Engine inertia force balancing system and vehicle

Abstract

This application relates to an engine inertial force balancing system and an automobile, belonging to the field of automotive engine technology. The engine inertial force balancing system includes a frame assembly, a damping gear, a first transmission gear, a second transmission gear, a first eccentric member, and a second eccentric member. The frame assembly includes a housing, a first mounting shaft, a second mounting shaft, and multiple bearings. The damping gear includes a gear hub, a damping middle ring, and an external gear ring. The gear hub is fixedly connected to a first end of the first mounting shaft, and the external gear ring meshes with a transmission gear ring fixedly connected to the crankshaft. The first transmission gear is fixedly mounted on the first mounting shaft, and the second transmission gear is fixedly mounted on the second mounting shaft. The first eccentric member is fixedly connected to the side of the first mounting shaft, and the second eccentric member is fixedly connected to the side of the second mounting shaft. The first and second eccentric members have identical structures and are arranged opposite each other. Using this application can reduce engine noise.

Description

Technical Field

[0001] This application relates to the field of automotive engine technology, and in particular to an engine inertial force balancing system and an automobile. Background Technology

[0002] Currently, the inline four-cylinder engine is one of the most widely used engine types. It has advantages such as low fuel consumption and high low-speed torque, but it also has problems, such as the inability to balance the second-order reciprocating inertial force on its own, thus resulting in second-order vibration.

[0003] Currently, an inertial force balancing system is typically installed next to the engine crankshaft to balance the second-order reciprocating inertial forces of an inline four-cylinder engine. Furthermore, gear-driven inertial force balancing systems are gradually becoming the mainstream choice due to their small footprint.

[0004] However, for gear-driven inertial force balancing systems, when the engine crankshaft speed is high, the crankshaft may experience torsional vibration, resulting in poor meshing of the gears between the engine crankshaft and the inertial force balancing system, generating noise. Summary of the Invention

[0005] This application provides an engine inertial force balancing system and a vehicle, which can solve the technical problems existing in related technologies. The technical solution is as follows:

[0006] In a first aspect, embodiments of this application provide an engine inertial force balancing system, which is applied to an inline four-cylinder engine. The engine inertial force balancing system includes a frame assembly, a damping gear, a first transmission gear, a second transmission gear, a first eccentric component, and a second eccentric component.

[0007] The skeleton assembly includes a housing, a first mounting shaft, a second mounting shaft, and multiple bearings. The first mounting shaft and the second mounting shaft are rotatably mounted in the housing via the bearings. The housing has multiple through holes in a direction perpendicular to the crankshaft, and the multiple through holes are used for sliding connection with a slide rod in the engine power system.

[0008] The damping gear includes a gear hub, a damping middle ring, and an outer gear ring. The gear hub, the damping middle ring, and the outer gear ring are coaxially mounted, and the damping middle ring is located between the gear hub and the outer gear ring. The gear hub is fixedly connected to the first end of the first mounting shaft. The outer gear ring is used to mesh with a transmission gear ring fixedly connected to the crankshaft. The number of teeth on the outer gear ring is half the number of teeth on the transmission gear ring.

[0009] The first transmission gear is fixedly sleeved on the first mounting shaft, the second transmission gear is fixedly sleeved on the second mounting shaft, and the first transmission gear and the second transmission gear have the same number of teeth and are in meshing engagement.

[0010] The first eccentric member is fixedly connected to the side surface of the first mounting shaft, and the second eccentric member is fixedly connected to the side surface of the second mounting shaft.

[0011] In a possible implementation, the first mounting shaft is rotatably mounted in the housing through a first bearing and a second bearing, the first bearing is located on the side of the first transmission gear away from the damping gear, the second bearing is located on the side of the first bearing away from the first transmission gear, and the first eccentric member is located between the first bearing and the second bearing.

[0012] The second mounting shaft is rotatably mounted in the housing through a third bearing and a fourth bearing, the third bearing is located on the side of the second transmission gear away from the damping gear, the fourth bearing is located on the side of the third bearing away from the second transmission gear, and the second eccentric member is located between the third bearing and the fourth bearing.

[0013] In a possible implementation, the first mounting shaft is in interference fit with the first bearing and in clearance fit with the second bearing.

[0014] The second mounting shaft is in interference fit with the third bearing and in clearance fit with the fourth bearing.

[0015] In a possible implementation, the gear hub and the outer ring are sintered by powder metallurgy.

