JPS5950247A - Internal-combustion engine having three cylinders - Google Patents
Internal-combustion engine having three cylindersInfo
- Publication number
- JPS5950247A JPS5950247A JP16161782A JP16161782A JPS5950247A JP S5950247 A JPS5950247 A JP S5950247A JP 16161782 A JP16161782 A JP 16161782A JP 16161782 A JP16161782 A JP 16161782A JP S5950247 A JPS5950247 A JP S5950247A
- Authority
- JP
- Japan
- Prior art keywords
- piston
- force
- crank
- related components
- 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.)
- Granted
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
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
-
- 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
- F16F15/264—Rotating balancer shafts
-
- 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
- F02B67/00—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Acoustics & Sound (AREA)
- Aviation & Aerospace Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は、−次慣性力による振動を取除くようにした三
気筒内燃機関に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a three-cylinder internal combustion engine that eliminates vibrations due to -order inertia force.
従来、三気筒内燃機関において一次慣性力による振動を
取除くようにしたものとしては、三本のクランクピンな
りランク角土１２００の間隔をおいて配置したものが知
られているが、それはクランクピンの位相ずれのために
、クランク軸に不釣合偶力が発生する欠点がある。Conventionally, a three-cylinder internal combustion engine that removes vibrations caused by primary inertia force is known by arranging three crank pins or rank square clay 1200 mm apart. Due to the phase shift, an unbalanced couple is generated on the crankshaft.
本発明は、そのような不釣合い偶力を発生させることな
く、−次慣性力による振動を取除（ようにした、簡単有
効な三気筒内燃機関を提供することを目的とする。An object of the present invention is to provide a simple and effective three-cylinder internal combustion engine that eliminates vibrations caused by -order inertial force without generating such an unbalanced couple.
以下、図面により本発明の一実施例にすし・て説明する
と、第１図においてオートバイの車体フレームノ？に本
発明の三気筒内燃機関Ｅが搭載され、この機関Ｅのクラ
ンク軸１及びこれに駆動される３ｆ、３γと平行に配置
され、出力軸２０はチェ／伝動装置４を介して後輪ＩＶ
γを駆動する。Hereinafter, one embodiment of the present invention will be explained with reference to the drawings. In Fig. 1, the body frame of a motorcycle is shown. is equipped with a three-cylinder internal combustion engine E of the present invention, which is arranged parallel to the crankshaft 1 of this engine E and the crankshafts 3f and 3γ driven by it, and the output shaft 20 is connected to the rear wheel IV via a check/transmission device 4.
Drive γ.
第２図及び第３図に示すように、三気筒内燃機関Ｅは２
ザイクル型に構成されており、そのクランク軸１の三本
のクランクピン５＋ 、５２ ．５３が同軸線」二に
整列させてあり、その左右両夕）側位置のクランクピン
５．．５２を第１及び第２クランクピン、中央位置のク
ランクピン５３を第３クランクピンという。As shown in Figs. 2 and 3, the three-cylinder internal combustion engine E has two
The three crank pins 5+, 52 . 53 are aligned on the coaxial line 2, and the crank pins 5. ．． 52 are called first and second crank pins, and the central crank pin 53 is called a third crank pin.
クランク軸１の左端部には発電機６が、また右端部には
駆動歯車７がそれぞれ取利けもれ１．駆動歯車７は変速
機の入力軸２乙上に設けたクラッチ９の被動歯車８と噛
合する。A generator 6 is located at the left end of the crankshaft 1, and a drive gear 7 is located at the right end. The driving gear 7 meshes with a driven gear 8 of a clutch 9 provided on the input shaft 2 of the transmission.
クランク軸１は四個のベアリングｉ０．ｉｏ・・を介し
てクランクケース１１に支承される。四個のベアリング
ｉｏ、”ｉｏ・・は三本のクランクピン５１ −５２
．５３をそれぞれ挟むように配置され、これらベアリン
グを支持する隔壁によってクランクケース１１の内部は
第１．第２．第３クランクピン５１ ．５２ ．５３を
それぞれ収容する第１゜第２．第３クランク室１２＋
、 １２２ 、１２３に区画される。The crankshaft 1 has four bearings i0. It is supported by the crankcase 11 via io. Four bearings io, "io..." are three crank pins 51 - 52
．． The interior of the crankcase 11 is partitioned between the first and second bearings by partition walls that support these bearings. Second. Third crank pin 51. 52. 53 respectively. 3rd crank chamber 12+
, 122 and 123.
