TWI593889B - Balance shaft auxiliary device - Google Patents
Balance shaft auxiliary device Download PDFInfo
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- TWI593889B TWI593889B TW102138663A TW102138663A TWI593889B TW I593889 B TWI593889 B TW I593889B TW 102138663 A TW102138663 A TW 102138663A TW 102138663 A TW102138663 A TW 102138663A TW I593889 B TWI593889 B TW I593889B
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Description
本發明是有關於一種輔助裝置，特別是指一種用於引擎之平衡軸之輔助裝置。 The present invention relates to an auxiliary device, and more particularly to an auxiliary device for a balance shaft of an engine.
參閱圖1、2，一般引擎包括一曲軸箱11、一樞接在該曲軸箱11內的曲軸12、一樞接在該曲軸箱11內且與該曲軸12連動的平衡軸13、一齒輪機構14，以及一緩衝組件15。該曲軸12具有一主動齒輪部121。該平衡軸13具有一樞設於該曲軸箱11內之軸桿131，以及一位於該軸桿131之配重塊132。該齒輪機構14包含一套設在該軸桿131且與該主動齒輪部121相嚙合之從動齒輪141、一穿設於該軸桿31上且蓋置在從動齒輪141一側之固定片142、一扣設於該軸桿131上且卡置於該固定片142之C型扣環143、一定位於該從動齒輪141內且套置於該軸桿21上之內環144，以及一穿設於該軸桿31上且蓋置在從動齒輪141另一側並朝向該配重塊132之內墊片145。該緩衝組件15包括多數彈簧151，用以嵌設於該從動齒輪141內側與該內環144間而可限制該內環144與該從動齒輪141的轉動角度。 Referring to Figures 1 and 2, the general engine includes a crankcase 11, a crankshaft 12 pivotally coupled to the crankcase 11, a balance shaft 13 pivotally coupled to the crankcase 11 and coupled to the crankshaft 12, and a gear mechanism. 14, and a buffer assembly 15. The crankshaft 12 has a drive gear portion 121. The balance shaft 13 has a shaft 131 pivoted in the crankcase 11 and a weight 132 located on the shaft 131. The gear mechanism 14 includes a driven gear 141 disposed on the shaft 131 and meshing with the driving gear portion 121, and a fixed piece disposed on the shaft 31 and disposed on the side of the driven gear 141. 142. A C-shaped buckle 143 fastened on the shaft 131 and clamped on the fixing piece 142, an inner ring 144 which is located in the driven gear 141 and sleeved on the shaft 21, and a It is disposed on the shaft 31 and covers the other side of the driven gear 141 and faces the spacer 145 inside the weight 132. The buffer assembly 15 includes a plurality of springs 151 for engaging between the inner side of the driven gear 141 and the inner ring 144 to limit the rotation angle of the inner ring 144 and the driven gear 141.
當該引擎之活塞(圖未示)帶動該曲軸12旋轉 時，由於該主動齒輪部121與從動齒輪141嚙合，因此該從動齒輪141會被帶動，進而連動該平衡軸13之軸桿131轉動，使得該軸桿131上的配重塊132形成與該曲軸12相反的旋轉運動，藉此能平衡該曲軸12旋繞時產生的慣性，而讓該引擎整體的震動減低，並削減齒輪音之傳遞。 When the piston of the engine (not shown) drives the crankshaft 12 to rotate When the driving gear portion 121 is engaged with the driven gear 141, the driven gear 141 is driven to rotate the shaft 131 of the balance shaft 13 so that the weight 132 on the shaft 131 forms and The opposite rotational motion of the crankshaft 12 thereby balances the inertia generated when the crankshaft 12 is wound, thereby reducing the overall vibration of the engine and reducing the transmission of the gear sound.
然而因從動齒輪141與該平衡軸13之軸桿131 難以透過螺鎖方式與周邊零組件相迫緊，且C型扣環143設置於該齒輪機構14一側，僅能搭配軸桿131之結構而對該齒輪機構14產生限位作用，導致該齒輪機構14與該軸桿131間，以及該軸桿131與設於該軸桿131兩端之軸承161、162間皆會產生軸向間隙，造成引擎運轉過程中，加減速度時所產生的瞬間力量較大，在引擎轉速穩定之前，會產生噪音聲響。 However, the driven gear 141 and the shaft 131 of the balance shaft 13 It is difficult to be tightened with the peripheral components through the screw locking manner, and the C-shaped buckle 143 is disposed on the side of the gear mechanism 14 , and only the structure of the shaft 131 can be used to limit the gear mechanism 14 , resulting in the gear. An axial gap is formed between the mechanism 14 and the shaft 131, and between the shaft 131 and the bearings 161 and 162 disposed at both ends of the shaft 131, causing an instantaneous force generated during acceleration and deceleration of the engine during operation. Larger, noise noise will occur before the engine speed stabilizes.