[0016] In a possible implementation, the material of the damping ring is elastic rubber.

[0017] In a possible implementation, the first transmission gear and the second transmission gear are both steel gears.

[0018] In a possible implementation, the first transmission gear and the second transmission gear are both helical gears, the helix angle of the first transmission gear is a first helix angle, the helix angle of the second transmission gear is a second helix angle, and the first helix angle is equal to the second helix angle.

[0019] In one possible implementation, the engine inertial force balancing system further includes two positioning pins. The housing includes an upper housing and a lower housing, which are detachably connected. The upper housing has two first positioning grooves on a first surface, and the lower housing has two second positioning grooves on a second surface corresponding to the first positioning grooves. The positioning pins are adapted to the first and second positioning grooves and are located in the first and second positioning grooves. The first surface is the surface in contact between the upper housing and the lower housing, and the second surface is the surface in contact between the lower housing and the upper housing.

[0020] In one possible implementation, the through-hole is perpendicular to the first surface.

[0021] Secondly, embodiments of this application provide a vehicle that includes the engine inertial force balancing system described in the first aspect and its possible implementations.

[0022] The technical solutions provided by the embodiments of this application have at least the following beneficial effects:

[0023] This application provides an engine inertial force balancing system, which includes a frame assembly, a damping gear, a first transmission gear, a second transmission gear, a first eccentric component, and a second eccentric component. The damping gear includes a gear hub, a damping middle ring, and an outer gear ring. The gear hub, damping middle ring, and outer gear ring are coaxially mounted, with the damping middle ring located between the gear hub and the outer gear ring. The gear hub is fixedly connected to the first end of the first mounting shaft of the frame assembly. The outer gear ring meshes with a transmission gear ring fixedly connected to the crankshaft. Thus, when the engine crankshaft experiences torsional vibration, the transmission gear ring also experiences torsional vibration. This vibration is transmitted from the transmission gear ring to the outer gear ring, and then from the outer gear ring to the damping middle ring. Under the action of vibration, the damping middle ring undergoes elastic deformation. Under the action of this elastic deformation, the position of the outer gear ring changes to adapt to the vibration, ensuring that the meshing degree between the outer gear ring and the transmission gear ring remains unchanged, thereby effectively reducing noise.

[0024] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1This is an assembly schematic diagram of an engine inertial force balancing system shown in an embodiment of this application;

[0027] Figure 2 This is an exploded view of an engine inertial force balance system shown in an embodiment of this application;

[0028] Figure 3 This is an exploded view of a vibration damping gear shown in an embodiment of this application;

[0029] Figure 4 This is an assembly schematic diagram of an engine inertial force balancing system shown in an embodiment of this application;

[0030] Figure 5 This is a top view of an engine inertial force balancing system shown in an embodiment of this application;

[0031] Figure 6 This is an exploded view of an engine inertial force balance system shown in an embodiment of this application.

[0032] Legend

[0033] 100. Crankshaft; 101. Transmission gear ring;

[0034] 1. Skeleton components;

[0035] 11. Housing; 12. First mounting shaft; 13. Second mounting shaft; 14. Bearing; 15. Retaining ring;

[0036] 111. Upper housing; 112. Lower housing; 141. First bearing; 142. Second bearing; 143. Third bearing; 144. Fourth bearing; 11a. Through hole;

[0037] 111a, First positioning groove; 112a, Second positioning groove;

[0038] 2. Vibration damping gears;

[0039] 21. Gear hub; 22. Vibration damping center ring; 23. External gear ring;

[0040] 3. First transmission gear;

[0041] 4. Second transmission gear;

[0042] 5. First eccentric component;

[0043] 6. Second eccentric component. Detailed Implementation

[0044] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0045] Unless otherwise defined, the technical or scientific terms used herein shall have the ordinary meaning understood by one of ordinary skill in the art to which this disclosure pertains. The terms “first,” “second,” “third,” and similar terms used in this patent application specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, the terms “an” or “a” and similar terms do not indicate a quantity limitation, but rather indicate the presence of at least one. The terms “comprising” or “including” and similar terms mean that the element or object preceding “comprising” or “including” encompasses the element or object listed following “comprising” or “including” and its equivalents, and do not exclude other elements or objects. The terms “connected” or “linked” and similar terms are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. The terms “upper,” “lower,” “left,” “right,” etc., are used only to indicate relative positional relationships, and these relative positional relationships may change accordingly when the absolute position of the described object changes.

