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九、發明說明： 【發明所屬之技術領域】 本發明係關於一種汽車引擎曲軸總成之曲軸扭轉吸振器，尤 指一種利用振動吸振器原理所設計之裝置，藉由安裝於皮帶輪或 飛輪之内、外侧之曲軸上的吸振器與曲軸總成一起旋轉，此吸振 器旋轉時產生之自然頻率將自動調整與高速轉動之曲轴總成自然 — 頻率相近，進而達到最佳之吸振效果，具有穩定汽車引^曲軸總 成動態響應之功能者。 【先前技術】 汽車引擎之曲軸總成主要包含有三個構件，分別為曲軸 (Crankshaft)、皮帶輪(puiiey)及飛輪(Flywheel)。 曲軸是將活塞之往復運動經連桿轉變成旋轉運動，並將各汽 缸動力行程產生之動力經由飛輪向外輸出，並利用飛輪之慣性將 動力供給活塞做進汽、壓縮、排汽等工作。 皮帶輪裝置於曲軸前端，用以驅動水幫浦及發電機，或動力 轉向機油與冷氣機之壓縮機，並可加裝減振器，以吸收曲軸之扭 轉振動’而減振器一般為摩擦片式、橡膠式及液體式等。 氣輪則裝置於曲軸後端’在動力行程時吸收動能向外輸出， 並儲存部分動能供給進汽、壓縮、排汽各行程使用，使引擎能運 轉並平穩地輸出動力，並作為離合器之主動機件，及發動引擎時 之被動機件。 ' 曲軸可为成四個部位，分別為曲軸頸((^止joumai)、曲轴銷 (Crank Pin)、曲軸臂（Crank Arm)及曲軸配重（Crank BalanceIX. INSTRUCTIONS OF THE INVENTION: TECHNICAL FIELD The present invention relates to a crankshaft torsional vibration absorber of an automobile engine crankshaft assembly, and more particularly to a device designed by the principle of a vibration absorber, which is installed in a pulley or a flywheel. The vibration absorber on the outer crankshaft rotates together with the crankshaft assembly. The natural frequency generated when the vibration absorber rotates is automatically adjusted to be close to the natural-frequency of the high-speed rotating crankshaft assembly, thereby achieving the best vibration absorption effect and having a stable automobile induction. ^ The function of the dynamic response of the crankshaft assembly. [Prior Art] The crankshaft assembly of an automobile engine mainly includes three members, a crankshaft, a puiiey, and a flywheel. The crankshaft converts the reciprocating motion of the piston into a rotary motion through the connecting rod, and outputs the power generated by the dynamic stroke of each cylinder to the outside through the flywheel, and uses the inertia of the flywheel to supply the power to the piston for steaming, compression, and exhausting. The pulley device is arranged at the front end of the crankshaft to drive the water pump and the generator, or the compressor of the power steering oil and the air compressor, and can be equipped with a damper to absorb the torsional vibration of the crankshaft, and the damper is generally a friction plate. Type, rubber type and liquid type. The gas wheel is installed at the rear end of the crankshaft to absorb kinetic energy and output outward during the power stroke, and store part of the kinetic energy to supply the steam, compression and exhaust steam strokes, so that the engine can run and smoothly output power, and as the main clutch. Motivation parts, and the motive parts when the engine is started. 'The crankshaft can be divided into four parts, namely the crankshaft neck ((^joumai), crankpin (Crank Pin), crank arm (Crank Arm) and crankshaft weight (Crank Balance)