因此，本發明之目的，即在提供一種能消除平衡軸的軸向間隙，進而消弭異常噪音聲響的平衡軸之輔助裝置。 Accordingly, it is an object of the present invention to provide an auxiliary device that eliminates the axial clearance of the balance shaft and thereby eliminates the noise of the abnormal noise.
於是本發明平衡軸之輔助裝置，該平衡軸樞設於一曲軸箱內，該曲軸箱內並具有一定位單元，該平衡軸包含一設於該定位單元且可相對該定位單元轉動之軸桿，以及一位於該軸桿之配重塊；該輔助裝置包含一設置於該軸桿上且靠近該定位單元之阻尼單元，以及一抑制元件。其中，該抑制元件具有一穿設於該軸桿且用以抵觸該定位單元之小口徑端，以及一相反於該小口徑端並用以抵觸該 阻尼單元之大口徑端，藉由該抑制元件之小口徑端與該大口徑端所產生的左、右彈性頂抵作用力，以消除該阻尼單元與該軸桿間，及該軸桿與該定位單元間的軸向間隙。 Therefore, the auxiliary shaft of the balance shaft of the present invention is pivotally disposed in a crankcase, and has a positioning unit in the crankcase, and the balance shaft includes a shaft disposed on the positioning unit and rotatable relative to the positioning unit. And a weighting block located on the shaft; the auxiliary device includes a damping unit disposed on the shaft and adjacent to the positioning unit, and a suppressing element. The suppressing member has a small-diameter end that is disposed on the shaft and is configured to interfere with the positioning unit, and is opposite to the small-diameter end and is configured to interfere with the The large-diameter end of the damping unit abuts the left and right elastic tops generated by the small-diameter end of the restraining element and the large-diameter end to eliminate the gap between the damping unit and the shaft, and the shaft and the shaft Position the axial gap between the units.
本發明之功效在於藉由該抑制元件之設置，產 生左、右彈性頂抵作用力，分別施加於該阻尼單元與該定位單元，而能消除該阻尼單元與該軸桿間，及該軸桿與該定位單元間之軸向間隙，因而在引擎運作過程中，不會產生撞擊聲響。 The effect of the invention is that the production of the suppression element is The left and right elastic top abutting forces are respectively applied to the damping unit and the positioning unit, and the axial gap between the damping unit and the shaft and between the shaft and the positioning unit can be eliminated, and thus the engine There will be no impact sound during operation.
3‧‧‧平衡軸 3‧‧‧Balance shaft
31‧‧‧軸桿 31‧‧‧ shaft
311‧‧‧擋止部 311‧‧‧stops
312‧‧‧接合部 312‧‧‧ joints
313‧‧‧軸切槽 313‧‧‧ shaft slot
314‧‧‧導角 314‧‧‧ lead angle
32‧‧‧配重塊 32‧‧‧weights
4‧‧‧輔助裝置 4‧‧‧Auxiliary devices
43‧‧‧阻尼單元 43‧‧‧damper unit
431‧‧‧平衡齒輪 431‧‧‧balance gear
432‧‧‧平衡齒內環 432‧‧‧balanced tooth inner ring
433‧‧‧固定片 433‧‧‧Fixed tablets
434‧‧‧內墊片 434‧‧‧Inner gasket
435‧‧‧第一彈性元件 435‧‧‧First elastic element
436‧‧‧第二彈性元件 436‧‧‧Second elastic element
437‧‧‧通孔 437‧‧‧through hole
438‧‧‧凸鍵 438‧‧‧ convex keys
44‧‧‧阻尼單元 44‧‧‧damper unit
441‧‧‧主齒輪 441‧‧‧ main gear
442‧‧‧副齒輪 442‧‧‧Sub gear
443‧‧‧扭力彈簧 443‧‧‧Torque spring
45‧‧‧抑制元件 45‧‧‧ suppression element
451‧‧‧第一頂抵部 451‧‧‧First Abutment
452‧‧‧第二頂抵部 452‧‧‧Second top
453‧‧‧緩衝部 453‧‧‧ buffer
454‧‧‧缺口 454‧‧ ‧ gap
455‧‧‧小口徑端 455‧‧‧Small diameter end
456‧‧‧大口徑端 456‧‧‧ Large diameter end
5‧‧‧曲軸箱 5‧‧‧ crankcase
6‧‧‧定位單元 6‧‧‧ Positioning unit
61‧‧‧第一轉動軸承 61‧‧‧First rotating bearing
611‧‧‧固定外環 611‧‧‧Fixed outer ring
612‧‧‧可動內環 612‧‧‧ movable inner ring
613‧‧‧滾珠 613‧‧‧ balls
62‧‧‧第二轉動軸承 62‧‧‧Second rotary bearing
621‧‧‧固定外環 621‧‧‧Fixed outer ring
622‧‧‧可動內環 622‧‧‧ movable inner ring
623‧‧‧滾珠 623‧‧‧ balls
71‧‧‧插銷 71‧‧‧Latch