[0046] This application provides an engine inertial force balancing system applied to an inline four-cylinder engine. For example... Figure 1 As shown, it includes a frame assembly 1, a vibration damping gear 2, a first transmission gear 3 (not shown), a second transmission gear 4, a first eccentric component 5, and a second eccentric component 6.

[0047] Figure 2 This is an exploded view of the engine inertial force balance system provided in the embodiments of this application, combined with... Figure 2 The frame assembly 1 includes a housing 11, a first mounting shaft 12, a second mounting shaft 13, and multiple bearings 14. The first mounting shaft 12 and the second mounting shaft 13 are rotatably mounted in the housing 11 via the multiple bearings 14, and are both parallel to the crankshaft 100. A first eccentric member 5 and a second eccentric member 6 are respectively mounted on the first mounting shaft 12 and the second mounting shaft 13, and are identical in structure and arranged opposite to each other. A damping gear 2 and a first transmission gear 3 are coaxially mounted on the first mounting shaft 12, and a second transmission gear 4 is coaxially mounted on the second mounting shaft 13. The damping gear 2 meshes with the transmission gear ring 101 on the crankshaft 100, and the second transmission gear 4 meshes with the first transmission gear 3.

[0048] Among them, the number of teeth of the damping gear 2 is half the number of teeth of the transmission gear ring 101, and the number of teeth of the first transmission gear 3 and the second transmission gear 4 is the same.

[0049] The rotation of crankshaft 100 drives the transmission gear ring 101 to rotate. Since the damping gear 2 meshes with the transmission gear ring 101, the second transmission gear 4 meshes with the first transmission gear 3. The damping gear 2 and the first transmission gear 3 are coaxially mounted on the first mounting shaft 12. The first mounting shaft 12 and the second mounting shaft 13 rotate in opposite directions, and their rotational speed is twice that of crankshaft 100.

[0050] Thus, the first eccentric component 5 and the second eccentric component 6 also rotate in opposite directions, and their rotational speeds are both twice that of the crankshaft 100. Since the first eccentric component 5 and the second eccentric component 6 have the same structure and are arranged opposite each other, the centrifugal forces generated by the first eccentric component 5 and the second eccentric component 6 during rotation are of the same magnitude. According to the principles of mechanics, the resultant force of the centrifugal forces generated by the first mounting shaft 12 and the second mounting shaft 13 during rotation can effectively counteract the second-order reciprocating inertial force generated during the rotation of the crankshaft 100.

[0051] The following is a description of each part of the engine inertial force balancing system:

[0052] I. Skeleton Component 1

[0053] like Figure 2 As shown, the skeleton assembly 1 includes a housing 11, a first mounting shaft 12, a second mounting shaft 13, and a plurality of bearings 14.

[0054] Housing 11

[0055] The housing 11 is a component used to house the first mounting shaft 12, the second mounting shaft 13, and a plurality of bearings 14, etc.

[0056] like Figure 2 and Figure 5 As shown, the housing 11 has a plurality of through holes 11a in a direction perpendicular to the first mounting shaft 12, which are used to slide with a slide rod in the engine power system.

[0057] Multiple slide rods can be installed in the engine block. The position, size and shape of the multiple slide rods match the position, size and shape of the multiple through holes 11a. The number of slide rods is the same as the number of through holes 11a. The slide rods are respectively connected to two opposite inner walls of the cylinder block.

[0058] In this way, after the engine inertial force balancing system is installed, it can be slidably connected to the slide rod through multiple through holes 11a. The position of the engine inertial force balancing system can be adjusted along the axial direction of the through holes 11a, thereby adjusting the center distance between the transmission gear ring 101 and the damping gear 2. This achieves precise control of the center distance between the transmission gear ring 101 and the damping gear 2, and avoids rattling noise caused by the center distance between the transmission gear ring 101 and the damping gear 2 being too large or too small.

[0059] Alternatively, the number of through holes 11a can be two.

[0060] Optionally, the plurality of through holes 11a may all be perpendicular to the first surface.

[0061] The first surface is the surface of the upper housing 111 that contacts the lower housing 112.

[0062] This reduces the machining difficulty of through hole 11a.