第１．第２．第３クランクピン５１．５２ ．５３には
兎へ＼橡ｌ）態Ｘ＜熟＼Ｘ鬼’Ｌ％％鬼鬼Ｘ＼ ２＼ｔ
ゝ３、＼が第１．第２．第３コンロッド１４４．１４□
。1st. Second. 3rd crank pin 51.52. 53 to the rabbit ＼橡l）state
ゝ3,\ is the first. Second. 3rd connecting rod 144.14□
.
１４１及び第１．第２．第３ピストンピン１５、。141 and 1st. Second. Third piston pin 15.
１５２．１５３を介して第１．第２．第３ピストン１３
＋ 、１３□ 、１３３がそれぞれ連接さｉｔ 。152.153 via 1st. Second. 3rd piston 13
+, 13□, and 133 are connected, respectively.
これらピストン１３．．１３□ 、１３．が摺合する第
１．第２．第３シリンダブロツク１６１ 。These pistons 13. ．． 13□, 13. The first part where the two slide together. Second. Third cylinder block 161.
１６２．１６．がクランクケース１１に固着さ）ｃる。162.16. is stuck to the crankcase 11).
その際、第１及び第２シリンダブロック１６．。At that time, the first and second cylinder blocks 16. .
１６□は車両の前方を向くように、また第３７リンダブ
ロツク１６３は上方を向くようにそＡ１そね配置され、
かくして第１及び第２シリンダフ”ロック１６＋ 、
１６□と第３シリンダフ゛ロツク１６３とは９０°のノ
くンク角を以てＶ字形に自装置さｈる。16□ is arranged on the side A1 so that it faces the front of the vehicle, and the 37th cylinder block 163 faces upward.
Thus, the first and second cylinder fin locks 16+,
16□ and the third cylinder block 163 form a V-shape with a knock angle of 90°.
第１．第２．第３シリンダブロック１６．。1st. Second. Third cylinder block 16. .
１６２．１６３の先端部外周に（′！、、第１．第２゜
第３シリンダヘッド１７．．１７□ 、１７３力ζ螺着
され、さらにこれらシリンダヘッド１７１ 。162, 163 ('!, 1st, 2nd, 3rd cylinder heads 17...17□, 173 force ζ are screwed onto the outer periphery of the tips of the cylinder heads 171).
１７２９．１７３の周囲に水ジャケソ）ＩＬ 。1729.173 surrounding water jacket) IL.
１Ｂ２ 、ＩＬを形成する第１．第２．第３ヘツドカバ
ー１９１ ．１９２ ．１９３ が装着さり、ろ。1B2, the first .1B2 forming the IL. Second. Third head cover 191. 192. 193 is installed, lol.
第１９第２．第３シリンダヘツド１７１．１７２ 。19th 2nd. Third cylinder head 171.172.
１７、には第１．第２．第３点火栓２（Ｌ 、２０２
。17, the first. Second. Third ignition plug 2 (L, 202
.
２０３が螺着され、これら点火栓２０２．２０２ 。203 is screwed onto these spark plugs 202.202.
２０、は、第１及び第２・シリンダヘッド１７Ｉ 。20, first and second cylinder heads 17I;
１７□内の燃焼室２１’、、２１．て同１１キ爆ざ色を
生起させるように、またこれらの爆発時期と第３シリン
４゛ヘツド１７□内の燃焼室２１３での爆発時期との間
にクランク角で９０°θｙイ立相差を与えるように、図
示しない点火制御装置により制御される。Combustion chambers 21', 21. A phase difference of 90°θy was created at the crank angle between the timing of these explosions and the timing of the explosion in the combustion chamber 213 in the 4th head 17□ of the third cylinder. It is controlled by an ignition control device (not shown) so as to give.