本發明之其他的特徵及功效，將於參照圖式的實施方式中清楚地呈現，其中：圖1是一立體分解示意圖，說明一種習知引擎之平衡機構；圖2是一局部組合剖視圖，輔助說明圖1；圖3是一立體分解示意圖，說明本發明平衡軸之輔助裝置的第一較佳實施例；圖4是一局部組合剖視圖，輔助說明圖3；圖5是一局部組合剖視圖，說明本發明平衡軸之輔助裝置的第二較佳實施例；圖6是一立體圖，說明本發明平衡軸之輔助裝置的第三較佳實施例；圖7是另一立體圖，輔助說明圖6；圖8是一局部組合剖視圖，說明本發明平衡軸之輔助裝置的第四較佳實施例； 圖9是一局部組合剖視圖，說明本發明平衡軸之輔助裝置的第五較佳實施例；及圖10是一局部組合剖視圖，說明本發明平衡軸之輔助裝置的第六較佳實施例。 Other features and effects of the present invention will be apparent from the following description of the drawings, wherein: FIG. 1 is a perspective exploded view illustrating a conventional engine balancing mechanism; FIG. 2 is a partial combined sectional view, assisting BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a perspective exploded view showing a first preferred embodiment of an auxiliary device for a balance shaft according to the present invention; FIG. 4 is a partial sectional view for assistance in explaining FIG. 3; FIG. 5 is a partial sectional view showing A second preferred embodiment of the auxiliary device for the balance shaft of the present invention; FIG. 6 is a perspective view showing a third preferred embodiment of the auxiliary device for the balance shaft of the present invention; FIG. 7 is another perspective view, and FIG. 8 is a partial sectional view showing a fourth preferred embodiment of the auxiliary device for the balance shaft of the present invention; Figure 9 is a partial sectional view showing a fifth preferred embodiment of the auxiliary device for the balance shaft of the present invention; and Figure 10 is a partial sectional view showing a sixth preferred embodiment of the auxiliary device for the balance shaft of the present invention.
參閱圖3、4，為本發明平衡軸3之輔助裝置4之第一較佳實施例，該平衡軸3樞設於一曲軸箱5內，該曲軸箱5內並具有一定位單元6，該定位單元6包括一第一轉動軸承61，以及一第二轉動軸承62。該平衡軸3包含一樞設於一曲軸箱5內之軸桿31，以及一位於該軸桿31之配重塊32。該第一轉動軸承61包括一固定外環611、一設置於固定外環611內之可動內環612，以及一設置於該固定外環611與該可動內環612間之滾珠613。同樣地，該第二轉動軸承62亦包括一固定外環621、一設置於固定外環621內之可動內環622，以及一設置於該固定外環621與該可動內環622間之滾珠623。該軸桿31兩端分別設置於該第一轉動軸承61與該第二轉動軸承62，且使該軸桿31能相對該第一轉動軸承61與該第二轉動軸承62轉動。該軸桿31並具有一擋止部311，以及一連接該擋止部311之接合部312，該接合部312並形成有多數相間隔且呈徑向延伸之軸切槽313。 Referring to Figures 3 and 4, a first preferred embodiment of the auxiliary device 4 of the balance shaft 3 of the present invention is pivotally disposed in a crankcase 5 having a positioning unit 6 therein. The positioning unit 6 includes a first rotating bearing 61 and a second rotating bearing 62. The balance shaft 3 includes a shaft 31 pivoted in a crankcase 5, and a weight 32 located on the shaft 31. The first rotating bearing 61 includes a fixed outer ring 611, a movable inner ring 612 disposed in the fixed outer ring 611, and a ball 613 disposed between the fixed outer ring 611 and the movable inner ring 612. Similarly, the second rotating bearing 62 also includes a fixed outer ring 621, a movable inner ring 622 disposed in the fixed outer ring 621, and a ball 623 disposed between the fixed outer ring 621 and the movable inner ring 622. . The two ends of the shaft 31 are respectively disposed on the first rotating bearing 61 and the second rotating bearing 62, and the shaft 31 is rotatable relative to the first rotating bearing 61 and the second rotating bearing 62. The shaft 31 has a blocking portion 311 and a joint portion 312 connecting the stopping portion 311. The joint portion 312 is formed with a plurality of axially extending slots 313 which are spaced apart and extend in a radial direction.