Weight)。曲軸頸為曲軸之轉動中心部位，其功用是經由軸承將曲 軸固定於引擎主體上。曲轴銷則是經由軸承連接引擎連桿，其與 曲軸頸間有一偏心距離，以將活塞之往復運動經連桿轉變成旋轉 l3〇〇]|2 ί ； ν\ ' 銷 ，動。曲綱麟轴_藉由曲姆連結。“峰臂i曲 =心質量，當曲軸旋轉時便產生_心負荷，造成振動= 須㈣1之鱗位置設置曲她重以 曲 後，貝_擎_正㈣㈣之排列决定 率的=3Γ:Γ若存在有質量偏心情形，則會有轉速頻 的22Γίί _總成振動°而_總成飛輪在售合 进ί_ΤΓ曰產生”齒輪齒數有關之高倍頻負荷，其作用頻率愈轉 倍數之關係，極可能激發此倍頻辭附近之模態=形轉 在運轉_，亦有可朗皮帶帶動、汽缸行程、 倍頻激振ί組躲崎贼產生各種雜賴特狀不同型式 作用改變系統剛性效應、f量效應、料條件型式及外力Weight). The crankshaft neck is the center of rotation of the crankshaft, and its function is to fix the crankshaft to the engine body via bearings. The crankpin is connected to the engine connecting rod via a bearing, and has an eccentric distance from the crankshaft to convert the reciprocating motion of the piston into a rotation through the connecting rod to rotate l3〇〇]|2 ί; ν\ 'pin, move. Qu Gang Lin Axis _ by Qum. "Peak arm i song = heart mass, when the crankshaft rotates, it will produce _ heart load, causing vibration = (4) 1 scale position setting song after her weight, the order of the shell_Qing_zheng (four) (four) = 3 Γ: Γ If there is a mass eccentricity situation, there will be a 22 Γ ίί _ assembly vibration of the speed frequency. _ The assembly flywheel will be sold in the ί ΤΓ曰 ” ” ” ” ” ” ” ” ” ” ” ” ” ” ” ” ” ” ” ” It is possible to provoke the mode near the octave word = shape rotation in operation _, there are also cola belt drive, cylinder stroke, frequency doubling excitation ί group thief thief produces various types of different shapes to change the system rigidity effect, f quantity effect, material condition type and external force
Wb_n Abs〇 吸收外讀系統所造成各種型式之振動。 “降低或 在π車引擎曲軸總成的振動抑制方面已經有許多， ▼兩|叹於曲軸上之振動阻尼器可區分成彈簧吸振或利用 橡膠材料將雜振動量觀賴能，朗減振之目的。此種類型 胜器可吸收曲軸總成之周向及徑向振動’但在製造及組 、稷/八與困難度皆較高。另一類型之振動阻尼器與皮帶輪有 ΐ田：ίί分離式與一體成型兩種，分離式之成本較低且設計與 運用淨性較向’但在組裝之精度與困難度較高；而-體成型之阻 安餘易，但製造成本高，且當阻尼橡膠層因振動 及熱w響而疲勞時，就必須更換整個皮帶輪。Wb_n Abs〇 Absorbs various types of vibrations caused by external reading systems. "Reduced or in the vibration suppression of the π car engine crankshaft assembly, there are many, ▼ two | sigh on the crankshaft vibration damper can be divided into spring vibration absorption or use rubber material to observe the amount of miscellaneous vibration, lang reduce vibration Purpose: This type of winch can absorb the circumferential and radial vibration of the crankshaft assembly' but is higher in manufacturing and assembly, 稷/eight and difficulty. Another type of vibration damper and pulley has a field: ίί Separate and integrated molding, the cost of the split type is lower and the design and application of the netity are better, but the accuracy and difficulty of assembly are higher; while the body forming is easy, but the manufacturing cost is high, and When the damping rubber layer is fatigued by vibration and heat w, the entire pulley must be replaced.
1300112 一般吸振器之設計常僅能吸收單一固定值之自然頻率，但汽 車引擎曲軸總成旋轉時，其自然頻率將隨轉速之變動而有變化， 若無法調變吸振器之自然頻率，將無法有效地達到抑制隨轉速變 化的自然頻率值之振動量。 【發明内容】 本，明主要針對汽車引擎之曲軸總成設計一結構簡單、製造 與組裝容易、不多佔空間並可隨轉速自動調節自然頻率以發揮最 大吸振效率之曲軸扭轉吸振器。 為達到隨轉速自動調節自然頻率之效果，本發明之具體結構 ”技術手段如下，該吸㈣具有呈環賺的—外棚，且吸振器 ^中央處喊-套接部，又套接部與外環關設置有連接兩者且 1距排列的錄個支樑，吸㈣輕設於皮帶輪或麟之内、外 曲軸上’其係與雖總成—起轉動產生與峰總成旋轉時 相同或相近的自然頻率。 藉由上述騎構使本發明具有下列各項優點·· 2 1、構造簡單，独裝曲軸總斜—併裝設於皮帶輪或 飛輪之内、外側之曲軸上，不需要複雜之 多額外之裝設空間，降低生產成本。 