第１及び第２ピストン１３．．１３□系の往復質量は互
いに等しくされ、且つこれらの往復質量の和と第３ピス
トン１３３系の往復質量とは互いに略等しくされる。こ
のような条件を満すために、本発明では第１及び第２コ
ンロッド１４＋、１４２の小端部１４．（Ｚ、１４２ａ
の外径よりも第３コンロツド１４３の小端部１４３ａの
外径を大きくするもので、その際第４図に示すように、
第３コンロツド１４３の小端部１４３ａを第３コンロツ
ド１４３の長手方向に長軸を向けた楕円形に形成すれば
、同一質量の円形小端部に比べ、第３ピストン１３３の
内周壁との間隙を充分広く得ることができ、したがって
第３クランク室１２３かも第３ピストン１３、の中空部
への混合気または潤滑油の進入が容易になって、第３ピ
ストン１３３の冷却が支障なく行われる。First and second pistons 13. ．． The reciprocating masses of the 13□ systems are made equal to each other, and the sum of these reciprocating masses and the reciprocating mass of the third piston 133 system are made substantially equal to each other. In order to satisfy such conditions, in the present invention, the small ends 14. of the first and second connecting rods 14+, 142. (Z, 142a
The outer diameter of the small end 143a of the third connecting rod 143 is made larger than the outer diameter of the third connecting rod 143, as shown in FIG.
If the small end 143a of the third connecting rod 143 is formed into an elliptical shape with its long axis directed in the longitudinal direction of the third connecting rod 143, the gap between the inner circumferential wall of the third piston 133 and can be obtained sufficiently wide, so that the air-fuel mixture or lubricating oil can easily enter the hollow portion of the third crank chamber 123 or the third piston 13, and the third piston 133 can be cooled without any trouble.
上記のようにしても、第３ピストン１３３系の往復質量
が不足する場合には、第２及び３図に示すように第１及
び第２ピストン１３．、．１３□を中空に形成する一方
、第３ピストン１３３をそれらよりも大径に且つ中実に
形成するとよい。Even with the above arrangement, if the reciprocating mass of the third piston 133 system is insufficient, as shown in FIGS. 2 and 3, the first and second piston 13. ,．． 13□ is formed hollow, while the third piston 133 is preferably formed to have a larger diameter than them and to be solid.
クランク軸１は三本のクランクピン５４，５２ 。The crankshaft 1 has three crank pins 54 and 52.
５３をそれぞれ支持する各一対の第１．第２．第３クラ
ンクウェブ２２．．２２．’；２２□ ＋２２２’）２
２３．２２．を有し、これらにクランク軸１０回転中心
を挟んで第１．第２．第３クランクピン５１．５□ 、
５．と正反対側に配置される各一対の第１．第２．第３
バランスウェイト２３１．２３．’；２３□’、２３２
’； ２３３．２３．が連設され、これらバランスウェ
イトは、これらの回転時の遠心力の総和が第１及び第２
ピストン１３．．１３□系の一次慣性力と第３ピストン
１３３系の一次慣性力とにそれぞれ略釣合＼・、且つ質
量分布が左右対称的になるように形成される。53 of each pair, each supporting a first . Second. Third crank web 22. ．． 22. ';22□ +222')2
23.22. , and a first . Second. 3rd crank pin 51.5□,
5. The first . Second. Third
Balance weight 231.23. ';23□', 232
'; 233.23. are arranged in series, and these balance weights are such that the sum of the centrifugal forces during their rotation is equal to the first and second balance weights.
Piston 13. ．． The primary inertial force of the 13□ system and the primary inertial force of the third piston 133 system are respectively approximately balanced, and the mass distribution is symmetrical.
尚、−次慣性力の大きさはそのピストン系の往復質量と
その加速度との積によって表わされる。Note that the magnitude of the -th order inertial force is expressed by the product of the reciprocating mass of the piston system and its acceleration.
さらに、第１．第２．第３バランスウエイト２３、Ｌ２
３．’；２３□ 、２３□’；２３３．２３３には第１
．第２．第３クランクピン５．．５２．５３系の回転質
量と等しい質量が、クランク軸１０回転バランスのため
に付加される。Furthermore, the first. Second. Third balance weight 23, L2
3. ';23□, 23□';233.233 has the first
．． Second. 3rd crank pin5. ．． A mass equal to the rotating mass of the 52.53 system is added to balance the crankshaft 10 rotations.