[0063] like Figure 2 and Figure 6 As shown, the housing 11 may include an upper housing 111 and a lower housing 112. The upper housing 111 and the lower housing 112 are detachably connected. When the upper housing 111 and the lower housing 112 are connected, they form a mounting cavity. The mounting cavity is used to install the first mounting shaft 12, the second mounting shaft 13, and multiple bearings 14, as well as components such as the vibration damping gear 2, the first transmission gear 3, the second transmission gear 4, the first eccentric member 5, and the second eccentric member 6.

[0064] The mounting cavity of the housing 11 may include a first mounting cavity and a second mounting cavity. The first mounting cavity can be used to mount a first mounting shaft 12, multiple bearings 14, a vibration damping gear 2, a first transmission gear 3 and a first eccentric component 5. The second mounting cavity can be used to mount a second mounting shaft 13, multiple bearings 14, a second transmission gear 4 and a second eccentric component 6.

[0065] The first and second mounting cavities may each have multiple bearing mounting slots for fixed connection with the outer ring of the bearing 14. The first mounting cavity may also have a damping gear mounting slot and a first transmission gear mounting slot, and the second mounting cavity may also have a second transmission gear mounting slot.

[0066] Optionally, the upper housing 111 and the lower housing 112 can be positioned by means of a pin groove during installation.

[0067] like Figure 6 As shown, the engine inertial force balancing system also includes two locating pins 7. (Reference) Figure 4 The upper housing 111 has two first positioning grooves 111a (not shown in the figure) on its first surface, and the lower housing 112 has two second positioning grooves 112a on its second surface at positions corresponding to the first positioning grooves.

[0068] The first surface is the surface of the upper shell 111 that contacts the lower shell 112, and the second surface is the surface of the lower shell 112 that contacts the upper shell 111.

[0069] In this way, when installing the upper housing 111 and the lower housing 112, the two positioning pins 7 can be fixedly installed to the two second positioning grooves 112a respectively. Then, the upper housing 111 is fastened to the lower housing 112, so that the two positioning pins 7 extend into the two first positioning grooves 111a respectively, thereby completing the precise positioning of the upper housing 111 and the lower housing 112 and improving the installation accuracy of the housing 11.

[0070] Optionally, the two first positioning slots 111a and the two second positioning slots 112a can be arranged diagonally.

[0071] For example, six through holes may be arranged at intervals around the upper housing 111, and six through holes corresponding to the positions of the threaded through holes on the upper housing 111 may be arranged at intervals around the lower housing 112. All of the above through holes may be threaded through holes.

[0072] In this way, after the upper housing 111 and the lower housing 112 are positioned, the upper housing 111 and the lower housing 112 can be detachably connected by bolts.

[0073] Optionally, the through holes on the upper housing 111 can all be threaded through holes, and the through holes on the lower housing 112 can all be smooth through holes.

[0074] This reduces the difficulty of processing and also reduces the probability of stripping.

[0075] The material of the housing 11 can be a metal with good ductility, such as aluminum. This application embodiment does not impose any limitations on the material of the housing 11.

[0076] Multiple bearings 14

[0077] Multiple bearings 14 are components in the skeleton assembly 1 that rotatably connect the first mounting shaft 12 and the second mounting shaft 13.

[0078] like Figure 2 As shown, the skeleton assembly 1 may include four bearings 14, as referenced. Figure 4 These four bearings are the first bearing 141, the second bearing 142, the third bearing 143, and the fourth bearing 144.

[0079] The first bearing 141 and the second bearing 142 are coaxially arranged, with the inner rings of both bearings connected to the first mounting shaft 12. The third bearing 143 and the fourth bearing 144 are coaxially arranged, with the inner rings of both bearings connected to the second mounting shaft 13. The outer rings of the first bearing 141, the second bearing 142, the third bearing 143, and the fourth bearing 144 are all connected to the housing 11.

[0080] likeFigure 4 As shown, the first bearing 141 is located on the side of the first transmission gear 3 away from the damping gear 2, and is located between the first transmission gear 3 and the first eccentric member 5. The second bearing 142 is located on the side of the first eccentric member 5 away from the first transmission gear 3. The third bearing 143 is located on the side of the second transmission gear 4 away from the damping gear 2, and is located between the second transmission gear 4 and the second eccentric member 6. The fourth bearing 144 is located on the side of the second eccentric member 6 away from the second transmission gear 4.

[0081] This reduces the torsional stress on the first mounting shaft 12 and the second mounting shaft 13, thereby increasing their service life.