〃 率及安全性 本發明進一步可改變吸振器之尺寸 曲軸扭轉吸振n之自然頻率隨著汽車引擎之曲轴總 成讀速而改變，可令吸振器之自然頻率自動隨轉 速调整至與曲軸總成之自然頻率相近，達到更具效 f也抑制此自然頻率之振動，使系統具備較佳：動 悲響應’以減少曲輛之扭轉疲勞破壞，延長汽車引 擎曲軸總成之使用壽命，並提升汽車引擎之運轉效 比例，使其用 7 1300112 / /干T月tl修(更)止3 於吸收因皮帶輪或飛輪之軸向彎 【實施方式不】(偏心)產生之不平衡振動具一 汽車引擎之曲軸總成旋=動讀 ，形狀之吸振器，此吸振器設於一汽車引擎:二:::二 或飛輪之内、外侧之曲軸上。 …烕之皮ν輪 請參閱第-圖所示’該汽車引擎曲軸總成主要包含有曲轴2 (由曲轴頸2 1、曲軸銷2 2、峰臂 成）可將活塞（圖中未示）之往轴配重2 4所組 „動:帶動裝置於曲軸2兩端之皮帶輪3與飛輪4運^， 進而再f動汽車引擎其餘之相關機件。 由於方疋轉應力硬化的作用，高速轉動之曲轴總成的曲轴2、 皮帶輪3與飛輪4的自然頻率會隨同著轉速變化，因此，必須先 進行分析曲軸總成之自然頻率隨著轉速變化的關係。 採用有限元素法（FiniteElementMethGd，FEM)作汽車引擎 曲軸總成之觀分析（MGdalAnalysis)，第三圖為曲減成最低自 然頻率之基礎勘模態’其為周向之扭觀龍態，也就是造成 曲軸扭轉錢破壞之主要觀。此_總向之扭轉振動模態 的自然頻率隨著轉速變化關係如第四圖中虛線所示，當曲轴總成 轉速由0 RPM增加至,j _ RpM時，其自然頻率也由5〇2 37’出 上升至512.01 Hz。 由於汽車引擎曲軸總成之轉速必須不斷地在其操作轉速範圍 〇 RPM至6000 RPM間上下變換，一般傳統吸振器僅能抑制單一 固定值之自然頻率，若吸振器無法自動調變其自然頻率與曲軸總 1300112 =匹=’將無法有效地達到抑制隨轉速變化的自&頻率值之振動 4配合參閱第—目與第二圖輯，本發明實施例之吸振器1， 二乃針對抑制汽車引擎曲軸總成之皮帶輪3與飛輪4轉動慣量造 成曲軸，扭制產奴扭轉鶴（錄扭轉吸振H);本發明實施 例主要疋在皮帶輪3外側之曲軸上設置-吸振器1，該吸振器1 係依據曲|爾錢_之模態分析，並糊外型參數分析搭配最 佳化方t所求得之形狀，該吸振器1具有呈環圈狀之—外環圈1 1立外環圈11的中央處設置有一呈環形座體之套接部12，套 接2中央處形成—套接孔121，以及位於外環圈11與套 接部^ 2之間設置有數支支樑1 3，其中本發_實施例中係為 =支等間隔設置的支樑i 3形成對稱之態樣。第五圖為吸振器丄 取低自然頻率之基礎鶴難，其為周向之扭轉織模態，以吸 收曲軸總成之周向扭轉振動。 吸振器1之套接部12的套接孔121可經由固定螺栓穩固 :设於皮帶輪3外侧之曲軸2端部，吸振^1係隨著曲軸2-起 方疋，’因此其自然頻率亦會隨著曲軸2的轉速改變而變化。此吸 振器1周向之扭轉振動模態的自鋪率隨著轉速變化關係如第四 圖中實線所示，當曲軸2轉速由0 RPM增加到6000 RPM，其自 :頻率也由5〇2·83 Hz上升至513·69 Hz。為鑑別吸振器1與曲轴 二成，細率之差異對吸振效果的影響程度，特意將所分析出之 吸振器1扭轉振動模態的自然頻率於川㈨处河至⑼㈨处河與曲 轴總成自然頻率的差異值設定為0.5 Hz增加至1.5 Hz。 •吸振效果之驗證採用簡諧分析（Harmonic Analysis)，於皮帶 輪3施加- 500 Hz之簡譜扭轉負荷，以激發曲軸總成之第一扭轉 振動模態，並比較裝設吸振器i前後曲軸總成之周向振動量差 異。為能清楚量化曲軸轉錄n i喊振效果，選定飛輪4、 1300112 曲軸銷2 2及皮帶輪3外侧六點（P1至砰點）比較周向振動量， 如第六圖所示。由於飛輪4、曲軸銷2 2及皮帶輪3分別與汽車 引擎之傳動齒輪、活塞連桿及皮帶等重要運動機件連接，若產生 過大之扭轉振動將嚴重影響汽車引擎之運轉順暢度及安全性，並 造成曲軸2之扭轉疲勞破壞。 簡諧分析分別於曲軸總成轉速1000 RPM、2000 RPM、3000 RPM、4000 RPM、5000 RPM及6000 RPM下進行，比較裝設吸 振器1後汽車引擎曲軸總成之P1至P6點周向扭轉振動量的降低 程度。第七圖與第八圖分別為P1至P6點周向扭轉振動量的降低 百分比（％)與降低分貝值（dB)，其中分貝係利用公式20 log(Uq2/Uql)計算，Uql為未裝設扭轉吸振器1之曲轴總成周向振 幅，而Uq2為裝設扭轉吸振器i之曲軸總成周向振幅。 请參閱第七圖與第八圖所示，曲轴總成轉速1〇〇〇RpM、吸振 器1與曲軸總成自然頻率的差異值為Μ Hz之情況下吸振器丄可 降低P1至P6點周向扭轉振幅約99 % (5〇 dB);但當轴總成轉速 6〇OORPM、吸振器1與曲軸總成自然頻率的差異值增加為i 1對P1 L周向扭轉振幅降低程度減少為約 90 / (20 dB)。因此，若吸振器工無法自動調變其自然頻率與曲 軸總成匹配，使得吸振器1與曲轴總成自然頻率值差里變大，吸 法最有效地達到抑制隨轉速變化的曲軸總成自然頻率 上述本發明之實施例說 狀確定後，可藉由機械射出2曲軸扭轉吸振⑽具體外觀形 曲軸總成上。 出成形或沖壓技術製作吸振器並裝設於 1300112 m 修(更)正替换M j 率及安全性，改進其汽車引擎曲轴總成之操彳巧生能並具低廉之製 ^乍成本’、又本發_吸振器結構是可作適當的變化财，例如支 WO » ' ’或者吸振器的形狀改變都屬於本發明的 間早變化，應屬本發明之範疇。 物或=二7作’林發明未見於刊 月專利之巾請要件’爰依法具文提出申請。 11 13001121300112 Generally, the design of the vibration absorber can only absorb the natural frequency of a single fixed value. However, when the crankshaft assembly of the automobile engine rotates, its natural frequency will change with the change of the rotational speed. If the natural frequency of the vibration absorber cannot be modulated, it will not be able to The amount of vibration that suppresses the natural frequency value that varies with the rotational speed is effectively achieved. SUMMARY OF THE INVENTION In the present invention, a crankshaft torsional vibration absorber having a simple structure, easy manufacture and assembly, no space