各シリンダブロック１６．（１６□ 、１６３について
も同様）には、同列のクランク室１２．に、連通ずる吸
気ポート２４と、そのクランク室１２゜を同列の燃焼室
２１、に連通させる左右一対の掃気ポー）２５．２５と
、上記燃焼室２１１を排気管２６または２７（第１図参
照）に連通させる排気ポート２８とが設けられ、各吸気
ポート２４には混合気の逆流を阻市するリード弁２９が
装着される。各吸気ポート２４は、２Ａ Ｉ及び第２シ
リンダブロック１６１．１６２ と第３シリンダブロツ
ク１６３との間に形成されたＶ字状空間３０に開口する
ように設けら、ｉｌｌ、そして各吸気ポート２４に装着
される気化器３１とそのエアクリーナ３２とが上記空間
３０に配設される。Each cylinder block 16. (The same applies to 16□ and 163), the crank chamber 12. 25, 25, the combustion chamber 211 is connected to the exhaust pipe 26 or 27 (see Fig. 1). ), and each intake port 24 is provided with a reed valve 29 for preventing backflow of the air-fuel mixture. Each intake port 24 is provided so as to open into a V-shaped space 30 formed between the second cylinder block 161, 162 and the third cylinder block 163. A carburetor 31 to be mounted and its air cleaner 32 are arranged in the space 30.
面して、機関Ｅの運転時には、第１７リングブロソク１
６１側について言えば、ピストン１３１の上昇行程でク
ランク室１２．が減圧されるので、気化器３１で生成さ
れた混合気が吸気ポート２４及びリード弁２９を通して
クランク室１２．に吸入され、ピストン１３．の下降行
程でクランク室１２、は加圧されるので、ここで加圧さ
れた混合気は掃気ボー）２５．２５を通して燃焼室２１
゜へ充填され、そしてピストン１３．の上昇行程て圧縮
された後、点火栓２０．の放電により着火され燻焼（爆
発）してピストン１３．に下降力を付与し、このピスト
ン１３１の下降途中から排気ボー ｌ−２８が聞き、そ
］１から燃焼３４．７１１ の排ガスが排出さ」１．ろ
。第２及び第３シリンダブロツク１６、．１６□１１１
１でも同様の作用が行われる。When engine E is in operation, the 17th ring block 1
Regarding the 61 side, during the upward stroke of the piston 131, the crank chamber 12. Since the pressure is reduced, the air-fuel mixture generated in the carburetor 31 passes through the intake port 24 and the reed valve 29 to the crank chamber 12. The piston 13. Since the crank chamber 12 is pressurized during the descending stroke, the air-fuel mixture pressurized here passes through the scavenging bow) 25.
° and the piston 13. After being compressed during the upward stroke of the spark plug 20. The piston 13 is ignited and smoldered (exploded) by the electric discharge. A descending force is applied to the piston 131, and the exhaust ball 1-28 is heard during the downward movement of the piston 131, and exhaust gas of combustion 34.711 is discharged from the piston 131. reactor. Second and third cylinder blocks 16, . 16□111
1 also has a similar effect.
この間、バランスウェイト２３． 、２３．’：２３
２ 。During this time, balance weight 23. , 23. ':23
2.
２３２’；２３１．２３３群が第１及び第２シリンダブ
ロック１６．．１６□の中心線を含む水平面上に来たと
き、それらの遠心力は第１及び第２ピストン１３．．１
３□系の総合−次慣性力と釣合い、また上記バランスウ
ェイト群が第３シリンダブロック１６．の中心線を含む
垂直面」二に来たとき、それらの遠心力は紀３ピストン
１３．系の一次慣性力と釣合う。232'; 231.233 groups are the first and second cylinder blocks 16. ．． 16□, their centrifugal force acts on the first and second pistons 13. ．． 1
The overall -order inertia force of the 3□ system and the balance weight group described above are in the third cylinder block 16. When they come to the vertical plane containing the center line of the piston 13. Balances the primary inertia of the system.
また、左右両側位置の第１及び第２ピストン１３、．１
３□系の一次慣性力の合力はクランクトン１３３系の一
次慣性力も同じくクランク軸１の中央部に作用し、その
作用点は常に不動であり、一方、バランスウェイト２３
＋ 、２３＋’： ２’３２ 。Also, first and second pistons 13, . 1
The resultant force of the primary inertial force of the Crankton 133 system is the resultant force of the primary inertial force of the 3
+, 23+': 2'32.