而該輔助裝置4包含一設置於該軸桿31上且靠近該第二轉動軸承62之阻尼單元43，以及一設置於該軸桿31上且位於該第二轉動軸承62與該阻尼單元43間之抑制 元件45。 The auxiliary device 4 includes a damping unit 43 disposed on the shaft 31 and adjacent to the second rotating bearing 62, and is disposed on the shaft 31 and located between the second rotating bearing 62 and the damping unit 43. Suppression Element 45.
該阻尼單元43為減震組件形態，其包含一套設在該軸桿31之接合部312的平衡齒輪431、一穿設於該軸桿31上且藉二插銷71而插設定位於該平衡齒輪431內之平衡齒內環432、一穿設於該軸桿31上且蓋置於該平衡齒輪431一側之固定片433、一穿設於該軸桿31且蓋置在該平衡齒輪431另一側並朝向該配重塊32且接觸該擋止部311之內墊片434、多數嵌設於該平衡齒內環432與該軸桿31間且能自由旋動之第一彈性元件435，及多數嵌設於該平衡齒內環432與該平衡齒輪431間之第二彈性元件436。藉由該等插銷71插設於該平衡齒輪431與該平衡齒內環432之間，能防止該等第一彈性元件435與該等第二彈性元件436過度壓縮而被剪斷。另外，藉由該等第一彈性元件435及該等第二彈性元件436之設置，亦能提供二階段之緩衝作用。此外，該固定片433具有一用以供該軸桿31貫穿之通孔437，以及多數相間隔且凸出於該通孔437內並用以伸置於各該軸切槽313內之凸鍵438。 The damper unit 43 is in the form of a damper assembly, and includes a balance gear 431 disposed on the joint portion 312 of the shaft 31. The balance gear 431 is disposed on the shaft 31 and is inserted into the balance gear by the two pins 71. a balancing tooth inner ring 432 in the 431, a fixing piece 433 disposed on the shaft 31 and disposed on a side of the balance gear 431, and a fixing piece 433 disposed on the shaft 31 and disposed on the balance gear 431 a first elastic member 435 is disposed on one side of the weight 32 and contacts the inner portion 434 of the blocking portion 311, and is disposed between the balance inner ring 432 and the shaft 31 and is freely rotatable. And a plurality of second elastic members 436 embedded between the balance tooth inner ring 432 and the balance gear 431. By inserting the pins 71 between the balance gear 431 and the balance tooth inner ring 432, the first elastic members 435 and the second elastic members 436 can be prevented from being excessively compressed and cut. In addition, the two-stage cushioning action can also be provided by the arrangement of the first elastic members 435 and the second elastic members 436. In addition, the fixing piece 433 has a through hole 437 for the shaft 31 to penetrate, and a plurality of convex keys 438 which are spaced apart and protrude from the through hole 437 for extending into each of the shaft slots 313. .
該抑制元件45是選自下列其中一個：盤簧、波簧。在本較佳實施例中是以盤簧做說明。該抑制元件45用以穿設於該軸桿31上且具有兩相反端，分別為一小口徑端455(見於圖8)及一大口徑端456(見於圖8)，該抑制元件45具有一延伸自該小口徑端455且伸置於該接合部312端面與該第二轉動軸承62的可動內環622端面間之第一頂抵部451、一延伸自該大口徑端並用以抵觸該阻尼單元43之固 定片433的第二頂抵部452，以及一傾斜連接於該第一頂抵部451與該第二頂抵部452之緩衝部453。 The suppressing member 45 is selected from one of the following: a coil spring, a wave spring. In the preferred embodiment, a coil spring is used for illustration. The suppressing member 45 is disposed on the shaft 31 and has opposite ends, which are a small-diameter end 455 (see FIG. 8) and a large-diameter end 456 (see FIG. 8). The suppressing member 45 has a a first abutting portion 451 extending from the small-diameter end 455 and extending between the end surface of the engaging portion 312 and the end surface of the movable inner ring 622 of the second rotating bearing 62, extending from the large-diameter end and resisting the damping Solid of unit 43 The second abutting portion 452 of the fixed piece 433 and a buffer portion 453 obliquely connected to the first abutting portion 451 and the second abutting portion 452.
