A JP 3441380A JP S6335860 B2 JPS6335860 B2 JP S6335860B2
- Authority
- JP
- Japan
- Prior art keywords
- cylinder
- mass
- internal combustion
- combustion engine
- connecting rod
- 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.)
- Expired
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
-
- 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
- F16F15/24—Compensation of inertia forces of crankshaft systems by particular disposition of cranks, pistons, or the like
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B2075/1804—Number of cylinders
- F02B2075/1812—Number of cylinders three
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B75/20—Multi-cylinder engines with cylinders all in one line
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Physics & Mathematics (AREA)
- Acoustics & Sound (AREA)
- Aviation & Aerospace Engineering (AREA)
- Transmission Devices (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は、内燃機関の小型・軽量化とバランス
とを図つた３気筒内燃機関に関するものである。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a three-cylinder internal combustion engine that is compact, lightweight, and balanced.
〔従来の技術とその問題点〕
従来の３気筒内燃機関は、その各気筒の位相を
クランク角で各々120゜間隔にして、各気筒の爆発
燃焼間隔を等間隔にしているが、各気筒の位相が
120゜であると往復質量による慣性力及び偶力のア
ンバランスが発生するばかりか、回転質量による
慣性力及び偶力のアンバランスが発生するから、
これらを消去するためにはクランク軸に可成り大
きなバランスウエイトを設けると共に、クランク
軸に連動回転するバランス軸をクランク軸と平行
に設けなければならず、機関の重量が著しく嵩み
且つ大型になるのであつた。[Conventional technology and its problems] In a conventional three-cylinder internal combustion engine, the phases of each cylinder are set at 120° crank angle intervals, and the explosion and combustion intervals of each cylinder are set at equal intervals. The phase is
If it is 120 degrees, not only will an unbalance of inertial force and couple due to the reciprocating mass occur, but also an unbalance of the inertial force and couple due to the rotating mass.
In order to eliminate these, a fairly large balance weight must be installed on the crankshaft, and a balance shaft that rotates in conjunction with the crankshaft must be installed parallel to the crankshaft, which significantly increases the weight and size of the engine. So it was warm.
そこで、３気筒内燃機関に関しては、各気筒の
位相をクランク角で180゜の間隔にすると共に、第
１気筒と第３気筒とにおける往復運動部分の質量
及び回転運動部分の質量を同じにし、その中間に
位置する第２気筒における往復運動部分の質量及
び回転運動部分の質量を、他の気筒つまり第１気
筒又は第３気筒の往復運動部分の質量及び回転運
動部分の質量の略２倍にすることにより、バラン
スを図ることが提案されている（特公昭51−7242
号）このようにした３気筒内燃機関は、その第２
気筒が、一般の直列４気筒の内燃機関における第
２気筒と第３気筒とを１つの気筒にまとめたもの
に位相するから、直列４気筒の内燃機関と実質的
に同じバランス状態になつて、機関の防振設計が
容易になると共に、バランスウエイトが軽るく且
つバランス軸が不要になつて機関の小型・軽量化
を図ることができる。 Therefore, for a three-cylinder internal combustion engine, the phases of each cylinder are set at intervals of 180° in terms of crank angle, and the mass of the reciprocating part and the mass of the rotary part of the first and third cylinders are made the same. The mass of the reciprocating part and the mass of the rotary part in the second cylinder located in the middle is made approximately twice the mass of the reciprocating part and the mass of the rotary part of the other cylinder, that is, the first cylinder or the third cylinder. It has been proposed to achieve a balance by
No.) This three-cylinder internal combustion engine is the second
Since the cylinders are in phase with the second and third cylinders of a general in-line four-cylinder internal combustion engine combined into one cylinder, the balance state is substantially the same as that of an in-line four-cylinder internal combustion engine. The anti-vibration design of the engine is facilitated, and the balance weight is lighter and a balance shaft is not required, making it possible to reduce the size and weight of the engine.
しかしこのものは、第２気筒における往復運動
部分の質量及び回転運動部分の質量を、他の気筒
における往復運動部分の質量及び回転運動部分の
質量の略２倍とするため、第２気筒における連接
棒の質量を、他の気筒における連接棒の質量の略
２倍にしなければならず、各気筒の連接棒を同じ
寸法・形状の共通部品にすることができないか
ら、異なつた寸法形状の連接棒を２種類製作しな
ければならず、部品の点数が多くなつて、その製
造コストが嵩むばかりか、部品管理の繁雑性も増
大するのであつた。 However, in this case, the mass of the reciprocating motion part and the mass of the rotary motion part in the second cylinder are approximately twice the mass of the reciprocating motion part and the mass of the rotary motion part in the other cylinders. The mass of the rod must be approximately twice the mass of the connecting rods in other cylinders, and the connecting rods of each cylinder cannot be made into common parts with the same size and shape, so connecting rods with different sizes and shapes are required. It is necessary to manufacture two types of parts, which increases the number of parts, which not only increases the manufacturing cost but also increases the complexity of parts management.