occupation, and automatic adjustment of natural frequency with the rotation speed to maximize the vibration absorption efficiency is mainly designed for the crankshaft assembly of an automobile engine. In order to achieve the effect of automatically adjusting the natural frequency with the rotation speed, the technical means of the present invention is as follows. The suction (four) has a ring- earning-outer shed, and the vibration absorber is located at the center of the shouting-socket portion, and the socket portion is The outer ring is provided with a branch beam connecting the two and arranged at a distance, and the suction (4) is lightly disposed on the inner or outer crankshaft of the pulley or the lining of the crankshaft, and the rotation of the assembly is the same as when the peak assembly is rotated. Or the similar natural frequency. The invention has the following advantages by the above-mentioned riding structure. 2 1. The structure is simple, the crankshaft is totally inclined, and is installed on the crankshaft or the inner and outer crankshafts of the flywheel without complicated The additional installation space reduces the production cost. 〃 Rate and safety The invention can further change the size of the vibration absorber. The natural frequency of the crankshaft torsional vibration absorption n changes with the reading speed of the crankshaft assembly of the automobile engine, and the vibration absorber can be made. The natural frequency is automatically adjusted with the speed to be close to the natural frequency of the crankshaft assembly, achieving a more effective f and suppressing the vibration of this natural frequency, so that the system has better: dynamic response [to reduce the twist of the crank Labor damage, extend the service life of the engine crankshaft assembly, and improve the operating efficiency ratio of the car engine, so that it can be used to absorb the axial bending of the pulley or flywheel with 7 1300112 / / dry T month tl (more) The embodiment does not: (eccentricity) produces an unbalanced vibration device. The crankshaft assembly of an automobile engine is a moving-reading, shape-shaped vibration absorber. The vibration absorber is disposed in an automobile engine: two::: two or inside and outside the flywheel. On the crankshaft. ... 烕 皮 皮 轮 Please refer to the figure - figure 'The car engine crankshaft assembly mainly contains the crankshaft 2 (from the crankshaft neck 2, the crankpin 2, the peak arm) can be the piston (in the figure Not shown) The axle weights 2 4 groups: Move: Drive the pulleys 3 and the flywheel 4 at both ends of the crankshaft 2, and then move the rest of the engine parts. Due to the effect of the square stress-cracking, the natural frequency of the crankshaft 2, the pulley 3 and the flywheel 4 of the high-speed rotating crankshaft assembly will vary with the rotational speed. Therefore, it is necessary to first analyze the natural frequency of the