JP4254466B2 - Vibration reduction device for internal combustion engine - Google Patents

Description

  The present invention relates to a vibration reduction device for an internal combustion engine.

Patent Document 1 includes a driving force transmission mechanism that transmits a rotational driving force of a crankshaft coupled to a flywheel, and a sub inertia mass body that is rotated by the driving force transmission mechanism to generate an inertial force, and The driving force transmission mechanism is provided with an elastic body to form a vibration system, and the anti-resonance frequency of the vibration system is set to rotate the crankshaft in an operation state in which the internal combustion engine is operated at a substantially constant rotation. It is disclosed that vibration of the internal combustion engine in the operating state is reduced by making it substantially coincide with one of frequencies obtained by multiplying the frequency by n / 2 (n = natural number).
JP-A-11-325186 (2nd page).

  However, in Patent Document 1, although a large vibration reduction effect is obtained in the vicinity of the anti-resonance frequency, there is a possibility that the vibration is worsened in the vicinity of the resonance frequency that is slightly higher than the anti-resonance.

  Further, most of the actual operation region does not include the vicinity of the resonance, which is not a big problem, but there is a possibility that the vibration deteriorates when passing through the resonance transiently though it is a short time.

  An internal combustion engine vibration reducing apparatus according to the present invention includes a driving force transmission mechanism that transmits a rotational driving force of a rotating shaft of an internal combustion engine that functions as a main inertial mass body, and a secondary force that is rotated by the driving force transmission mechanism to generate an inertial force. An inertial mass body, an elastic body is provided to the driving force transmission mechanism to form a vibration system, and the sub-inertial mass body is decelerated relative to the rotation of the rotation shaft of the internal combustion engine, and the rotation direction thereof Is the same direction as the rotation direction of the rotation shaft of the internal combustion engine.

  According to the present invention, since the anti-resonance of the vibration system can be set to a frequency higher than the resonance, it is possible to prevent deterioration of the engine roll vibration without being affected by the resonance at a frequency higher than the anti-resonance. .

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

  As shown in FIG. 1, the automobile engine 1 is combined with a manual transmission 2. A flywheel 4 is attached to the rear end of the crankshaft 3 of the engine 1, and a driving force is transmitted from here to the manual transmission via a clutch 5. Here, the flywheel 4 is divided into a mass portion 6 having most of the moment of inertia and a plate portion 7 that holds the mass portion, and an elastic force is provided between them so as to be elastically deformable along the rotational direction. It is connected via a coil spring 8 as a body. The plate portion 7 is coupled to a crankshaft 3 as a rotation shaft of the internal combustion engine through a reduction gear 9 made of a planetary gear. In this planetary gear, the internal gear 10 at the outer peripheral portion is fixed to the cylinder block 11 of the engine 1, the crankshaft 3 is coupled to the sun gear 12, and the plate portion 7 is coupled to the carrier 14 that holds the planetary gear 13. Is rotated while being decelerated while rotating in the same direction with respect to the rotation of the crankshaft 3. The clutch coupling surface 15 is provided on the mass portion 6 of the flywheel 4.

In this way, when a vibration system in which the main inertia mass body composed of the crankshaft 3 and the plate portion 7 and the sub inertia mass body composed of the mass portion 6 of the flywheel 4 are coupled by the spring by the coil spring 8 is configured, the vibration system An anti-resonance that reduces vibration appears in the vicinity of the resonance frequency. Spring constant, moment of inertia, and rotational speed ratio so that the anti-resonance frequency against engine roll vibration, which is the main input of idle vibration, and the frequency of the basic rotation order (= [cylinder number / 2] order) during idle operation are approximately the same. By setting (reduction ratio), a great effect of reducing idling vibration can be obtained. Here, the resonance frequency f ₀ and the anti-resonance frequency f ₁ of this vibration system are expressed by the following equations when attenuation is ignored.