２３□’；２３．．２３３の質量分布は左右対称的であ
るから、これらによる遠心力も上記作用点に集中し、そ
の結果クランク軸１には偶力は発生しな℃・０
第１．第２．第３７リンダプロソク１６１．１６□。23□';23. ．． Since the mass distribution of 233 is symmetrical, the centrifugal force caused by them is also concentrated at the point of action, and as a result, no couple is generated on the crankshaft 1. Second. 37th Linda Prosoc 161.16□.
１６３にお（・てピスト７１３．．１３□ 、１３２の
行程容積及び燃焼室２１．．２１□ 、２１３の圧縮比
がそれぞれ等しくしである場合、クランク室ＩＬ 、
１２２ ．１２３の圧縮比が相違していると、燃焼室２
Ｌ 、２１２ ．２１３での混合気の爆発力に差違を
来たして好ましくない。ところが、前述のように第１及
び紀２ピストン１３１ 。163 (・If the stroke volumes of the pistons 713..13□, 132 and the compression ratios of the combustion chambers 21..21□, 213 are equal, then the crank chamber IL,
122. If the compression ratio of 123 is different, the combustion chamber 2
L, 212. This is not desirable as it causes a difference in the explosive power of the mixture at 213. However, as mentioned above, the first and second pistons 131.
１３２系の総合往復質量と第３ビス１−７１３．系の往
復η”量とを等しくするために、第３ピストン１３、系
のピストンピン１５３及びコンロッド小端部１４．ａ
を他の系のものより大径に形成すると、その分だけ第３
クランク室１２３は有効容積が他のクランク室１２１
．１２２ より小さくなるため、第３クランク室１２３
の圧縮比は他のクランク室１２．．１２２のそれより大
きくなる。Total reciprocating mass of 132 series and third screw 1-713. In order to equalize the amount of reciprocation η'' of the system, the third piston 13, the piston pin 153 of the system and the connecting rod small end 14.a
If the diameter is larger than that of other systems, the third
The effective volume of the crank chamber 123 is that of the other crank chamber 123.
．． 122 Because it is smaller, the third crank chamber 123
The compression ratio of the other crank chamber 12. ．． It becomes larger than that of 122.
このようなりランク室間の圧縮比の差を是正するために
、第３クランク室１２３の横幅（軸方向長さ）を他のク
ランク室１２＋、’１２２の各横幅より長くすると共に
、第３バランスウエイ）２３．。In order to correct this difference in compression ratio between the rank chambers, the width (axial length) of the third crank chamber 123 is made longer than the widths of the other crank chambers 12+ and '122, and the third balance Way) 23. .
２３３の総合厚さを他のバランスウェイト２３１゜２３
１’；２３□ 、２３２’の各総合厚さより厚くするこ
とにより、第３クランク室１２３と第３ノくランスウェ
イ）２３２．２３．との間隙容積を他のクランク室１２
Ｉ 、１２３と他のノ（ランスウェイト２３ｔ −２
３＋’： ２３□ 、２３２’との各間隙容積より大き
くすることは有効である。このようにすると、各クラン
ク室とバランスウェイ！・どの半径方向間隙は一定でよ
いから加工上有利である。The overall thickness of 233 is the other balance weight 231°23
1'; 23□, 232', the third crank chamber 123 and the third nozzle runway) 232.23. The gap volume with the other crank chamber 12
I, 123 and others (Lanthwaite 23t -2
3+': It is effective to make it larger than the respective gap volumes with 23□ and 232'. In this way, each crank chamber and balance way! - It is advantageous in processing because the radial gap can be constant.
またこの場合、機関Ｌ′の横幅を可及的短くするために
、第１及び第２クランクウェブ２２．。In this case, in order to make the width of the engine L' as short as possible, the first and second crank webs 22. .