crankshaft assembly as the rotational speed changes. relationship. The finite element method (FiniteElementMethGd, FEM) is used for the analysis of the crankshaft assembly of the automobile engine (MGdalAnalysis), and the third figure is the basic survey mode of the reduction of the mean natural frequency to the lowest natural frequency, which is the crankshaft caused by the circumferential direction. Reversing the main view of money destruction. The natural frequency of this torsional vibration mode varies with the speed as shown by the dashed line in the fourth figure. When the crankshaft assembly speed increases from 0 RPM to j _ RpM, the natural frequency is also 5 〇 2 The 37' rises to 512.01 Hz. Since the rotational speed of the crankshaft assembly of an automobile engine must constantly change up and down between its operating speed range 〇RPM to 6000 RPM, the conventional conventional shock absorber can only suppress the natural frequency of a single fixed value, and if the vibration absorber cannot automatically adjust its natural frequency and Crankshaft total 1300112 = horse = 'will not effectively achieve the vibration of the self-amplitude frequency value that inhibits the change of the rotational speed. 4 See the first and second series, the vibration absorber 1 of the embodiment of the present invention, the second is for suppressing the automobile The crankshaft 3 of the engine crankshaft assembly and the moment of inertia of the flywheel 4 cause the crankshaft to twist the slave-spinning crane (recording the torsional vibration absorption H); in the embodiment of the invention, the vibration absorber 1 is disposed on the crankshaft outside the pulley 3, and the vibration absorber 1 is based on the modal analysis of 曲|尔钱_, and the shape of the paste is analyzed with the shape obtained by the optimization square t. The vibration absorber 1 has a loop shape - the outer ring 1 1 outer ring A sleeve portion 12 is formed in the center of the ring 11 in the center of the sleeve 2, and a sleeve hole 121 is formed at the center of the sleeve 2, and a plurality of support beams 13 are disposed between the outer ring 11 and the sleeve portion 2 , wherein the present invention is in the embodiment The support beams i 3 arranged at equal intervals form a symmetrical state. The fifth picture shows the vibration of the vibration absorber, which is the foundation of the low natural frequency. It is a circumferential torsion mode to absorb the circumferential torsional vibration of the crankshaft assembly. The sleeve hole 121 of the sleeve portion 12 of the vibration absorber 1 can be stabilized by a fixing bolt: the end portion of the crankshaft 2 disposed outside the pulley 3, and the vibration absorption system 1 follows the crankshaft 2, so the natural frequency thereof will also It changes as the rotational speed of the crankshaft 2 changes. The self-propagation rate of the torsional vibration mode of the vibration absorber 1 as a function of the rotational speed is as shown by the solid line in the fourth figure. When the rotational speed of the crankshaft 2 is increased from 0 RPM to 6000 RPM, the frequency is also 5:2. 