當該阻尼單元43組合定位於軸桿31之接合部 312上後，藉由固定片433、內墊片434分別封蓋於平衡齒輪431兩相反側，其中內墊片434受到該擋止部311之阻擋，而固定片433則藉由各該凸鍵438分別伸置於各該軸切槽313內而定位該軸桿31之接合部312，因而能避免該阻尼單元43之該等第一彈性元件435及該等第二彈性元件436散落，同時上述固定片433之構造設計還能降低零件的使用數量。 When the damper unit 43 is combined and positioned at the joint of the shaft 31 After being 312, the fixing piece 433 and the inner pad 434 are respectively covered on opposite sides of the balance gear 431, wherein the inner pad 434 is blocked by the blocking portion 311, and the fixing piece 433 is formed by each of the protruding keys 438 is respectively disposed in each of the axial slots 313 to position the engaging portion 312 of the shaft 31, thereby preventing the first elastic members 435 and the second elastic members 436 of the damping unit 43 from being scattered. The structural design of the stator 433 also reduces the number of parts used.
特別說明的是，該阻尼單元43也可以不包括該 內墊片434，只要藉由增加該擋止部311徑向長度，當該阻尼單元43組合定位於軸桿31之接合部312上後，該擋止部311亦能與該固定片433分別封擋於平衡齒輪431兩相反側，以避免該阻尼單元43之該等第一彈性元件435及該等第二彈性元件436散落。 In particular, the damping unit 43 may not include the The inner spacer 434 can be separately sealed from the fixing piece 433 by adding the radial length of the blocking portion 311 when the damping unit 43 is combined and positioned on the engaging portion 312 of the shaft 31. The two opposite sides of the balance gear 431 are blocked to prevent the first elastic members 435 and the second elastic members 436 of the damper unit 43 from being scattered.
再者，藉由上述該抑制元件45之第一頂抵部 451是位於該第二轉動軸承62的可動內環622端面與該接合部312端面之間，以及該第二頂抵部452抵觸該阻尼單元43之固定片433等之設計，在引擎運作過程中，平衡軸3隨之旋轉而產生軸向震動時，透過該抑制元件45之緩衝部453產生緩衝作用，該第一頂抵部451與該第二頂抵部452分別向右、向左彈性頂抵該第二轉動軸承62之可動內環622的端面、該固定片433，因而可消除該阻尼單元43 與該軸桿31間、該軸桿31與該第一轉動軸承61間，及該軸桿31與該第二轉動軸承62間的軸向間隙，因此，在引擎運作過程中，不會產生撞擊噪音聲響。 Furthermore, the first abutting portion of the suppressing member 45 is The 451 is located between the end surface of the movable inner ring 622 of the second rotating bearing 62 and the end surface of the engaging portion 312, and the fixing portion 433 of the second abutting portion 452 against the damping unit 43 is designed during the operation of the engine. When the balance shaft 3 rotates to generate an axial vibration, a buffering action is generated through the buffer portion 453 of the restraining element 45, and the first abutting portion 451 and the second abutting portion 452 are respectively rightward and leftward elastic tops. The end surface of the movable inner ring 622 of the second rotating bearing 62 is offset from the fixing piece 433, thereby eliminating the damping unit 43. Between the shaft 31, the shaft 31 and the first rotating bearing 61, and the axial gap between the shaft 31 and the second rotating bearing 62, therefore, no impact occurs during the operation of the engine. The noise is loud.
參閱圖5，為本發明之第二較佳實施例，與第一 較佳實施例大致相同，不同的地方是在於該阻尼單元44為消除齒背隙組件形態，其包含一套設在該軸桿31的接合部312上之主齒輪441、一套設在該軸桿31的接合部312上且與該主齒輪441相連接之副齒輪442，以及一套設在該軸桿31且連設於該主齒輪441與該副齒輪442間之扭力彈簧443。該抑制元件45之第一頂抵部451亦伸置於該第二轉動軸承62之可動內環622的端面與該接合部312端面之間，該第二頂抵部452則是抵觸於該副齒輪442的端面。 Referring to FIG. 5, it is a second preferred embodiment of the present invention, and the first The preferred embodiment is substantially the same, except that the damper unit 44 is in the form of a tooth backlash assembly, and includes a set of main gears 441 disposed on the joint portion 312 of the shaft 31, and a set is disposed on the shaft. A sub-gear 442 on the joint portion 312 of the rod 31 and connected to the main gear 441, and a set of torsion springs 443 disposed on the shaft 31 and connected between the main gear 441 and the sub-gear 442. The first abutting portion 451 of the restraining member 45 is also disposed between the end surface of the movable inner ring 622 of the second rotating bearing 62 and the end surface of the engaging portion 312, and the second abutting portion 452 is in contact with the pair. The end face of the gear 442.
