CN209892690U

CN209892690U - Three-cylinder engine vibration balancing device

Info

Publication number: CN209892690U
Application number: CN201920155155.0U
Authority: CN
Inventors: 姚博炜; 黄勇; 刘高领; 肖潇; 覃瑞森
Original assignee: SAIC Automotive Transmission Liuzhou Co Ltd
Current assignee: Liuzhou Saike Technology Development Co Ltd
Priority date: 2019-01-29
Filing date: 2019-01-29
Publication date: 2020-01-03
Anticipated expiration: 2029-01-29

Abstract

The utility model relates to an automobile engine damping field provides a three jar engine vibration balancing unit, including bent axle and balance mechanism, balance mechanism with epaxial drive gear connection of bent, balance mechanism includes first balancing piece, second balancing piece, driven gear and balanced axle, driven gear locates one side balanced axle one end, first balancing piece is located driven gear opposite side and with balanced axle connection, the second balancing piece is located the balanced axle other end, driven gear with drive gear meshes. The vibration phenomenon of the crankshaft during rotation can be effectively eliminated, so that the vibration of the engine is reduced, the NVH of the whole vehicle is improved, and a vehicle owner can feel more comfortable and more stable when driving the vehicle.

Description

Three-cylinder engine vibration balancing device

Technical Field

The utility model relates to an automobile engine damping field, in particular to three jar engine vibration balancing unit.

Background

The driving comfort of the automobile is an important parameter for automobile development, and the vibration of the engine is a key point influencing the driving comfort of the automobile. Three-cylinder engines operate in a cycle of 720 deg., the ignition interval is set to 240 deg., while four-cylinder engines are more densely ignited, once every 180 deg. so that three-cylinder engines vibrate more than four-cylinder engines at the same rotation speed, and the comfort of the automobile is affected more than four-cylinder engines. In the prior art, a three-cylinder engine usually eliminates part of vibration through the optimized design of a balance weight of a crankshaft system, and cannot meet the requirement of automobile driving comfort.

Disclosure of Invention

The utility model provides a three jar engine vibration balancing unit, it is big to vibrate when aiming at solving the function of three jar engines, reduces the problem of car driving travelling comfort.

The utility model provides a three jar engine vibration balancing unit, including bent axle and balance mechanism, balance mechanism with epaxial drive gear connection of bent, balance mechanism includes first balancing piece, second balancing piece, driven gear and balanced axle, driven gear locates one side balanced axle one end, first balancing piece is located the driven gear opposite side and with the balanced axle is connected, the second balancing piece is located the balanced axle other end, driven gear with drive gear meshes.

As a further improvement of the present invention, the balance mechanism further includes a first bearing and a second bearing, the first bearing and the second bearing are disposed on the balance shaft.

As a further improvement of the present invention, the first bearing is close to the driven gear and with the driven gear is equipped with the distance of default, the second bearing is close to the second balancing weight and with the second balancing weight is equipped with the distance of default.

As a further improvement, the crankshaft is provided with a damping mechanism.

As a further improvement, the vibration reduction mechanism includes a vibration reduction wheel and a connecting piece, the connecting piece one end with bent axle one end is connected, the vibration reduction wheel with the connecting piece other end is connected.

As a further improvement, the damping wheel includes a first metal layer, a damping layer and a second metal layer which are connected in sequence from the outer ring to the inner ring.

As a further improvement of the present invention, the second metal layer is connected to the connecting member.

The utility model has the advantages that: the vibration phenomenon of the crankshaft during rotation is effectively eliminated, so that the vibration of the engine is reduced, the NVH of the whole vehicle is improved, and a vehicle owner can feel more comfortable and more stable when driving the vehicle.

Drawings

Fig. 1 is an overall view of the present invention.

Fig. 2 is a schematic view of the damping wheel of the present invention.

Fig. 3 is a schematic view of a first weight of the present invention.

Fig. 4 is a schematic diagram of a second weight of the present invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments.