(Equation 1)
f ₀ = 1 / (2π) √ {K (I ₁ + ρ ² I ₂ ) / (I ₁ I ₂ )} (1)
(Equation 2)
f ₁ = 1 / (2π) √ {K (I ₁ + ρI ₂ ) / (I ₁ I ₂ )} (2)
Here, I ₁ is the main inertia mass inertia moment, I ₂ is the sub inertia mass inertia moment, and K is the rotational spring constant of the coil spring 8. Further, ρ is a sub-inertial mass rotational speed ratio with respect to the main inertial mass, and ρ> 0 in the same rotation direction, and ρ <0 in the reverse rotation.

  From the above formulas, when the sub inertial mass body is accelerated with respect to the main inertial mass body or rotated in the opposite direction, the resonance is higher in frequency than the antiresonance as shown by the dotted line in FIG. In some cases, the vibration may be deteriorated by using the resonance region when the vehicle starts running from idle operation or when idle rotation is high such as when the engine is cold. However, when the sub-inertial mass body is decelerated relative to the main inertial mass body and rotated in the same direction as in this embodiment, the resonance appears at a lower frequency than the antiresonance as shown by the solid line in FIG. . Therefore, there is no resonance in the actual use region of the engine 1 at idle rotation or higher, and vibration deterioration due to resonance does not occur.

  In addition, when the accessory rotating part is used as a sub inertia mass body as in Patent Document 1 described above, the equivalent inertia moment is originally reduced by the square of the speed ratio (<1) to the inertia moment which is originally small. The moment of inertia is small with respect to the flywheel, and a great vibration reduction effect cannot be obtained. However, a large vibration reduction effect can be obtained by using the flywheel 4 having the largest moment of inertia as the sub-inertial mass body as in this embodiment.

  Since the clutch coupling surface 15 is in the mass portion 6 of the flywheel 4 which is a sub inertia mass body, the driving force of the engine 1 is transmitted to the manual transmission 2 via the coil spring 8 and the sub inertia mass body. As shown in FIG. 3, although the influence of resonance remains in the vicinity of the idle state, transmission of fluctuations in rotational speed can be reduced when the rotational speed is increased due to the anti-vibration effect.

  Note that setting the resonance frequency to a frequency lower than the antiresonance frequency satisfies the condition of the following expression (3).

(Equation 3)
f ₀ / f ₁ <1 (3)
This equation (3) is expanded using the above-described equations (1) and (2), and the following equation (4) is obtained.

(Equation 4)
f ₀ / f ₁ = √ ((I ₁ + ρ ² I ₂ ) / (I ₁ + ρI ₂ )) <1 (4)
Therefore, the following formula (5) is a further development of the formula (4).

(Equation 5)
I ₁ + ρ ² I ₂ <I ₁ + ρI ₂ (5)
Then, the following equation (6) is derived from this equation (5).

(Equation 6)
ρI ₂ (ρ−1) <0 (6)
In order to satisfy this equation (6), ρ satisfies the condition of the following equation (7).

(Equation 7)
0 <ρ <1 (7)
Here, 0 <ρ indicates the same rotation as the engine, and ρ <1 indicates deceleration. That is, it is a requirement that the sub inertia mass body is rotated in the same direction as the engine and decelerated with respect to the crankshaft 3.

  Next, a second embodiment of the present invention will be described. In addition, the same code | symbol is attached | subjected about the part same as 1st Example mentioned above, and description is abbreviate | omitted.

  As shown in FIG. 4, the second embodiment moves the mass portion 21 of the flywheel 20, which is a sub inertial mass body, to the engine 1 side with respect to the first embodiment described above, and the plate portion of the flyhole 20. 22 is coupled to the clutch 5.