藉此在引擎運作過程中，平衡軸3隨之旋轉而 產生軸向震動時，透過該抑制元件45之緩衝部453產生緩衝作用，該第一頂抵部451與該第二頂抵部452分別向右、向左彈性頂抵第二轉動軸承62之可動內環622的端面、該副齒輪442端面，因而能消除該阻尼單元44與該軸桿31間、該軸桿31與該第一轉動軸承61間，及該軸桿31與該第二轉動軸承62間的軸向間隙，因此，在引擎運作過程中，同樣不會產生撞擊噪音聲響。 Thereby the balance shaft 3 rotates during the operation of the engine. When the axial vibration is generated, the buffering portion 453 of the suppressing member 45 generates a buffering action, and the first abutting portion 451 and the second abutting portion 452 are elastically biased to the right and left respectively to the second rotating bearing 62. An end surface of the inner ring 622 and an end surface of the sub-gear 442, thereby eliminating the gap between the damping unit 44 and the shaft 31, between the shaft 31 and the first rotating bearing 61, and the shaft 31 and the second rotating bearing There are 62 axial gaps, so there is no impact noise during the operation of the engine.
參閱圖6，為本發明之第三較佳實施例，本較佳 實施例不同於上述二實施例的地方是在於該抑制元件45具有多數相間隔形成於該第二頂抵部452之缺口454，藉此不但能達到與上述較佳實施例相同之功效，更具有減輕整體 重量，及降低該抑制元件45於製造時之材料成本等優點。 Referring to FIG. 6, which is a third preferred embodiment of the present invention, the present preferred embodiment The embodiment is different from the above two embodiments in that the suppressing member 45 has a plurality of gaps 454 formed at intervals of the second abutting portion 452, thereby not only achieving the same effect as the above-described preferred embodiment, but also having the same effect. Lighten the whole The weight and the advantages of reducing the material cost of the suppressing member 45 at the time of manufacture.
上述缺口454之數量並不以如圖6所示之四個為限，在不影響結構強度之基礎上，當然也可以是其它數量，如圖7所示之六個缺口454，更使整體重量之減輕、材料成本之降低等優點更加顯著。 The number of the gaps 454 is not limited to four as shown in FIG. 6. On the basis of not affecting the structural strength, it may of course be other numbers, such as the six notches 454 shown in FIG. The advantages of mitigation and reduction of material cost are more remarkable.
此外，該等缺口454也可以是間隔形成於該第二頂抵部452並深及該緩衝部453局部。藉此同樣能產生減輕整體重量，及降低材料成本等優點。 In addition, the notches 454 may be formed at intervals in the second abutting portion 452 and deep in the buffer portion 453. This also has the advantage of reducing overall weight and reducing material costs.
參閱圖8，為本發明之第四較佳實施例，本較佳實施例與第一較佳實施例大致相同，不同的地方是在於抑制元件45只具有一傾斜連接該小口徑端455與該大口徑端456之緩衝部453，該軸桿31之接合部312端緣相對形成有一導角314，利用小口徑端455抵觸該第二轉動軸承62之可動內環622的端面，該大口徑端456抵觸該阻尼單元4之固定片433。藉此在引擎運作過程中，平衡軸3隨之旋轉而產生軸向震動時，亦能透過該抑制元件45之緩衝部453產生緩衝作用，以消除該阻尼單元43與該軸桿31間、該軸桿31與該第一轉動軸承61間，及該軸桿31與該第二轉動軸承62間的軸向間隙，因此，在引擎運作過程中，同樣不會產生撞擊噪音聲響。 Referring to FIG. 8, which is a fourth preferred embodiment of the present invention, the preferred embodiment is substantially the same as the first preferred embodiment, except that the suppressing member 45 has only one oblique connection to the small-diameter end 455 and the The buffer portion 453 of the large-diameter end 456, the end edge of the joint portion 312 of the shaft 31 is oppositely formed with a lead angle 314, and the small-diameter end 455 is in contact with the end surface of the movable inner ring 622 of the second rotating bearing 62. 456 interferes with the fixing piece 433 of the damper unit 4. Therefore, during the operation of the engine, when the balance shaft 3 rotates to generate axial vibration, the buffering portion 453 of the suppressing member 45 can also generate a buffering action to eliminate the gap between the damping unit 43 and the shaft 31. The axial gap between the shaft 31 and the first rotating bearing 61, and between the shaft 31 and the second rotating bearing 62, therefore, no impact noise is generated during the operation of the engine.