本発明は、このように３つの気筒を180゜の位相
間隔にした直列の３気筒内燃機関において、各気
筒における連接棒を、各気筒について同じ寸法・
形状にした場合に、各気筒間にアンバランスが生
じることを防止すること、換言すると、各気筒間
におけるバランスを損なうことなく、連接棒を各
気筒について共通部品化することを目的とするも
のである。 The present invention provides an in-line three-cylinder internal combustion engine in which the three cylinders are arranged at a phase interval of 180 degrees, in which the connecting rods in each cylinder have the same size and shape.
The purpose is to prevent unbalance between each cylinder when the cylinder is shaped, or in other words, to make the connecting rod a common part for each cylinder without compromising the balance between each cylinder. be.
この目的を達成するため本発明は、一列に配設
した３つの気筒の位相をクランク角で180゜の間隔
にする一方、第１気筒及び第３気筒における往復
運動部分の質量及び回転運動部分の質量を両気筒
について同じ又は略同じにし、第２気筒における
往復運動部分の質量及び回転運動部分の質量を、
第１気筒又は第３気筒における往復運動部分の質
量及び回転運動部分の質量の２倍又は略２倍に構
成した３気筒内燃機関において、前記各気筒にお
ける連接棒を、同じ寸法・形状に構成する一方、
前記第２気筒において連接棒の小端部を除く往復
運動部分に、前記連接棒における小端部の質量に
相当する質量を加算し、更に、前記第２気筒にお
いて連接棒の大端部を除く回転運動部分に、前記
連接棒における大端部の質量に相当する質量を加
算する構成にした。
In order to achieve this object, the present invention makes the phases of the three cylinders arranged in a row 180 degrees apart in terms of crank angle, while reducing the mass of the reciprocating part and the rotary part of the first and third cylinders. The masses are the same or approximately the same for both cylinders, and the mass of the reciprocating part and the mass of the rotating part in the second cylinder are
In a three-cylinder internal combustion engine configured to have double or approximately double the mass of the reciprocating portion and the rotary portion of the first or third cylinder, the connecting rods in each cylinder are configured to have the same size and shape. on the other hand,
Add a mass equivalent to the mass of the small end of the connecting rod to the reciprocating portion of the second cylinder excluding the small end of the connecting rod, and further exclude the large end of the connecting rod in the second cylinder. A configuration is adopted in which a mass corresponding to the mass of the large end of the connecting rod is added to the rotating portion.
第２気筒では、その往復運動部分の質量を、第
１気筒又は第３気筒における往復運動部分の質量
の２倍又は略２倍にしなければならないところ、
各気筒における連接棒を、同じ寸法・形状に構成
した場合には、第２気筒における往復運動部分の
質量は、当該第２気筒における連接棒の小端部
を、第１気筒又は第３気筒における連接棒の小端
部と同じ寸法・形状に構成した分だけ軽くなると
云うように、往復運動がアンバランス状態になる
が、前記のように、第２気筒において連接棒の小
端部を除く往復運動部分に、連接棒における小端
部の質量に質量を加算することにより、第２気筒
における往復運動部分の質量を、第１気筒又は第
３気筒における往復運動部分の質量の２倍又は略
２倍にすることができるから、往復運動のバラン
スを図ることができるのである。
In the second cylinder, the mass of the reciprocating portion must be twice or approximately twice the mass of the reciprocating portion in the first or third cylinder;
If the connecting rods in each cylinder are configured to have the same size and shape, the mass of the reciprocating part in the second cylinder is the same as the small end of the connecting rod in the second cylinder, and the mass of the reciprocating part in the second cylinder. Since the connecting rod has the same size and shape as the small end of the connecting rod, the weight becomes lighter, resulting in an unbalanced reciprocating motion. By adding the mass of the moving part to the mass of the small end of the connecting rod, the mass of the reciprocating part in the second cylinder can be made to be twice or approximately twice the mass of the reciprocating part in the first or third cylinder. Since it can be doubled, it is possible to balance the reciprocating motion.