83 Hz rises to 513·69 Hz. In order to identify the degree of influence of the difference between the vibration absorber 1 and the crankshaft on the vibration absorption effect, the natural frequency of the torsional vibration mode of the vibration absorber 1 is deliberately analyzed. The river and crankshaft assembly at the river (9) (9) (9) The natural frequency difference is set to 0.5 Hz and increased to 1.5 Hz. • The vibration absorption effect is verified by Harmonic Analysis, and a torsion load of -500 Hz is applied to the pulley 3 to excite the first torsional vibration mode of the crankshaft assembly, and the crankshaft assembly before and after the vibration absorber i is installed. The difference in the amount of circumferential vibration. In order to clearly quantify the crankshaft transcription n i shouting effect, the flywheel 4, 1300112 crankpin 2 2 and the outer six points of the pulley 3 (P1 to 砰 point) are compared to the circumferential vibration amount, as shown in the sixth figure. Since the flywheel 4, the crankpin 2 2 and the pulley 3 are respectively connected with important moving parts such as the transmission gear, the piston connecting rod and the belt of the automobile engine, if the excessive torsional vibration is generated, the operation smoothness and safety of the automobile engine will be seriously affected. And causing torsional fatigue damage of the crankshaft 2. The harmonic analysis is carried out at the crankshaft assembly speeds of 1000 RPM, 2000 RPM, 3000 RPM, 4000 RPM, 5000 RPM and 6000 RPM, respectively. The circumferential torsional vibration of the P1 to P6 points of the crankshaft assembly of the automobile engine after the vibration absorber 1 is installed is compared. The degree of reduction in quantity. The seventh and eighth graphs show the percentage decrease (%) and the decibel value (dB) of the circumferential torsional vibration of P1 to P6, respectively. The decibel system is calculated by the formula 20 log(Uq2/Uql), and Uql is not installed. The circumferential amplitude of the crankshaft assembly of the torsional vibration absorber 1 is set, and Uq2 is the circumferential amplitude of the crankshaft assembly in which the torsional vibration absorber i is mounted. Please refer to the seventh and eighth figures. The crankshaft assembly speed is 1〇〇〇RpM, and the difference between the natural frequency of the vibration absorber 1 and the crankshaft assembly is Μ Hz. The vibration absorber 降低 can reduce the P1 to P6 point. The torsional amplitude is about 99% (5〇dB); but when the shaft assembly speed is 6〇OORPM, the difference between the natural frequency of the vibration absorber 1 and the crankshaft assembly is increased to i 1 and the degree of