[0082] Optionally, the outer rings of the four bearings 14 can all be interference-fitted with the housing 11.

[0083] This improves the connection stability between bearing 14 and bearing 11.

[0084] First mounting shaft 12 and second mounting shaft 13

[0085] The first mounting shaft 12 and the second mounting shaft 13 are components used to connect the first eccentric member 5 and the second eccentric member 6, respectively.

[0086] like Figure 2 As shown, the first mounting shaft 12 and the second mounting shaft 13 are placed in parallel. The first mounting shaft 12 is connected to the inner ring of the first bearing 141 and the inner ring of the second bearing 142, respectively. The second mounting shaft 13 is connected to the inner ring of the third bearing 143 and the inner ring of the fourth bearing 144, respectively. The first eccentric member 5 is located between the first bearing 141 and the second bearing 142 and is connected to the side wall of the first mounting shaft 12. The second eccentric member 6 is located between the third bearing 143 and the fourth bearing 144 and is connected to the side wall of the second mounting shaft 13.

[0087] Optionally, the first mounting shaft 12 may be interference-fitted with the inner ring of the first bearing 141 and clearance-fitted with the inner ring of the second bearing 142, and the second mounting shaft 13 may be interference-fitted with the inner ring of the third bearing 143 and clearance-fitted with the inner ring of the fourth bearing 144.

[0088] During the operation of the engine inertial force balancing system, the first mounting shaft 12 and the second mounting shaft 13 operate at high temperatures and rotate at high speeds. At these high temperatures, the gas between the first bearing 141 and the second bearing 142, and between the third bearing 143 and the fourth bearing 144, expands due to heat. This causes an increase in air pressure between the first bearing 141 and the second bearing 142, and between the third bearing 143 and the fourth bearing 144. Consequently, the first mounting shaft 12 and the second mounting shaft 13 rotate at high speeds within this high-pressure gas environment, resulting in significant noise.

[0089] The inner rings of the first mounting shaft 12 and the second bearing 142 are configured with a clearance fit, and the inner rings of the second mounting shaft 13 and the fourth bearing 144 are configured with a clearance fit. As the temperature rises, the gas between the first bearing 141 and the second bearing 142, and the gas between the third bearing 143 and the fourth bearing 144 will expand due to heat. The gas can overflow along the gap, keeping the air pressure between the first bearing 141 and the second bearing 142, and keeping the air pressure between the third bearing 143 and the fourth bearing 144 stable, thereby reducing noise.

[0090] The materials for the first mounting shaft 12 and the second mounting shaft 13 can be metallic materials with good mechanical properties, such as steel. This application embodiment does not impose any limitations on the material of the housing 11.

[0091] Optionally, the skeleton assembly 1 may also include multiple retaining rings 15.

[0092] like Figure 6 As shown, multiple retaining rings 15 all have a ring structure. The retaining rings 15 are located on the side of the second bearing 142 away from the first bearing 141 and abut against the first bearing 141. The retaining rings 15 are also located on the side of the fourth bearing 144 away from the third bearing 143 and abut against the third bearing 143.

[0093] In practice, the retaining rings 15 are all located in the bearing mounting groove. The two sides of one retaining ring 15 abut against the side of the second bearing 142 away from the first bearing 141 and the side wall of the bearing mounting groove, respectively, thereby preventing the second bearing 142 from moving away from the first bearing 141 along the axis of the first mounting shaft 12. The two sides of the other retaining ring 15 abut against the side of the fourth bearing 144 away from the third bearing 143 and the side wall of the bearing mounting groove, respectively, thereby preventing the fourth bearing 144 from moving away from the third bearing 143 along the axis of the second mounting shaft 13.

[0094] II. Vibration damping gear 2

[0095] The damping gear 2 is a component in the engine inertial force balancing system used to absorb crankshaft vibrations, thereby reducing noise.

[0096] The working principle of a piston engine is to convert the chemical energy of fuel into kinetic energy through combustion. In this process, the piston inside the engine cylinder converts its reciprocating linear motion into the rotational motion of the crankshaft via the connecting rod. During the engine's working cycle, the piston moves at very high and uneven speeds, generating significant reciprocating inertial forces on the piston, piston pin, and connecting rod. An inertial force balancing system is needed to balance these forces. However, when using a gear-driven inertial force balancing system, because most modern engines are direct-injection engines with significant crankshaft torsional vibration, a whine noise (whistling noise) can easily occur between the crankshaft's transmission gear ring and the drive gear of the engine's inertial force balancing system.