一方、第２気筒では、その回転運動部分の質量
を、第１気筒又は第３気筒における回転運動部分
に質量の２倍又は略２倍にしなければならないと
ころ、各気筒における連接棒を、同じ形状・寸法
に構成した場合には、第２気筒における回転運動
部分の質量は、当該第２気筒における連接棒の大
端部を、第１気筒又は第３気筒における連接棒の
大端部と同じ寸法・形状に構成した分だけ軽くな
ると云うように、回転運動がアンバランスになる
が、前記のように、第２気筒において連接棒の大
端部を除く回転運動部分に、前記連接棒における
大端部の質量に相当する質量を加算することによ
り、第２気筒における回転運動部分の質量を、第
１気筒又は第３気筒における回転運動部分の質量
の２倍又は略２倍にすることができるから、回転
運動のバランスを図ることができるのである。 On the other hand, in the second cylinder, the mass of the rotating part must be twice or approximately twice the mass of the rotating part in the first or third cylinder, but the connecting rods in each cylinder have the same shape.・If the size is configured, the mass of the rotary moving part in the second cylinder is such that the large end of the connecting rod in the second cylinder has the same size as the large end of the connecting rod in the first or third cylinder.・The rotational movement becomes unbalanced as the weight becomes lighter due to the shape, but as mentioned above, in the second cylinder, the rotating movement part excluding the large end of the connecting rod is By adding the mass corresponding to the mass of the cylinder, the mass of the rotary motion part in the second cylinder can be made twice or approximately twice the mass of the rotary motion part in the first cylinder or the third cylinder. , it is possible to balance the rotational movement.
以下本発明の実施例を図面について説明する
と、図は第１気筒１、第２気筒２及び第３気筒３
をクランク軸４の軸方向に等間隔で直列に配設し
た３気筒機関を示し、そのクランク軸４は４つの
軸受５，６，７，８で軸支され、該クランク軸４
には前記各気筒の該当箇所に各々一対のクランク
アーム１１，２１，３１とクランクピン１２，２
２，３２が一体的に備えている。また、各気筒に
おいて各々ピストンピン１４，２４，３４を備え
たピストン１３，２３，３３は、それぞれ同じ寸
法・形状の連接棒１５，２５，３５を介して前記
各クランクピン１２，２２，３２に連結され、こ
の場合、第１気筒１と第３気筒３とは同じ位相で
あるが、第２気筒２は両側における他の気筒つま
り第１気筒１及び第３気筒３に対して180゜の位相
の位置に配設されている。すなわち各気筒は隣接
する気筒間の位相が180゜になるように配設されて
いる。
Hereinafter, embodiments of the present invention will be explained with reference to the drawings.
shows a three-cylinder engine arranged in series at equal intervals in the axial direction of a crankshaft 4, the crankshaft 4 is supported by four bearings 5, 6, 7, 8, and the crankshaft 4 is
A pair of crank arms 11, 21, 31 and crank pins 12, 2 are provided at corresponding locations of each cylinder.
2 and 32 are integrally provided. In addition, the pistons 13, 23, 33 each having a piston pin 14, 24, 34 in each cylinder are connected to each of the crank pins 12, 22, 32 via connecting rods 15, 25, 35 having the same size and shape, respectively. In this case, the first cylinder 1 and the third cylinder 3 are in the same phase, but the second cylinder 2 is 180° out of phase with respect to the other cylinders on both sides, that is, the first cylinder 1 and the third cylinder 3. It is located at the location of That is, each cylinder is arranged so that the phase between adjacent cylinders is 180°.
そして、この３気筒内燃機関における各気筒の
往復運動部分の質量については、第１気筒１にお
ける往復運動部分の質量M1と、第３気筒３にお
ける往復運動部分の質量M3とを等しいか略等し
くすると共に、第２気筒２における往復運動部分
の質量M2を、第１気筒１の往復運動部分の質量
M1又は第３気筒３の往復運動部分の質量M3の２
倍又は略２倍にする。 Regarding the mass of the reciprocating portion of each cylinder in this three-cylinder internal combustion engine, the mass M 1 of the reciprocating portion of the first cylinder 1 and the mass M 3 of the reciprocating portion of the third cylinder 3 are equal or approximately equal. At the same time, the mass M 2 of the reciprocating part in the second cylinder 2 is the mass M 2 of the reciprocating part in the first cylinder 1.
M 1 or 2 of the mass M 3 of the reciprocating part of the third cylinder 3
Double or nearly double.