  Even if it does in this way, it has an effect similar to 1st Example mentioned above with respect to engine roll vibration. Since the rotational speed fluctuation transmission to the manual transmission 2 is transmitted without passing through the coil spring 8 and the sub inertia mass body, as shown in FIG. 3, as shown in FIG. Although the vibration effect cannot be obtained, there is almost no deterioration in the vicinity of the idle, and it is possible to transmit the rotational speed fluctuation almost equal to or smaller than that of a normal engine from the idle to the further rotation. This is not a transmission from the sub-inertia mass body that vibrates most at the time of resonance. This is because the rotational speed fluctuation is deteriorated by the reduction of the rotating portion equivalent moment of inertia, but this is because the rotational speed fluctuation reduction effect corresponding to the speed reduction by the speed reducer 9 is supplemented.

  As described above, in the second embodiment, while reducing the engine roll vibration during idling and obtaining the equivalent rotational speed fluctuation transmission, the equivalent inertia moment of the engine rotating portion is small, so that the acceleration of the vehicle is improved and at the same time Fuel consumption can be improved.

  Next, a third embodiment of the present invention will be described.

  In the third embodiment, as shown in FIG. 5, the engine 30 is combined with an automatic transmission 31. A torque converter 34 having a large moment of inertia is attached to the rear end of the crankshaft 32 of the engine 30 via a drive plate 33, and driving force is transmitted to the automatic transmission 31 via fluid inside the torque converter 34. . Here, the drive plate 33 is divided into two parts, an input part 35 and an output part 36, which are coupled via a coil spring 37 as an elastic body arranged so as to be elastically deformable along the rotational direction. Has been.

  Similarly to the first embodiment, the input unit 35 is coupled to the crankshaft 32 as the rotation shaft of the internal combustion engine via a reduction gear 38 made of a planetary gear, and rotates in the same direction with respect to the rotation of the crankshaft 32. It is decelerated while rotating.

  Here, the speed reducer 38 includes an internal gear 39, a sun gear 40, a planetary gear 41, and a carrier 42. The internal gear 39 is fixed to the cylinder block 43 of the engine 30, and the sun gear 40 is coupled to the crankshaft 32, so A carrier 42 holding the gear 41 is coupled to the input unit 35.

  By doing so, the main inertia mass body composed of the crankshaft 32 and the input portion 35 of the drive plate 33 and the sub inertia mass body composed of the output portion 36 of the drive plate 33 and the torque converter 34 are moved by the spring by the coil spring 37. As in the first embodiment described above, a combined vibration system is formed, and the spring constant, moment of inertia, rotation speed ratio (deceleration) so that the anti-resonance frequency against engine roll vibration and the rotation basic order during idling are substantially the same. By setting the ratio, a great effect of reducing idle vibration can be obtained even in combination with the automatic transmission 31. Here, as shown in FIG. 6, the rotational speed fluctuation in the torque converter 34 is deteriorated due to the influence of resonance at idle as in the first embodiment described above, but in the case of the torque converter 34, the fluid is passed through the fluid. This is transmitted, and the rotational speed fluctuation is greatly attenuated. Therefore, there is no problem as the rotational speed fluctuation transmitted to the automatic transmission 31. Further, in order to prevent a loss due to fluid transmission in the torque converter 34, a lock-up operation is performed in the case of a low load of, for example, 1500 rpm or more during traveling, but at this time, since the rotational speed fluctuation is transmitted without fluid, Larger levels can be problematic. However, in the case of the present embodiment, in such a rotation region, the rotation speed fluctuation is greatly reduced due to the vibration-proof effect due to the rotation transmitted through the spring, and the vibration problem at the time of lock-up does not occur. .

  Similarly to the second embodiment described above, since the torque converter 34 having a large moment of inertia is used after being decelerated, the equivalent moment of inertia of the engine rotating portion is reduced, and acceleration and fuel efficiency are improved.

  The technical ideas of the present invention that can be grasped from the above-described embodiments will be listed together with the effects thereof.