decrease in the circumferential torsional amplitude of the P1 L is reduced to about 90 / (20 dB). Therefore, if the vibration absorber cannot automatically adjust its natural frequency to match the crankshaft assembly, the difference between the natural frequency value of the vibration absorber 1 and the crankshaft assembly becomes larger, and the suction method can most effectively achieve the natural suppression of the crankshaft assembly with the change of the rotational speed. After the above-described embodiment of the present invention is determined, the crankshaft assembly can be specifically shocked by mechanically projecting 2 crankshafts (10). Forming or stamping technology to create a vibration absorber and installed at 1300112 m to repair (more) to replace the M j rate and safety, improve the maneuverability of its automotive engine crankshaft assembly and have a low cost. Further, the present invention _ vibration absorber structure is suitable for change, for example, the shape of the WO "" or the shape change of the vibration absorber belongs to the early variation of the present invention, and is within the scope of the present invention. The object or the = 2 and 7 for the 'Lin invention is not found in the publication of the monthly patent towel. 11 1300112
【圖式簡單說明】 咖與汽娜-軸總成部 ^了圖.係本發明曲軸扭轉吸振器配置於曲軸總成之剖視 擎之蝴總成第—個_率之基礎 S ^ 0 〇 ^圖讀曲她轉錄11最低自鋪率之基礎振動模 第/、圖·係所選定之飛輪、曲軸銷及皮帶輪徑向外侧（P1 至P6點）周向振動量比較點。 第七圖·係曲軸總成轉速分別為1〇〇〇RpM、2〇〇〇RpM、3〇〇〇 RPM >_〇 rpm ' 5_ RPiy[及 6000 RPM，裝設曲軸扭轉 吸振器後曲軸總成之P1至P6點周向扭轉振動量的降低百 分比（％)。 第八圖：係曲軸總成轉速分別為1〇〇〇RPM、2〇〇〇 RPM、3000 RPM、4000 RPM、5000 RP]y[及 6000 RPM，裝設曲軸扭轉 吸振器後曲軸總成之P1至P6點周向扭轉振動量的降低分 貝值（dB )。 【主要元件符號說明】 1吸振器 1 1外環圈 1 2套接部 121套接孔 1 3支樑 2曲軸 2 1曲軸頸 2 2曲軸銷 2 3曲軸臂 2 4曲軸配重 3皮帶輪 4飛輪 12[Simple diagram of the diagram] The coffee and the Va Na-axis assembly ^ ^ diagram. The crankshaft torsional vibration absorber of the present invention is arranged in the crankshaft assembly, the section of the engine is the first _ rate basis S ^ 0 〇 ^Graphic reading her transcript 11 minimum self-sampling rate of the basic vibration mode /, the selected flywheel, crankpin and pulley radial outer side (P1 to P6 point) circumferential vibration amount comparison point. Figure 7 · The crankshaft assembly speed is 1〇〇〇RpM, 2〇〇〇RpM, 3〇〇〇RPM >_〇rpm ' 5_ RPiy [and 6000 RPM, after crankshaft torsional vibration absorber Percentage reduction (%) of the amount of circumferential torsional vibration at points P1 to P6. Figure 8: The crankshaft assembly speed is 1〇〇〇RPM, 2〇〇〇RPM, 3000 RPM, 4000 RPM, 5000 RP]y [and 6000 RPM, P1 of the crankshaft assembly after the crankshaft torsional vibration absorber is installed. Decrease in the circumferential torsional vibration amount to the decibel value (dB) at point P6. [Main component symbol description] 1 shock absorber 1 1 outer ring 1 2 socket 121 sleeve hole 1 3 beam 2 crankshaft 2 1 crankshaft 2 2 crankpin 2 3 crankshaft arm 2 4 crankshaft counterweight 3 pulley 4 flywheel 12