すなわち、各ピストン１３，２３，３３の質量
を各々M13、M23、M33、各ピストンピン１４，
２４，３４の質量を各々M14、M24、M34とし、
各連接棒１５，２５，３５の質量のうちその小端
部に作用する質量（以下単に小端部の質量と称
す）を各々M15、M25、M35とすれば、
M1＝M13＋M14＋M15
M2＝M23＋M24＋M25
M3＝M33＋M34＋M35
であるから、これを、M1＝M3、2M1＝M2又は
2M3＝M2に代入して整理すると、
2M13＋2M14＋2M15＝M23＋M24＋M25 …
又は2M33＋2M34＋2M35＝M23＋M24＋M25 …
となり、この両式を満たすように設定する。 That is, the masses of each piston 13, 23, 33 are respectively M13 , M23 , M33 , each piston pin 14,
The masses of 24 and 34 are respectively M 14 , M 24 and M 34 ,
If the mass acting on the small end of each of the connecting rods 15, 25, and 35 (hereinafter simply referred to as the mass of the small end) is M 15 , M 25 , and M 35 , then M 1 =M 13 +M 14 +M 15 M 2 =M 23 +M 24 +M 25 M 3 =M 33 +M 34 +M 35 , so this can be expressed as M 1 =M 3 , 2M 1 =M 2 or
Substituting 2M 3 = M 2 and sorting it out, we get 2M 13 + 2M 14 + 2M 15 = M 23 + M 24 + M 25 … or 2M 33 + 2M 34 + 2M 35 = M 23 + M 24 + M 25 … so that both equations are satisfied. Set.
また、前記３気筒機関における各気筒回転運動
部分の質量については、第１気筒１における回転
運動部分の質量m1と、第３気筒３における回転
運動部分の質量m3とを等しいか略等しくすると
共に第２気筒２における回転運動部分の質量m2
を、第１気筒１の回転運動部分の質量m1又は第
３気筒３の回転運動部分の質量m3の２倍又は略
２倍にする。 Furthermore, regarding the mass of the rotational movement part of each cylinder in the three-cylinder engine, the mass m 1 of the rotational movement part in the first cylinder 1 and the mass m 3 of the rotational movement part in the third cylinder 3 are made equal or approximately equal. and the mass of the rotating part in the second cylinder 2 m 2
is twice or approximately twice the mass m 1 of the rotationally moving portion of the first cylinder 1 or the mass m 3 of the rotating portion of the third cylinder 3.
すなわち、各クランクピン１２，２２，３２の
質量を各々m12、m22、m32、各クランクアーム１
１，２１，３１の質量を各々m11、m21、m31と
し、各連接棒１５，２５，３５の質量のうちその
大端部に作用する質量（以下単に大端部の質量と
称す）を各々m15、m25、m35とすれば、
m1＝m11＋m12＋m15
m2＝m21＋m22＋m25
m3＝m31＋m32＋m35
であるから、これを、m1＝m3、2m1＝m2又は
2m3＝m2に代入して整理すると、
2m11＋2m12＋2m15＝m21＋m22＋m25 …
又は2m31＋2m32＋2m35＝m21＋m22＋m25 …
となり、この両式を満たすように設定する。 That is, the mass of each crank pin 12, 22, 32 is m 12 , m 22 , m 32 , each crank arm 1
The masses of connecting rods 1, 21, and 31 are respectively m 11 , m 21 , and m 31 , and among the masses of each connecting rod 15, 25, and 35, the mass that acts on the large end (hereinafter simply referred to as the mass of the large end) Let m 15 , m 25 , and m 35 respectively, m 1 = m 11 + m 12 + m 15 m 2 = m 21 + m 22 + m 25 m 3 = m 31 + m 32 + m 35 , so m 1 = m 3 , 2m 1 = m 2 or
Substituting 2m 3 = m 2 and sorting it out, we get 2m 11 + 2m 12 + 2m 15 = m 21 + m 22 + m 25 … or 2m 31 + 2m 32 + 2m 35 = m 21 + m 22 + m 25 …, so that both equations are satisfied. Set.