  (1) A vibration reduction device for an internal combustion engine includes a driving force transmission mechanism that transmits a rotational driving force of a rotating shaft of an internal combustion engine that acts as a main inertia mass body, and a sub inertia that is rotated by the driving force transmission mechanism to generate an inertial force. A mass system, and an elastic body is provided to the driving force transmission mechanism to form a vibration system, and the frequency of anti-resonance of the vibration system with respect to roll vibration of the internal combustion engine is determined from the operating state of the internal combustion engine. The vibration is reduced by substantially matching one of the frequencies obtained by multiplying the rotation frequency of the internal combustion engine rotation shaft by n / 2 (n = natural number) in a predetermined operation state operated at a substantially constant rotation. In the vibration reduction mechanism of the internal combustion engine, the sub inertia mass body is decelerated with respect to the rotation of the internal combustion engine rotation shaft, and the rotation direction is the same as the rotation direction of the internal combustion engine rotation shaft. Accordingly, since the anti-resonance of the vibration system can be set to a frequency higher than the resonance, it is possible to prevent deterioration of the engine roll vibration without being affected by the resonance at a frequency higher than the anti-resonance.

  (2) In the configuration according to (1), the predetermined operation state is an idle operation state. By adjusting the frequency of any of the rotational order components during idle operation to the anti-resonance frequency, an internal combustion engine that exceeds the idle rotational speed can be obtained while obtaining the effect of reducing the rotational order component of engine roll vibration due to anti-resonance at idle. It is possible to prevent the rotation order component from deteriorating due to resonance in the actual use region of the engine.

  (3) In the configuration described in (2), the anti-resonance frequency of the vibration system substantially coincides with a frequency obtained by multiplying the rotation frequency of the rotation shaft of the internal combustion engine by m / 2 (m = the number of cylinders). By adjusting the frequency component of the rotation basic order during idle operation to the anti-resonance frequency, the internal rotation more than idle rotation can be obtained while obtaining the anti-resonance engine roll vibration reduction effect during idle operation for the highest rotation basic order. It is possible to prevent deterioration of the rotational fundamental order component due to resonance in the actual use region of the engine.

  (4) In the configuration according to any one of (1) to (3), a clutch and a flywheel are used for coupling the rotation shaft of the internal combustion engine and the transmission, and a part or all of the flywheel and the rotation of the internal combustion engine are used. By providing a speed reducer between the shaft and the flywheel, the flywheel is decelerated with respect to the rotation shaft of the internal combustion engine, and the rotation direction of the flywheel is the same direction as the rotation shaft of the internal combustion engine. Alternatively, by providing an elastic body between the whole and the rotating shaft of the internal combustion engine, a vibration system in which a part or all of the flywheel is the sub inertial mass body is configured. As a result, when a clutch such as a manual transmission and a transmission using a flywheel are combined, a flywheel having the largest moment of inertia is used as a sub-inertial mass body, thereby providing a large engine roll with anti-resonance. A vibration reduction effect can be obtained.

  (5) In the configuration described in (4), a speed reducer is provided between a portion where the clutch is coupled and the rotation shaft of the internal combustion engine. Accordingly, the rotation speed variation transmitted can be reduced by transmitting the rotation decelerated by the reduction gear to the transmission.

  (6) In the configuration described in (5), an elastic body is provided between a portion to which the clutch is coupled and the sub inertia mass body. This prevents rotation speed fluctuation near the anti-resonance from deteriorating by transmitting the rotation from the elastic body and the speed reducer to the transmission instead of the sub-inertial mass that vibrates largely near the anti-resonance. Can do.

  (7) In the configuration according to any one of (1) to (3), a torque converter is used for coupling the internal combustion engine rotating shaft and the transmission, and the speed reducer is interposed between the torque converter and the internal combustion engine rotating shaft. The torque converter is decelerated with respect to the rotation shaft of the internal combustion engine, and the rotation direction of the torque converter is the same direction as the rotation shaft of the internal combustion engine, and elastic between the torque converter and the rotation shaft of the internal combustion engine. By providing a body, a vibration system using the torque converter as the sub inertia mass body is configured. As a result, when combined with a transmission using a torque converter such as an automatic transmission, the torque converter having the largest moment of inertia is used as a sub-inertial mass body, thereby providing a large engine roll vibration reduction effect at anti-resonance. Obtainable.