As shown in fig. 1, the utility model provides a three-cylinder engine vibration balancing unit, including bent axle 1 and balance mechanism, balance mechanism with drive gear 2 on the bent axle 1 is connected, balance mechanism includes first balancing piece 3, second balancing piece 4, driven gear 5 and balance shaft 6, driven gear 5 one side is located 6 one end of balance shaft, first balancing piece 3 is located 5 opposite sides of driven gear and with balance shaft 6 connects, second balancing piece 4 is located 6 other ends of balance shaft, driven gear 5 with the meshing of drive gear 2.

The crankshaft 1 is the most important component in the engine. The crankshaft 1 is integrally cast, so that no structure can be used for balancing except an original balance block on the crankshaft 1. When the crankshaft 1 rotates, strong torque and vibration are generated, so that the balance weight cannot be completely eliminated by itself. The utility model provides a device for offsetting unbalanced moment of three jar engine ignition. The balance shaft mechanism mainly enables torque generated by rotation of the balance shaft mechanism to offset torque generated by ignition of a three-cylinder engine through matching design of the appearance, the mass and the mounting angle of the first balance block 3 and the second balance block 4, so that torque balance is achieved, and vibration of the engine is reduced. The balance mechanism is composed of the first balance weight 3, the second balance weight 4, a driven gear 5 and a balance shaft 6, and further comprises the driving gear 2 meshed with the driven gear 5. Driven gear 5 adopts interference fit pressure equipment to be in on balance shaft 6, drive gear 2 adopts interference fit pressure equipment to be in on bent axle 1 to with driven gear 5 meshes, for balance shaft mechanism provides drive power. The driving gear 2 is formed by sintering powder metallurgy materials. The driven gear 5 is composed of a hub, rubber and a gear ring, the hub and the gear ring are sintered by powder metallurgy materials, the rubber is NBR (nitrile butadiene rubber), the hub and the gear ring are combined together by the rubber through a vulcanization process to form the driven gear 5, and when the driven gear 5 is driven to rotate by the driving gear 2, the rubber in the driven gear 5 plays a role in buffering, so that vibration and noise in a transmission process are reduced. The driving gear 2 and the driven gear 5 adopt a design with a gear transmission ratio of 1, and the rotating speed of the balance shaft mechanism is ensured to be consistent with the rotating speed of the crankshaft 1.

The first balance weight 3 and the second balance weight 4 are respectively installed on the balance shaft 6 through installation bolts, and through the design of unbalanced moment generated by ignition of an engine, the balance of the moment is ensured, and the vibration generated by the unbalanced moment is eliminated. As shown in fig. 3 and 4, the first weight 3 is in a semicircular design, the second weight 4 is in a large-angle fan shape, the centers of gravity of the two weights are arranged at 0 °, and the unbalanced moment generated by the crankshaft 1 is offset by synchronously rotating with the crankshaft 1.

Preferably, the balance mechanism further includes a first bearing 7 and a second bearing 8, and the first bearing 7 and the second bearing 8 are disposed on the balance shaft 6.

Preferably, the first bearing 7 is close to the driven gear 5 and is at a preset distance from the driven gear 5, and the second bearing 8 is close to the second weight 4 and is at a preset distance from the second weight.

The first bearing 7 and the second bearing 8 are respectively mounted on the balance shaft 6 and are assembled on a cylinder block of an engine as supports, the first bearing 7 is preferably a rolling bearing, and the second bearing 8 is preferably a needle bearing. The first bearing 7 is close to the driven gear 5 and keeps a certain preset distance, the second bearing 8 is close to the second balance weight 4 and keeps a certain preset distance, and the preset value is set according to the design size of an engine cylinder body.

Preferably, a damping mechanism is provided at one end of the crankshaft 1.

Preferably, the damping mechanism comprises a damping wheel 9 and a connecting piece 10, one end of the connecting piece 10 is connected with one end of the crankshaft 1, and the damping wheel 9 is connected with the other end of the connecting piece 10

Preferably, the damper wheel 9 includes a first metal layer 901, a damper layer 902, and a second metal layer 903 connected in sequence from the outer ring to the inner ring.