この場合において、各気筒１，２，３における
各連接棒１５，２５，３５を同じ寸法・形状にし
て部品の共通化を図るためには、
M15＝M25＝M35、m15＝m25＝m35
であるから、これを前記、式及び、式に
代入して整理すると、往復運動部分の質量の方
は、
２（M13＋M14）＋M15＝M23＋M24 …′
又は２（M33＋M34）＋M35＝M23＋M24 …′
となり、また、回転運動部分の質量の方は、
２（m11＋m12）＋m15＝m21＋m22 …′
又は２（m31＋m32）＋m35＝m21＋m22 …′
となる。 In this case, in order to make the connecting rods 15, 25, and 35 in each cylinder 1, 2, and 3 the same size and shape and to standardize the parts, M 15 = M 25 = M 35 , m 15 = m 25 = m 35 , so by substituting this into the above equations and formulas, the mass of the reciprocating part is: 2 (M 13 + M 14 ) + M 15 = M 23 + M 24 …' or 2 (M 33 + M 34 ) + M 35 = M 23 + M 24 …', and the mass of the rotating part is 2 (m 11 + m 12 ) + m 15 = m 21 + m 22 …' or 2 (m 31 + m 32 ) + m 35 = m 21 + m 22 …′.
従つて、第２気筒２におけるピストン２３とピ
ストンピン２４との合計質量（M23＋M24）を、
第１気筒１におけるピストン１３とピストンピン
１４との合計質量の（M13＋M14）の２倍（略２
倍を含む）の質量又は第３気筒３におけるピスト
ン３３とピストンピン３４との合計質量（M33＋
M34）の２倍（略２倍を含む）の質量に、共通部
品の連接棒の小端部の質量（M15、M25、又は
M35）を加えた質量に設定する一方第２気筒２に
おけるクランクアーム２１とクランクピン２２と
の合計質量（m21＋m22）を、第１気筒１におけ
るクランクアーム１１とクランクピン１２との合
計質量（m11＋m12）の２倍（略２倍を含む）の
質量又は第３気筒３におけるクランクアーム３１
とクランクピン３２との合計質量（m31＋m32）
の２倍（略２倍を含む）の質量に、共通部品の連
接棒の大端部の質量（m15、m25又はm35）を加え
た質量に設定することにより、往復運動及び回転
運動の両方のバランスを保つた状態の下で、各気
筒における連接棒を共通化することができるので
ある。 Therefore, the total mass (M 23 +M 24 ) of the piston 23 and piston pin 24 in the second cylinder 2 is
The total mass of the piston 13 and piston pin 14 in the first cylinder 1 is twice (approximately 2
(including multiplication) or the total mass of the piston 33 and piston pin 34 in the third cylinder 3 (M 33 +
The mass of the small end of the common connecting rod (M 15 , M 25 , or
M 35 ), while the total mass of the crank arm 21 and crank pin 22 in the second cylinder 2 (m 21 + m 22 ) is set to the sum of the crank arm 11 and the crank pin 12 in the first cylinder 1. A mass twice (including approximately twice) the mass (m 11 +m 12 ) or the crank arm 31 in the third cylinder 3
Total mass of and crank pin 32 (m 31 + m 32 )
By setting the mass to be twice (including approximately twice) the mass of the connecting rod plus the mass (m 15 , m 25 or m 35 ) of the large end of the connecting rod as a common part, reciprocating motion and rotational motion can be achieved. By maintaining a balance between the two, it is possible to use a common connecting rod for each cylinder.
このように、各気筒における連接棒を同じ寸
法・形状の共通部品にするためには、各クランク
ピン１２，２２，３２を各々同じ軸径にすると共
に、各ピストンピン１４，２４，３４の軸径も同
径にしなければならない。第２気筒２におけるク
ランクピン２２及びピストンピン２４を、他の気
筒のクランクピン及びピストンピンと各々同径に
したうえで、その質量を他の気筒のクランクピン
及びピストンピンより増大するには、当該第２気
筒２におけるクランクピン２２及びピストンピン
２４を中空軸に形成し、その中空部に、鉛又は銅
等のように鉄鋼より比重が大きい重金属を充填す
れば良く、第２気筒２におけるピストン２３の質
量を、他の気筒におけるピストンより増大するこ
とは、他の気筒のピストン１３，３３をアルミ合
金又はマグネシウム合金等の比重が小さい金属製
にする一方、第２気筒２のピストン２３を鋳鉄等
の比重が大きい金属製にすることによつて至極簡
単に達成できるのであり、また、第２気筒２にお
けるクランクアーム２１の質量を、他の気筒にお
けるクランクアーム１１，３１より増大するに
は、当該クランクアーム２１に鉛等の比重が大き
い金属を埋設したり、その横断面積を増大した
り、当該クランクアーム２１のクランクピン２２
側の先端を長くしたり、或いはこれらを適宜組み
合せることによつて達成できるのである。 In this way, in order to make the connecting rod in each cylinder a common part with the same size and shape, the shaft diameter of each crank pin 12, 22, 32 must be the same, and the shaft of each piston pin 14, 24, 34 must be made the same diameter. The diameter must also be the same. In order to make the crank pin 22 and piston pin 24 in the second cylinder 2 the same diameter as the crank pin and piston pin of the other cylinders, and to increase their mass compared to the crank pin and piston pin of the other cylinders, it is necessary to The crank pin 22 and the piston pin 24 in the second cylinder 2 may be formed into hollow shafts, and the hollow portion may be filled with a heavy metal having a specific gravity higher than that of steel, such as lead or copper. In order to increase the mass of the pistons in the other cylinders, the pistons 13 and 33 in the other cylinders are made of metal with low specific gravity such as aluminum alloy or magnesium alloy, while the piston 23 in the second cylinder 2 is made of cast iron or the like. This can be achieved very easily by making the crank arm 21 of the second cylinder 2 larger than that of the crank arms 11 and 31 of the other cylinders. By embedding a metal with a high specific gravity such as lead in the crank arm 21 or increasing its cross-sectional area, the crank pin 22 of the crank arm 21 may be
This can be achieved by lengthening the side tips or by appropriately combining these.