BRIEF DESCRIPTION OF THE DRAWINGS Explanatory drawing which shows 1st Example of the vibration reduction apparatus of the internal combustion engine which concerns on this invention. The characteristic diagram which shows the effect with respect to roll vibration. The characteristic diagram which shows the effect with respect to rotation speed fluctuation | variation. Explanatory drawing which shows 2nd Example of the vibration reduction apparatus of the internal combustion engine which concerns on this invention. Explanatory drawing which shows 3rd Example of the vibration reduction apparatus of the internal combustion engine which concerns on this invention. The characteristic line figure which shows the effect with respect to the rotational speed fluctuation | variation in 3rd Example of the vibration reduction device of the internal combustion engine which concerns on this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... Manual transmission 3 ... Crankshaft 4 ... Flywheel 5 ... Clutch 6 ... Mass part 7 ... Plate part 8 ... Coil spring 9 ... Reduction gear

Claims (7)

A driving force transmission mechanism for transmitting a rotational driving force of the rotating shaft of the internal combustion engine acting as a main inertial mass body, and a sub-inertial mass body that is rotated by the driving force transmission mechanism to generate an inertial force, and the driving force A vibration system is formed by giving an elastic body to the transmission mechanism, and the anti-resonance frequency of the vibration system with respect to roll vibration of the internal combustion engine is set to a predetermined operation state in which the internal combustion engine is operated at a substantially constant rotation. In the vibration reduction mechanism of the internal combustion engine that reduces the vibration by substantially matching any one of the frequencies obtained by multiplying the rotation frequency of the rotation shaft of the internal combustion engine by n / 2 (n = natural number)
The vibration reduction device for an internal combustion engine, wherein the sub inertial mass body is decelerated with respect to the rotation of the internal combustion engine rotation shaft, and the rotation direction is the same as the rotation direction of the internal combustion engine rotation shaft.   The internal combustion engine vibration reducing apparatus according to claim 1, wherein the predetermined operation state is an idle operation state.   3. The vibration reduction of the internal combustion engine according to claim 2, wherein the frequency of anti-resonance of the vibration system substantially coincides with a frequency obtained by multiplying the rotation frequency of the rotation shaft of the internal combustion engine by m / 2 (m = number of cylinders). apparatus.   A clutch and a flywheel are used for coupling the internal combustion engine rotating shaft and the transmission, and the flywheel is connected to the internal combustion engine rotating shaft by providing a speed reducer between a part or all of the flywheel and the internal combustion engine rotating shaft. And the rotation direction of the flywheel is the same as the rotation axis of the internal combustion engine, and an elastic body is provided between a part or all of the flywheel and the rotation axis of the internal combustion engine. The vibration reduction device for an internal combustion engine according to any one of claims 1 to 3, wherein a vibration system in which part or all of the sub inertial mass body is used is configured.   5. The vibration reduction device for an internal combustion engine according to claim 4, wherein a speed reducer is provided between a portion where the clutch is coupled and a rotation shaft of the internal combustion engine.   6. The vibration reduction device for an internal combustion engine according to claim 5, wherein an elastic body is provided between a portion where the clutch is coupled and the sub inertial mass body.   A torque converter is used for coupling the internal combustion engine rotating shaft and the transmission, and the torque converter is decelerated with respect to the internal combustion engine rotating shaft by providing a speed reducer between the torque converter and the internal combustion engine rotating shaft. The rotation direction of the converter is the same direction as the rotation axis of the internal combustion engine, and an elastic body is provided between the torque converter and the rotation axis of the internal combustion engine to constitute a vibration system using the torque converter as the sub inertia mass body. The vibration reduction device for an internal combustion engine according to any one of claims 1 to 3.

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