[0097] By setting the drive gear of the engine inertial force balancing system as a vibration damping gear, the gear meshing noise can be effectively reduced.

[0098] like Figure 3 As shown, the damping gear 2 includes a gear hub 21, a damping middle ring 22, and an external gear ring 23. The gear hub 21, the damping middle ring 22, and the external gear ring 23 are coaxially mounted, and the damping middle ring 22 is located between the gear hub 21 and the external gear ring 23. Figure 1 The gear hub 21 is fixedly connected to the first end of the first mounting shaft 12, and the external gear ring 23 is used to mesh with the gear ring fixedly connected to the crankshaft.

[0099] The number of teeth on the outer gear ring 23 is half the number of teeth on the transmission gear ring.

[0100] Thus, the crankshaft 100 vibrates, and since the transmission gear ring 101 is fixedly connected to the crankshaft 100, it will also vibrate. When the outer gear ring 23 and the transmission gear ring 101 are meshing, if the transmission gear ring 101 vibrates, the vibration is transmitted to the damping ring 22 through the outer gear ring 23. The damping ring 22 is elastic and undergoes elastic deformation under the vibration, thereby absorbing the vibration to a large extent and reducing the vibration transmitted from the outer gear ring 23 to the gear hub 21, thus effectively reducing gear meshing noise.

[0101] Furthermore, by setting the drive gear of the engine inertial force balancing system as a damping gear, the damping middle ring 22 of the damping gear 2 can undergo elastic deformation, which can improve the transmission efficiency between the transmission gear ring 101 and the outer gear ring 23. Therefore, it is not necessary to set the outer gear ring 23 as a helical gear. Setting a spur gear can ensure that the transmission gear ring 101 and the outer gear ring 23 have a high degree of engagement, which can improve the service life of the first mounting shaft 12.

[0102] Optionally, the gear hub 21 and the outer gear ring 23 can be formed by powder metallurgy sintering.

[0103] This improves the accuracy of the material composition ratio of the gear hub 21 and the outer gear ring 23, and ensures that each component is evenly dispersed in the gear hub 21 and the outer gear ring 23, thereby increasing the strength of the gear hub 21 and the outer gear ring 23.

[0104] Alternatively, the material of the damping ring 22 can be elastic rubber.

[0105] Alternatively, the material of the damping middle ring 22 can also be a high-temperature resistant elastic material.

[0106] In this way, when the engine is rotating at high speed, the elasticity of the damping ring 22 does not change, but undergoes elastic deformation under vibration, which can absorb vibration to a large extent and reduce the vibration transmitted from the outer gear ring 23 to the gear hub 21, thereby effectively reducing gear meshing noise.

[0107] III. First transmission gear 3 and second transmission gear 4

[0108] like Figure 4 As shown, the first transmission gear 3 is fixedly mounted on the first mounting shaft 12 and located on the side of the damping gear 2 away from the first end of the first mounting shaft 12. The second transmission gear 4 is fixedly mounted on the second mounting shaft 13 and located at the first end of the second mounting shaft 13. The first transmission gear 3 and the second transmission gear 4 have the same number of teeth and mesh with each other.

[0109] The first end of the first mounting shaft 12 and the first end of the second mounting shaft 13 are located on the same side.

[0110] Optionally, the first transmission gear 3 and the first mounting shaft 12 may be interference-fitted, and the second transmission gear 4 and the second mounting shaft 13 may be interference-fitted.

[0111] This prevents the first transmission gear 3 from axially moving on the first mounting shaft 12 and prevents the second transmission gear 4 from axially moving on the second mounting shaft 13.

[0112] Optionally, both the first transmission gear 3 and the second transmission gear 4 can be steel gears. For example, both the first transmission gear 3 and the second transmission gear 4 can be carbon steel gears, or both the first transmission gear 3 and the second transmission gear 4 can be alloy steel gears.

[0113] For example, the first transmission gear 3 and the second transmission gear 4 can both be surface hardened.

[0114] In this way, when the crankshaft 100 is rotating at high speed, both the first transmission gear 3 and the second transmission gear 4 can have high fatigue strength, thereby improving the service life of the first transmission gear 3 and the second transmission gear 4.