そして、前記′又は′式におけるバランス
は、第２気筒２におけるピストン２３の質量M23
及びピストンピン２４の質量M24を、他の気筒の
それらよりも２倍又は略２倍にする一方、第２気
筒２におけるピストン２３及びピストンピン２４
のいずれか一方又は両方に、共通部品の連接棒の
小端部の質量（M15 M25又はM35）を加算するこ
とによつて達成できるが、第２気筒２におけるピ
ストンピン２４を、他の気筒のピストンピン１４
又は３４と同じ寸法・形状の共通部品とし（M14
＝M24＝M34）第２気筒２のピストン２３の質量
を、他の気筒のピストンの２倍又は略２倍の質量
に共通ピストンピンの質量及び共通連接棒の小端
部の質量を加えた値に設定しても良い。この手段
は、第１気筒及び第３気筒のピストンを比重の小
さい金属製にする一方、第２気筒のピストンを鋳
鉄製にすることで両者の質量差を大きくすること
ができるから、各ピストンの材質の変更によつて
簡単に実現することができ、各気筒の連接棒を共
通化できることに加えて各気筒のピストンピンを
も共通化できるから、部品の点数がより少なくな
るのであり、第２気筒のピストンの質量を、他の
気筒のピストンの質量と異なつたものにする場合
には、第２気筒におけるピストンの直径を、他の
気筒におけるピストンの直径と異なつた寸法にす
ることにより、機関の組立時に第２気筒用ピスト
ンを第１気筒又は第３気筒箇所に誤つて組み付け
ることが防止される。 The balance in the equation ' or ' is the mass M 23 of the piston 23 in the second cylinder 2.
and the mass M 24 of the piston pin 24 is made twice or approximately twice that of those of the other cylinders, while the piston 23 and the piston pin 24 in the second cylinder 2 are
This can be achieved by adding the mass (M 15 M 25 or M 35 ) of the small end of the connecting rod, which is a common part, to one or both of the following. Piston pin 14 of the cylinder
Or common parts with the same size and shape as 34 (M 14
=M 24 =M 34 ) The mass of the piston 23 in the second cylinder 2 is twice or approximately twice the mass of the pistons in the other cylinders, plus the mass of the common piston pin and the mass of the small end of the common connecting rod. You can also set it to a value that is different. This means that the pistons of the first and third cylinders are made of metal with low specific gravity, while the piston of the second cylinder is made of cast iron, making it possible to increase the difference in mass between the two. This can be easily achieved by changing the material, and in addition to making the connecting rod of each cylinder common, the piston pin of each cylinder can also be made common, which reduces the number of parts. If you want the mass of the piston in a cylinder to be different from the mass of the pistons in other cylinders, you can make the diameter of the piston in the second cylinder different from the diameter of the piston in the other cylinders. This prevents the piston for the second cylinder from being erroneously assembled to the first or third cylinder during assembly.