２：２＋’：２２□ 、、２２２’において各内イドリ
ウェブ２２、’、 ２２２’を各外側ウェブ２２．．２
２□より肉薄にすることは有効である１、即ちこのよう
にすると、内イ則つエフ゛２２．’ 、 ２２２’をン
専＜ジノこ分たけ？Ａ’ ｌ 、第２シリンダブロツク
１６＋ 、１６□間の距離を短ぬることができる。2:2+': 22□ , 222' by connecting each inner idly web 22,', 222' to each outer web 22. ．． 2
It is effective to make the wall thinner than 2□1, that is, if you do it this way, the following rule will be achieved: 22. ', 222' is a special edition. The distance between A'l, second cylinder block 16+, and 16□ can be shortened.
さらにこの場合、薄肉の内側ウェブ２２１’、２２２’
とクランクピン５．．５２とをそれぞれ一体に形成し、
これらクランクピン５５，５□の先端部を厚肉の外側ウ
ェブ２２＋ 、２２□の結合孔３３．。Furthermore, in this case thin inner webs 221', 222'
and crank pin 5. ．． 52 are each integrally formed,
The tips of these crank pins 55, 5□ are connected to the thick outer webs 22+, 22□ through the coupling holes 33. .
３３□に圧入結合すれば、それらの圧入深さが充分に得
られるので、クランクピンの結合強度の高い組立式クラ
ンク軸１を得る上で有効である。33□, a sufficient press-fitting depth can be obtained, and this is effective in obtaining an assembled crankshaft 1 with high coupling strength of the crank pin.
尚、本発明は４ザイクル型三気筒内燃機関にも適用する
ことができ、その場合は第１及び第２シリンダブロック
１６１．１６２間で爆発時期をクランク角」二３６０°
ずらせる方がよい。The present invention can also be applied to a 4-cycle type three-cylinder internal combustion engine, in which case the explosion timing between the first and second cylinder blocks 161 and 162 is set at a crank angle of 2360 degrees.
It's better to shift it.
以」二のように本発明によ」ｔば、クランク軸に第１及
び第２クランクピンとこれらの中間位置を占める第；３
クランクビ／とを同１ＩＩｌｌｌ線」−に整列して設け
、前記第１．第２及び第３クランクピンに第１゜第２及
び第３コンロツドを介して第１．第２及び第３ピストン
をそれぞれ連接し、１）ＩＩ記第１及び第２ピストンを
収容する第１及び第２シリンダブロツクと、前記第３ピ
ストンを収容する第３シリングブロツクとを９００のバ
ンク角に開いてｌ／字状に配置し、前記第１及び第２ピ
ストン系の総合往復質量と前記第３ピストン系の往復質
量とを略等しくすると共に、前記第１及び第２ピストン
系のにそれぞ」を略釣合うバランスウェイトを前記クラ
ンク軸に設けたので、共通のバランスウェイトを以て第
１及び第２ピストン系の一次慣性力と第３ピストン系の
一次慣性力とにそれぞれ釣合せることができ、−次慣性
力によるエンジンの振動を除去することかできろ。According to the present invention as described above, the crankshaft includes first and second crank pins and a third crank pin located at an intermediate position between the first and second crank pins.
The first and second crankshafts are arranged in line with the same line. The first and second connecting rods are connected to the second and third crank pins through the second and third connecting rods. The second and third pistons are connected to each other, and 1) the first and second cylinder blocks that accommodate the first and second pistons described in II and the third cylinder block that accommodates the third piston are connected at a bank angle of 900 degrees. The first and second piston systems are arranged in an L-shape with the first and second piston systems substantially equal in total reciprocating mass to the third piston system, and the first and second piston systems are arranged in an L/shape. Since a balance weight is provided on the crankshaft that approximately balances the 2nd and 3rd piston systems, it is possible to balance the primary inertia forces of the first and second piston systems and the primary inertia forces of the third piston system, respectively, using the common balance weight. , Is it possible to eliminate engine vibration due to -order inertia force?
また、前記第１及び第２ピストン系の総合往復質量と前
記第３ピストン系の往復′背量とを略等しく′１−ろた
めに、前記第１及び第２コンロツドの小端部の外径より
も第３コンロツドの小端部の外径を大きくしたので、第
３コンロツトの小端部の単なる形状変更により所期の往
復質量の釣合いを容易に得ることができる。Further, in order to make the total reciprocating mass of the first and second piston systems and the reciprocating back mass of the third piston system approximately equal, the outer diameter of the small end of the first and second connecting rods is Since the outer diameter of the small end of the third connecting rod is made larger than that of the third connecting rod, the desired balance of reciprocating mass can be easily obtained by simply changing the shape of the small end of the third connecting rod.