此外，該第四較佳實施例之抑制元件45亦可設置有如前述圖6、7所示之缺口454，藉此同樣能產生減輕整體重量，及降低材料成本等優點。再者，該第四較佳實施例之阻尼單元43亦可置換為如第二較佳實施例所示之消 除齒背隙組件形態之阻尼單元44。 In addition, the suppressing member 45 of the fourth preferred embodiment can also be provided with the notch 454 as shown in the foregoing FIGS. 6 and 7, thereby also achieving the advantages of reducing the overall weight and reducing the material cost. Furthermore, the damping unit 43 of the fourth preferred embodiment can also be replaced with the elimination as shown in the second preferred embodiment. Damping unit 44 in the form of a backlash assembly.
參閱圖9，為本發明之第五較佳實施例，本較佳 實施例與第四較佳實施例大致相同，不同的地方是在於該抑制元件45具有一延伸自該小口徑端455(見於圖8)並用以伸置於該接合部312端面與該第二轉動軸承62的可動內環622端面間之第一頂抵部451，以及一傾斜連接該小口徑端455(見於圖8)與該大口徑端456並用以抵觸該阻尼單元43之固定片433之緩衝部453。藉此在引擎運作過程中，平衡軸3隨之旋轉而產生軸向震動時，亦能透過該抑制元件45產生緩衝作用，以消除該阻尼單元43與該軸桿31間、該軸桿31與該第一轉動軸承61間，及該軸桿31與該第二轉動軸承62間的軸向間隙，因此，在引擎運作過程中，同樣不會產生撞擊噪音聲響。 Referring to FIG. 9, a fifth preferred embodiment of the present invention is preferred. The embodiment is substantially the same as the fourth preferred embodiment, except that the suppressing member 45 has an extension from the small-diameter end 455 (see FIG. 8) and is used to extend the end surface of the engaging portion 312 and the second rotation. a first abutting portion 451 between the end faces of the movable inner ring 622 of the bearing 62, and a buffer obliquely connecting the small-diameter end 455 (see FIG. 8) and the large-diameter end 456 for resisting the fixing piece 433 of the damping unit 43 Department 453. Therefore, during the operation of the engine, when the balance shaft 3 rotates to generate axial vibration, the damping element 45 can also generate a buffering action to eliminate the gap between the damping unit 43 and the shaft 31, and the shaft 31 The first rotating bearing 61 and the axial gap between the shaft 31 and the second rotating bearing 62, therefore, no impact noise is generated during the operation of the engine.
此外，該第五較佳實施例之抑制元件45亦可設 置有如前述之缺口454，而產生減輕整體重量，及降低材料成本等優點。當然，本較佳實施例之阻尼單元43亦可置換為如第二較佳實施例所示之消除齒背隙組件形態之阻尼單元44。 In addition, the suppressing element 45 of the fifth preferred embodiment may also be provided. The gap 454 as described above is provided, which has the advantages of reducing the overall weight and reducing the material cost. Of course, the damper unit 43 of the preferred embodiment can also be replaced with the damper unit 44 in the form of the tooth backlash assembly as shown in the second preferred embodiment.
參閱圖10，為本發明之第六較佳實施例，本較 佳實施例與第五較佳實施例大致相同，不同的地方是在於該抑制元件45具有一用以抵觸該阻尼單元4之固定片433之第二頂抵部452，以及一連接該第二頂抵部452與該小口徑端455之緩衝部453，該抑制元件45並以該小口徑端455抵觸該第二轉動軸承62之可動內環622的端面。藉此在引 擎運作過程中，同樣能產生與第五較佳實施例相同之功效，在此不再贅述。 Referring to FIG. 10, it is a sixth preferred embodiment of the present invention. The preferred embodiment is substantially the same as the fifth preferred embodiment, except that the suppressing member 45 has a second abutting portion 452 for resisting the fixing piece 433 of the damping unit 4, and a second top connecting portion The abutting portion 452 and the buffer portion 453 of the small-diameter end 455, the suppressing member 45 and the small-diameter end 455 are in contact with the end surface of the movable inner ring 622 of the second rotating bearing 62. In this way The same functions as those of the fifth preferred embodiment can be produced in the operation of the engine, and will not be described herein.