また、前記′又は′式におけるバランスは、
第２気筒２におけるクランクアーム２１の質量
m21及びクランクピン１２の質量m22を、他の気
筒のそれらよりも２倍又は略２倍にする一方、第
２気筒２におけるクランクアーム２１及びクラン
クピン２２のいずれか一方又は両方に、共通部品
の連接棒の大端部の質量（m15、m25、又はm35）
を加算することによつて達成できるが、第２気筒
２におけるクランクアーム２１を、他の気筒のク
ランクアーム１１又は３１と同じ寸法・形状にし
（m11＝m21＝m31）、第２気筒２のクランクピン２
２の質量を、他の気筒のクランクピンの２倍又は
略２倍の質量に共通クランクアームの質量及び共
通連接棒の大端部の質量を加えた値に設定した
り、或いは、第２気筒２におけるクランクピン２
２を、他の気筒のクランクピン１２又は３２と同
じ寸法・形状にし（m12＝m22＝m32）、第２気筒
のクランクアーム２１の質量を、他の気筒のクラ
ンクアームの２倍又は略２倍の質量に共通クラン
クピンの質量及び共通連接棒の大端部の質量を加
えた値に設定しても良いのである。 In addition, the balance in the above ' or ' formula is
Mass of crank arm 21 in second cylinder 2
m 21 and the mass m 22 of the crank pin 12 are made twice or approximately twice those of the other cylinders, while the mass m 22 of the crank arm 21 and the crank pin 22 in the second cylinder 2 is made common to either or both of them. Mass of the big end of the connecting rod of the part (m 15 , m 25 , or m 35 )
However, by making the crank arm 21 in the second cylinder 2 the same size and shape as the crank arms 11 or 31 of the other cylinders (m 11 = m 21 = m 31 ), 2 crank pin 2
2 is set to a value that is twice or approximately twice the mass of the crank pin of the other cylinders plus the mass of the common crank arm and the mass of the large end of the common connecting rod, or Crank pin 2 in 2
2 is made the same size and shape as the crank pin 12 or 32 of the other cylinder (m 12 = m 22 = m 32 ), and the mass of the crank arm 21 of the second cylinder is made twice or more than the crank arm of the other cylinder. The value may be set to approximately twice the mass plus the mass of the common crank pin and the mass of the large end of the common connecting rod.
以上の通り本発明は、特許請求の範囲に記載し
た構成にしたことにより、隣接する気筒間の位相
を180゜とした直列３気筒内燃機関において、その
各気筒における連接棒を共通化したことによるア
ンバランスを修正して、バランスを保つことがで
きるから、連接棒の部品点数が少なくなつて、連
接棒の製造コスト及び部品管理の繁雑性を低減で
きる効果を有する。
As described above, the present invention has the structure described in the claims, in which a connecting rod is made common to each cylinder in an in-line three-cylinder internal combustion engine in which the phase between adjacent cylinders is 180 degrees. Since the unbalance can be corrected and the balance maintained, the number of connecting rod parts is reduced, which has the effect of reducing the manufacturing cost of the connecting rod and the complexity of parts management.
第１図は本発明の実施例による３気筒内燃機関
の配列略図、第２図は第１図の左側面図である。
１……第１気筒、２……第２気筒、３……第３
気筒、４……クランク軸、１１，２１，３１……
クランクアーム、１２，２２，３２……クランク
ピン、１３，２３，３３……ピストン、１４，２
４，３４……ピストンピン、１５，２５，３５…
…連接棒。
FIG. 1 is a schematic diagram of the arrangement of a three-cylinder internal combustion engine according to an embodiment of the present invention, and FIG. 2 is a left side view of FIG. 1. 1...1st cylinder, 2...2nd cylinder, 3...3rd cylinder
Cylinder, 4... Crankshaft, 11, 21, 31...
Crank arm, 12, 22, 32... Crank pin, 13, 23, 33... Piston, 14, 2
4, 34... Piston pin, 15, 25, 35...
...Connecting rod.