また、全ヒストン系の一次佃性ノＪの合力の作用点は常
にピストン軸の中央部の一点にあって変動することはな
いから、前記バランスウェイトの遠心力を上記一点に集
中させることによりクランク軸に不釣合い偶力が発生す
ることを防止することができ、不釣合い偶力によるエン
ジンの振動をも回避することかでき、しかも従来の三気
筒内燃機し１に比べ格別構造が複＆Ｖｌになることもな
い。In addition, since the point of action of the resultant force of the primary force J of all histone systems is always at one point in the center of the piston shaft and does not change, by concentrating the centrifugal force of the balance weight on the one point, the crank It is possible to prevent unbalanced couples from occurring on the shaft, and it is also possible to avoid engine vibrations caused by unbalanced couples.Moreover, compared to conventional three-cylinder internal combustion engines, it has a special structure with multiple & Vl. Not at all.
尚、本発明において第１及び第２ピストン系の往復質量
ＩＩＩ、 −１，ｌｒ／２ と第３ピストン系の往復質
量ｒｐ’ ３とを略等しくするということは、振動防止
上許容される範囲でＩＩ’／ 、 −ｌ−／／Ｚ２ と
Ｉｌｌ、とが互（・に近接している場合を含むもので、
置体的にはＩＦ３がＩｌｌ 、→−１Ｖ２の７５〜１１
０％の範囲に収まれば実際上差支えない。In addition, in the present invention, making the reciprocating masses III, -1,lr/2 of the first and second piston systems substantially equal to the reciprocating masses rp' 3 of the third piston system is within an allowable range for vibration prevention. Including the case where II'/, -l-//Z2 and Ill are close to each other,
Physically, IF3 is Ill, → -1V2's 75 to 11
As long as it falls within the 0% range, there is no problem in practice.
第１図は本発明の一実施例に基づく三気筒内燃機関を搭
載したオートバイの側面図、第２図は上記機関の要部縦
断平面図、第３図は第２図のＩｌｌ −１１１線断面図
、第４図は上記機関の第３コンロンド小端部の変形例を
示す部分側面図である。
Ｅ・・・三気筒内燃機関、
１・・・クランク軸、５．〜５３・第１−ｆｆｉ３クラ
ンクピン、１１・・・クランクケース、１２．〜１２．
・・・第１〜第３クランク室、１３１〜１３． 第１〜
第３ピストン、１４１〜１４３ ・・第１〜第３コンロ
ツド、１４１ａ、１４２ ａ、１４３ ””’小端部、
１５１〜１５３ ・・第１〜第３ピストンピン、１６１
〜１６３・・・第１〜第３シリンダブロツク、２２＋
、 ２２１′；２２２ 。
２２２’；２２．．２２３・・・第１．第２．第３クラ
ンクウエブ、２３． ．２３．’；２３□、 ２３２’
； ２３３ 、２３３・・・第１ 。
第２．第３バランスウエイト
！特許出願人 本ＬＩＪ稜イリ［工業株式会社手続補正
書は式）
昭和 ５・ｓ ｑ： ２ １１２２ Ｉ＋事件の
表示
昭和５７年 特 願第１６Ｊ６１、
発明の名称
三気筒内燃機関
補正をする者
事件との関係 特許出願人
名 称 （５３２）本口」技イυ［工業（シ１：式会
社代 理 人 〒１０５住 所 東
京都港区新橋四丁目４番５号 第に／ムラビル電話東京
４３４−４１５１
補正命令の日刊
一昭和５８年１月５日（発送日：昭和５８年１月２５日
）補正の対象Fig. 1 is a side view of a motorcycle equipped with a three-cylinder internal combustion engine according to an embodiment of the present invention, Fig. 2 is a longitudinal sectional plan view of the main part of the engine, and Fig. 3 is a cross section taken along the line Ill-111 in Fig. 2. 4 are partial side views showing a modification of the small end of the third connecting rod of the engine. E... Three-cylinder internal combustion engine, 1... Crankshaft, 5. ~53 1st-ffi3 crank pin, 11... crank case, 12. ~12.