綜上所述，本發明平衡軸之輔助裝置3藉由上 述構造設計，在引擎運作過程中，平衡軸3隨之旋轉而產生軸向震動時，透過該抑制元件45產生緩衝作用，因而能消除軸向間隙，進而不會產生撞擊噪音聲響。另外，該阻尼單元43為減震組件形態時，藉由固定片433之該等凸鍵438與該軸桿31之該等軸切槽313的搭配組合，再配合內墊片434或該擋止部311之擋制，因而能避免該等第一彈性元件435及該等第二彈性元件436散落，同時上述固定片433之構造設計還能降低零件的使用數量，故確實能達成本發明之目的。 In summary, the auxiliary device 3 of the balance shaft of the present invention is provided by In the structural design, when the balance shaft 3 rotates to generate an axial vibration during the operation of the engine, a buffering action is generated through the suppressing element 45, so that the axial gap can be eliminated, and the impact noise is not generated. In addition, when the damper unit 43 is in the form of a damper assembly, the conjugates 438 of the fixing piece 433 and the equiaxed slot 313 of the shaft 31 are combined with the inner washer 434 or the stop. The portion 311 is blocked, so that the first elastic member 435 and the second elastic member 436 can be prevented from being scattered, and the structural design of the fixing piece 433 can also reduce the number of parts used, so that the object of the present invention can be achieved. .
惟以上所述者，僅為本發明之較佳實施例而已，當不能以此限定本發明實施之範圍，即大凡依本發明申請專利範圍及專利說明書內容所作之簡單的等效變化與修飾，皆仍屬本發明專利涵蓋之範圍內。 The above is only the preferred embodiment of the present invention, and the scope of the present invention is not limited thereto, that is, the simple equivalent changes and modifications made by the patent application scope and patent specification content of the present invention, All remain within the scope of the invention patent.
3‧‧‧平衡軸 3‧‧‧Balance shaft
31‧‧‧軸桿 31‧‧‧ shaft
311‧‧‧擋止部 311‧‧‧stops
312‧‧‧接合部 312‧‧‧ joints
313‧‧‧軸切槽 313‧‧‧ shaft slot
32‧‧‧配重塊 32‧‧‧weights
4‧‧‧輔助裝置 4‧‧‧Auxiliary devices
43‧‧‧阻尼單元 43‧‧‧damper unit
431‧‧‧平衡齒輪 431‧‧‧balance gear
432‧‧‧平衡齒內環 432‧‧‧balanced tooth inner ring
433‧‧‧固定片 433‧‧‧Fixed tablets
434‧‧‧內墊片 434‧‧‧Inner gasket
435‧‧‧第一彈性元件 435‧‧‧First elastic element
436‧‧‧第二彈性元件 436‧‧‧Second elastic element
437‧‧‧通孔 437‧‧‧through hole
438‧‧‧凸鍵 438‧‧‧ convex keys
45‧‧‧抑制元件 45‧‧‧ suppression element
451‧‧‧第一頂抵部 451‧‧‧First Abutment
452‧‧‧第二頂抵部 452‧‧‧Second top
453‧‧‧緩衝部 453‧‧‧ buffer
71‧‧‧插銷 71‧‧‧Latch
Claims (9)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| TW102138663A TWI593889B (en) | 2013-10-25 | 2013-10-25 | Balance shaft auxiliary device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| TW102138663A TWI593889B (en) | 2013-10-25 | 2013-10-25 | Balance shaft auxiliary device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| TW201516287A TW201516287A (en) | 2015-05-01 |
| TWI593889B true TWI593889B (en) | 2017-08-01 |
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| Application Number | Title | Priority Date | Filing Date |
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| TW102138663A TWI593889B (en) | 2013-10-25 | 2013-10-25 | Balance shaft auxiliary device |
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| Country | Link |
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| TW (1) | TWI593889B (en) |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20110030489A1 (en) * | 2009-08-05 | 2011-02-10 | Gm Global Technology Operations, Inc. | Engine scissor gear assembly |
| TW201122282A (en) * | 2009-12-17 | 2011-07-01 | Kwang Yang Motor Co | Mechanism for elimination of gear backlash. |
| TWM453727U (en) * | 2012-11-27 | 2013-05-21 | Sanyang Industry Co Ltd | Balance shaft gear set structure |
-
2013
- 2013-10-25 TW TW102138663A patent/TWI593889B/en not_active IP Right Cessation
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20110030489A1 (en) * | 2009-08-05 | 2011-02-10 | Gm Global Technology Operations, Inc. | Engine scissor gear assembly |
| TW201122282A (en) * | 2009-12-17 | 2011-07-01 | Kwang Yang Motor Co | Mechanism for elimination of gear backlash. |
| TWM453727U (en) * | 2012-11-27 | 2013-05-21 | Sanyang Industry Co Ltd | Balance shaft gear set structure |
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| TW201516287A (en) | 2015-05-01 |
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