Claims (1)
角で180゜の間隔にする一方、第１気筒及び第３気
筒における往復運動部分の質量及び回転運動部分
の質量を両気筒について同じ又は略同じにし、第
２気筒における往復運動部分の質量及び回転運動
部分の質量を、第１気筒又は第３気筒における往
復運動部分の質量及び回転運動部分の質量の２倍
又は略２倍に構成した３気筒内燃機関において、
前記各気筒における連接棒を、同じ寸法・形状に
構成する一方、前記第２気筒において連接棒の小
端部を除く往復運動部分に、前記連接棒における
小端部の質量に相当する質量を加算し、更に、前
記第２気筒において連接棒の大端部を除く回転運
動部分に、前記連接棒における大端部の質量に相
当する質量を加算したことを特徴とする３気筒内
燃機関。 ２ 前記第２気筒におけるクランクアーム及びク
ランクピンのいずれか一方又は両方に、前記連接
棒における大端部の質量に相当する質量を加算し
たことを特徴とする特許請求の範囲第１項記載の
３気筒内燃機関。 ３ 前記第２気筒におけるピストンピンを中空軸
にして、その中空部に重金属を充填したことを特
徴とする特許請求の範囲第１項記載の３気筒内燃
機関。 ４ 前記第２気筒におけるクランクピンを中空軸
にして、その中空部に重金属を充填したことを特
徴とする特許請求の範囲第１項又は第２項記載の
３気筒内燃機関。 ５ 前記第２気筒におけるピストンを鋳鉄等の比
重の大きい金属製にする一方、前記第１気筒及び
第３気筒におけるピストンを比重の小さい金属製
にしたことを特徴とする特許請求の範囲第１項記
載の３気筒内燃機関。 ６ 前記第２気筒におけるピストンの直径を、前
記第１気筒又は第３気筒におけるピストンの直径
と異なつた寸法に構成したことを特徴とする特許
請求の範囲第１項記載の３気筒内燃機関。 ７ 前記第２気筒におけるクランクアームを、こ
れに比重の大きい金属を埋設するか、その断面積
を他の気筒におけるクランクアームの断面積より
大きくするか、或いはそのクランクピン側の先端
を長くしたことを特徴とする特許請求の範囲第１
項又は第２項記載の３気筒内燃機関。[Claims] 1. While the phases of the three cylinders arranged in a row are set at intervals of 180° in terms of crank angle, the mass of the reciprocating portion and the mass of the rotating portion of the first and third cylinders are both The cylinders are the same or approximately the same, and the mass of the reciprocating part and the mass of the rotary part in the second cylinder is twice or approximately 2 times the mass of the reciprocating part and the mass of the rotary part in the first or third cylinder. In a three-cylinder internal combustion engine with double the configuration,
While the connecting rods in each cylinder are configured to have the same size and shape, a mass equivalent to the mass of the small end of the connecting rod is added to the reciprocating portion of the connecting rod excluding the small end in the second cylinder. The three-cylinder internal combustion engine is further characterized in that a mass corresponding to the mass of the large end of the connecting rod is added to a rotationally moving portion of the second cylinder excluding the large end of the connecting rod. 2. A mass corresponding to the mass of the large end of the connecting rod is added to one or both of the crank arm and the crank pin in the second cylinder. Cylinder internal combustion engine. 3. The three-cylinder internal combustion engine according to claim 1, wherein the piston pin in the second cylinder is a hollow shaft, and the hollow portion thereof is filled with heavy metal. 4. The three-cylinder internal combustion engine according to claim 1 or 2, wherein the crank pin in the second cylinder is a hollow shaft, and the hollow part is filled with heavy metal. 5. Claim 1, characterized in that the piston in the second cylinder is made of a metal with a high specific gravity such as cast iron, while the pistons in the first and third cylinders are made of a metal with a small specific gravity. The three-cylinder internal combustion engine described. 6. The three-cylinder internal combustion engine according to claim 1, wherein the diameter of the piston in the second cylinder is different from the diameter of the piston in the first cylinder or the third cylinder. 7. The crank arm in the second cylinder has a metal with a high specific gravity embedded therein, its cross-sectional area is made larger than the cross-sectional area of the crank arms in the other cylinders, or its tip on the crank pin side is lengthened. Claim 1 characterized by
3-cylinder internal combustion engine according to item 1 or 2.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3441380A JPS56131853A (en) | 1980-03-17 | 1980-03-17 | Three-cylinder internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3441380A JPS56131853A (en) | 1980-03-17 | 1980-03-17 | Three-cylinder internal-combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS56131853A JPS56131853A (en) | 1981-10-15 |
| JPS6335860B2 true JPS6335860B2 (en) | 1988-07-18 |
Family
ID=12413498
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3441380A Granted JPS56131853A (en) | 1980-03-17 | 1980-03-17 | Three-cylinder internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS56131853A (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10047820A1 (en) * | 2000-09-27 | 2002-05-29 | Volkswagen Ag | Internal combustion engine |
| JP7401328B2 (en) * | 2020-01-31 | 2023-12-19 | ダイハツ工業株式会社 | internal combustion engine |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS55139541A (en) * | 1979-04-16 | 1980-10-31 | Mitsubishi Heavy Ind Ltd | Series-type three-cylinder piston-crank mechanism |
-
1980
- 1980-03-17 JP JP3441380A patent/JPS56131853A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS56131853A (en) | 1981-10-15 |
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