...first to third crank chambers, 131 to 13. 1st~
3rd piston, 141-143... 1st-3rd connecting rod, 141a, 142a, 143 ``'''' small end,
151-153 ・First to third piston pins, 161
~163...1st to 3rd cylinder block, 22+
, 221'; 222. 222';22. ．． 223...1st. Second. 3rd crank web, 23. ．． 23. ';23□, 232'
; 233, 233...1st. Second. Third balance weight! Patent applicant Hon LIJ Ryori [Kogyo Co., Ltd. procedural amendment form] Showa 5・sq: 2 1122 Indication of I+ case 1988 Patent application No. 16J61, Title of invention Case of person who amends three-cylinder internal combustion engine Relationships Patent Applicant Name (532) Honguchi Gii υ [Kogyo (Shi 1: Type Company Agent) 105 Address 4-4-5 Shinbashi, Minato-ku, Tokyo No. 2/Mura Building Telephone Tokyo 434-4151 Daily publication of amendment order January 5, 1982 (Shipping date: January 25, 1981) Target of amendment
Claims (1)
れらの中間位置を占める第３クランクビンとを同軸線上
に整列して設け、これら第１．第２及び第３クランクピ
ンに第１．第２及び第３コンロツドを介して第１．第２
及び第３ピストンをそれぞれ連接し、前記第１及び第２
ピストンな収容する第１及び第２シリンダブロツクと、
前記第３ピストンを収容する第３ブロツクとを９０°の
バンク角に開いてＶ字状に配置し、前記第１及び第２ピ
ストン系の総合往復質量と前記第３ピストン系の往復質
］：とが略等しくなるように前記第傷及び第２コンロツ
ドの小端部の外径よりも第３コンロツドの小端部の外径
を太きくし、前記第１及び第２ピストン系の総合−次慣
性力と前記第３ピストン系の一次慣性力とにそれぞれ略
釣合うバランスウェイトを前記クランク軸に設けてなる
、三気筒内燃機関。 （２、特許請求の範囲第（１）項記載のものにおいて、
前記第３コンロツドの小端部を、該コンロッドの長手方
向を長軸方向とする楕円形に形成した、三気筒内燃機関
。(1) The first and second crank pins and the third crank pin occupying an intermediate position between these are arranged coaxially on the crankshaft, and the first and second crank pins are arranged coaxially. 1st to 2nd and 3rd crank pins. The first through the second and third connecting rods. Second
and a third piston, respectively, and the first and second pistons are connected to each other.
first and second cylinder blocks housing a piston;
A third block that accommodates the third piston is arranged in a V-shape with a bank angle of 90 degrees, and the total reciprocating mass of the first and second piston systems and the reciprocating quality of the third piston system]: The outer diameter of the small end of the third connecting rod is made larger than the outer diameter of the small end of the third connecting rod so that the total inertia of the first and second piston systems is approximately equal. A three-cylinder internal combustion engine, wherein the crankshaft is provided with a balance weight that substantially balances the force and the primary inertia force of the third piston system. (2. In the item described in claim (1),
A three-cylinder internal combustion engine, wherein the small end of the third connecting rod is formed into an elliptical shape with the longitudinal direction of the connecting rod as the major axis direction.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP16161782A JPS5950247A (en) | 1982-09-17 | 1982-09-17 | Internal-combustion engine having three cylinders |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP16161782A JPS5950247A (en) | 1982-09-17 | 1982-09-17 | Internal-combustion engine having three cylinders |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5950247A true JPS5950247A (en) | 1984-03-23 |
| JPS6314212B2 JPS6314212B2 (en) | 1988-03-30 |
Family
ID=15738573
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP16161782A Granted JPS5950247A (en) | 1982-09-17 | 1982-09-17 | Internal-combustion engine having three cylinders |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5950247A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4794887A (en) * | 1986-04-04 | 1989-01-03 | Collins Motor Corporation Limited | Reciprocatory internal combustion engines |
-
1982
- 1982-09-17 JP JP16161782A patent/JPS5950247A/en active Granted
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4794887A (en) * | 1986-04-04 | 1989-01-03 | Collins Motor Corporation Limited | Reciprocatory internal combustion engines |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6314212B2 (en) | 1988-03-30 |
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