Preferably, one end of the second metal layer 903 is connected to the other end of the connecting member 10.

As shown in fig. 1 and 2, the damping mechanism is connected to the crankshaft, the power of the crankshaft is transmitted to the damping mechanism, and the damping mechanism is divided into a damping wheel and a connecting member. The damping wheel comprises a first metal layer 901, a damping layer 902 and a second metal layer 903, wherein the damping layer 902 is made of rubber, preferably EPDM (ethylene propylene diene monomer), and is respectively connected with the first metal layer 901 and the second metal layer 903 through vulcanization treatment. After the engine is started, the crankshaft rotates to drive the vibration damping mechanism to rotate, meanwhile, power of the crankshaft is transmitted to the vibration damping layer 902 through the second metal layer 903, and then the power is transmitted out through the first metal layer 901 after vibration damping, so that part of vibration generated when the three-cylinder engine works is filtered, vibration transmission of the engine is reduced, and NVH of the whole vehicle is improved. As shown in fig. 1 and 2, the second metal layer 903 is manufactured in one piece, wherein an outer layer of the other end of the second metal layer 903 is wrapped by the damping layer 902, and one end of the second metal layer 903 is provided with a screw hole or a bolt hole, and is connected to the connecting member 10 by a screw or a bolt. The vibration reduction wheel 9 is connected with the connecting piece 10 through a screw or a bolt, the connecting piece 10 is connected with the crankshaft through a screw or a bolt, and the vibration reduction mechanism is ensured to rotate simultaneously when the crankshaft rotates.

The foregoing is a more detailed description of the present invention, taken in conjunction with the specific preferred embodiments thereof, and it is not intended that the invention be limited to the specific embodiments shown and described. To the utility model belongs to the technical field of ordinary technical personnel, do not deviate from the utility model discloses under the prerequisite of design, can also make a plurality of simple deductions or replacement, all should regard as belonging to the utility model discloses a protection scope.

Claims

1. The utility model provides a three-cylinder engine vibration balancing unit, its characterized in that, includes bent axle (1) and balanced mechanism, balanced mechanism with drive gear (2) on bent axle (1) are connected, balanced mechanism includes first balancing piece (3), second balancing piece (4), driven gear (5) and balanced axle (6), driven gear (5) one side is located balanced axle (6) one end, first balancing piece (3) are located driven gear (5) opposite side and with balanced axle (6) are connected, second balancing piece (4) are located balanced axle (6) other end, driven gear (5) with drive gear (2) meshing.

2. The vibration balancer of three-cylinder engine according to claim 1, wherein said balancer further includes a first bearing (7) and a second bearing (8), and said first bearing (7) and said second bearing (8) are provided on said balancer shaft (6).

3. A vibration-balancing arrangement for a three-cylinder engine according to claim 2, characterized in that the first bearing (7) is located close to the driven gear (5) at a predetermined distance from the driven gear (5), and the second bearing (8) is located close to the second weight (4) at a predetermined distance from the second weight.

4. A vibration-balancing device for a three-cylinder engine according to claim 1, characterized in that the crankshaft (1) is provided with a damping mechanism at one end.

5. The vibration balancer of three-cylinder engine according to claim 4, wherein said vibration damping mechanism includes a vibration damping wheel (9) and a connecting member (10), one end of said connecting member (10) is connected to one end of said crankshaft (1), and said vibration damping wheel (9) is connected to the other end of said connecting member (10).

6. The vibration balance device of a three-cylinder engine according to claim 5, wherein the damper wheel (9) comprises a first metal layer (901), a damper layer (902) and a second metal layer (903) which are connected in sequence from an outer ring to an inner ring.

7. A vibration-balancing arrangement for a three-cylinder engine according to claim 6, characterised in that the second metal layer (903) is connected at one end to the other end of the connecting element (10).