[0115] Optionally, both the first transmission gear 3 and the second transmission gear 4 are helical gears, with the helix angle of the first transmission gear 3 being the first helix angle and the helix angle of the second transmission gear 4 being the second helix angle.

[0116] The first helix angle and the second helix angle are equal.

[0117] This improves the transmission efficiency between the first transmission gear 3 and the second transmission gear 4.

[0118] For example, the values ​​of the first helix angle and the second helix angle can be in the range of 8° to 25°, such as 15°.

[0119] When the engine inertial force balancing system is in operation, the rotational speeds of the first mounting shaft 12 and the second mounting shaft 13 are both twice the rotational speed of the crankshaft 100. Since the rotational speeds of the first mounting shaft 12 and the second mounting shaft 13 are usually large, a larger helix angle can be selected, which can improve the meshing degree of the first transmission gear 3 and the second transmission gear 4.

[0120] IV. First eccentric component 5 and second eccentric component 6

[0121] like Figure 6 As shown, the first eccentric member 5 is located between the first bearing 141 and the second bearing 142 and is connected to the side wall of the first mounting shaft 12. The second eccentric member 6 is located between the third bearing 143 and the fourth bearing 144 and is connected to the side wall of the second mounting shaft 13. The first eccentric member 5 and the second eccentric member 6 have the same structure and are arranged opposite to each other.

[0122] The first eccentric component 5 and the second eccentric component 6 are both fan-shaped structural components with identical dimensions and structure. The axis of the first eccentric component 5 coincides with the axis of the first mounting shaft 12, and the axis of the second eccentric component 6 coincides with the axis of the second mounting shaft 13.

[0123] The central angles of the first eccentric member 5 and the second eccentric member 6 are within a first threshold range. The first threshold range can be 90° to 180°.

[0124] For example, the central angle of the first eccentric member 5 and the second eccentric member 6 can both be 120°.

[0125] By setting the first eccentric member 5 as a fan-shaped structure, the first eccentric member 5 can generate centrifugal force when rotating with the first mounting shaft 12. Similarly, by setting the second eccentric member 6 as a fan-shaped structure, the second eccentric member 6 can generate centrifugal force when rotating with the second mounting shaft 13. The resultant force of the centrifugal forces generated by the two can be used to counteract the second-order reciprocating inertial force generated by the engine, thereby eliminating the second-order vibration.

[0126] This application provides an engine inertial force balancing system, which includes a frame assembly 1, a damping gear 2, a first transmission gear 3, a second transmission gear 4, a first eccentric component 5, and a second eccentric component 6. The damping gear 2 includes a gear hub 21, a damping middle ring 22, and an external gear ring 23. The gear hub 21, the damping middle ring 22, and the external gear ring 23 are coaxially mounted, and the damping middle ring 22 is located between the gear hub 21 and the external gear ring 23. The gear hub 21 is fixedly connected to the first end of the first mounting shaft 12 of the frame assembly 1, and the external gear ring 23 meshes with the transmission gear ring fixedly connected to the crankshaft. In this way, when the engine crankshaft experiences torsional vibration, the transmission gear ring also experiences torsional vibration. This vibration is transmitted from the transmission gear ring 101 to the outer gear ring 23, and then from the outer gear ring 23 to the damping middle ring 22. Under the action of vibration, the damping middle ring 22 undergoes elastic deformation. Under the action of this elastic deformation, the position of the outer gear ring 23 changes in accordance with the vibration, so that the meshing degree between the outer gear ring 23 and the transmission gear ring 101 does not change, thereby effectively reducing noise.

[0127] The above description is merely an optional embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. An engine inertial force balancing system, characterized in that, The engine inertial force balancing system is applied to an inline four-cylinder engine. The engine inertial force balancing system includes a frame assembly (1), a damping gear (2), a first transmission gear (3), a second transmission gear (4), a first eccentric component (5), and a second eccentric component (6). The skeleton assembly (1) includes a housing (11), a first mounting shaft (12), a second mounting shaft (13), a first bearing (141), a second bearing (142), a third bearing (143), and a fourth bearing (144), and a plurality of retaining rings (15). The first mounting shaft (12) is rotatably mounted in the housing (11) via the first bearing (141) and the second bearing (142). The second mounting shaft (13) is rotatably mounted in the housing (11) via the third bearing (143) and the fourth bearing (144). The housing (11) has a bearing mounting groove inside. The first bearing (141) is located on the first transmission gear. (3) and the first eccentric member (5), and the first bearing (141) is interference-fitted with the first mounting shaft (12), the second bearing (142) is located on the side of the first eccentric member (5) away from the first transmission gear (3), and the second bearing (142) is clearance-fitted with the first mounting shaft (12) so that when the temperature rises, the gas between the first bearing (141) and the second bearing (142) can be heated and expanded and overflow through the gap, so as to keep the air pressure between the first bearing (141) and the second bearing (142) stable and reduce noise. The third bearing (143) is located between the second transmission gear (4) and the second eccentric member (6). The third bearing (143) is interference-fitted with the second mounting shaft (13), and the fourth bearing (144) is located on the side of the second eccentric member (6) away from the second transmission gear (4), and the fourth bearing (144) is clearance-fitted with the second mounting shaft (13) so that when the temperature rises, the gas between the third bearing (143) and the fourth bearing (144) can expand due to heat and overflow through the gap, keeping the air pressure between the third bearing (143) and the fourth bearing (144) stable and thus reducing noise. The plurality of retaining rings (15) are all circular ring structures with notches, and one of the retaining rings (15) is located on the second bearing (142). On the side away from the first bearing (141), and abutting against the sidewall of the second bearing (142) and the bearing mounting groove respectively, another retaining ring (15) is located on the side of the fourth bearing (144) away from the third bearing (143), and abutting against the sidewall of the fourth bearing (144) and the bearing mounting groove respectively. The housing (11) has a plurality of through holes (11a) in a direction perpendicular to the crankshaft. The plurality of through holes (11a) are used to slide in connection with the slide rod in the engine power system. The housing (11) can slide along the axial direction of the through holes (11a) to adjust the center distance between the transmission gear ring (101) fixedly connected to the crankshaft and the damping gear (2). The damping gear (2) includes a gear hub (21), a damping middle ring (22), and an external gear ring (23). The gear hub (21), the damping middle ring (22), and the external gear ring (23) are coaxially mounted, and the damping middle ring (22) is located between the gear hub (21) and the external gear ring (23). The gear hub (21) is fixedly connected to the first end of the first mounting shaft (12). The external gear ring (23) is used to mesh with the transmission gear ring (101). The number of teeth of the external gear ring (23) is half the number of teeth of the transmission gear ring. The gear hub (21) and the external gear ring (23) are formed by powder metallurgy sintering. The damping middle ring (22) is made of high-temperature resistant elastic material. The first transmission gear (3) is fixedly mounted on the first mounting shaft (12), and the second transmission gear (4) is fixedly mounted on the second mounting shaft (13). The first transmission gear (3) and the second transmission gear (4) have the same number of teeth and mesh with each other. The first eccentric member (5) is fixedly connected to the side of the first mounting shaft (12), and the second eccentric member (6) is fixedly connected to the side of the second mounting shaft (13). The first eccentric member (5) and the second eccentric member (6) have the same structure and are arranged opposite to each other.

2. The engine inertial force balancing system according to claim 1, characterized in that, Both the first transmission gear (3) and the second transmission gear (4) are steel gears.

3. The engine inertial force balancing system according to claim 1, characterized in that, Both the first transmission gear (3) and the second transmission gear (4) are helical gears. The helix angle of the first transmission gear (3) is the first helix angle, and the helix angle of the second transmission gear (4) is the second helix angle. The first helix angle and the second helix angle are equal.

4. The engine inertial force balancing system according to claim 1, characterized in that, The engine inertial force balancing system also includes two positioning pins (7). The housing (11) includes an upper housing (111) and a lower housing (112). The upper housing (111) and the lower housing (112) are detachably connected. The first surface of the upper housing (111) has two first positioning grooves (111a). The second surface of the lower housing (112) has two second positioning grooves (112a) at positions corresponding to the first positioning grooves. The positioning pins (7) are adapted to the first positioning grooves (111a) and the second positioning grooves (112a) and are located in the first positioning grooves (111a) and the second positioning grooves (112a). The first surface is the surface in contact between the upper housing (111) and the lower housing (112), and the second surface is the surface in contact between the lower housing (112) and the upper housing (111).

5. The engine inertial force balancing system according to claim 4, characterized in that, The through hole (11a) is perpendicular to the first surface.

6. A car, characterized in that, The vehicle includes an engine inertial force balancing system as described in any one of claims 1-5.

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