Internal combustion engine balancing method and equipment based on reciprocating inertial force system

Abstract

This application discloses a method and apparatus for balancing an internal combustion engine based on a reciprocating inertial force system, relating to the field of internal combustion engine balancing technology. The method includes: obtaining the reciprocating inertial mass to be balanced on the crankshaft of the internal combustion engine; determining a unit reciprocating inertial force based on the reciprocating inertial mass; determining the resultant force of the reciprocating inertial forces based on the unit reciprocating inertial force; determining the resultant torque of the reciprocating inertial forces based on the unit reciprocating inertial force when the resultant force is balanced; configuring a crankshaft balancing mechanism when the resultant torque is unbalanced, and determining a first-order reciprocating inertial torque balance rate based on the balancing mechanism; determining a torque non-uniformity coefficient when the first-order reciprocating inertial torque balance rate does not meet a preset balance rate threshold; and determining that the balancing performance design of the reciprocating inertial force system is complete when the torque non-uniformity coefficient meets a preset coefficient threshold. Through the above method, the reciprocating inertial force and reciprocating inertial torque are balanced, improving the balance of the internal combustion engine and enhancing its reliability and durability.

Description

Technical Field

[0001] This application relates to the field of internal combustion engine balancing technology, and in particular to internal combustion engine balancing methods and equipment based on reciprocating inertial force systems. Background Technology

[0002] During the cyclical operation of an internal combustion engine, the periodically changing rotational centrifugal force, reciprocating inertial force, and bending moment they generate directly affect the engine's balance performance. Poor engine balance leads to increased vibration, affecting the ride comfort and smoothness of the vehicle. It also accelerates component wear and may even cause fatigue failure, impacting the engine's reliability and durability. Furthermore, vibration generates noise, consumes energy, and affects the engine's power and fuel economy.

[0003] The above content is only used to help understand the technical solution of the present invention and does not represent an admission that the above content is prior art. Summary of the Invention

[0004] The main objective of this application is to provide a method and apparatus for balancing an internal combustion engine based on a reciprocating inertial force system, aiming to solve the technical problem of the influence of reciprocating inertial force on the balancing performance of an internal combustion engine in the prior art.

[0005] To achieve the above objectives, this application provides a method for balancing an internal combustion engine based on a reciprocating inertial force system, comprising:

[0006] Obtain the reciprocating inertial mass to be balanced of the internal combustion engine crankshaft, and determine the unit reciprocating inertial force based on the reciprocating inertial mass to be balanced;

[0007] Based on the unit reciprocating inertial force, the resultant force of the reciprocating inertial force is determined. The resultant force of the reciprocating inertial force includes the resultant force of the first-order reciprocating inertial force and the resultant force of the second-order reciprocating inertial force.

[0008] When the resultant force of reciprocating inertial forces is in equilibrium, the resultant torque of the reciprocating inertial forces is determined based on the unit reciprocating inertial force. The resultant torque of the reciprocating inertial forces includes the first-order resultant torque of the reciprocating inertial forces and the second-order resultant torque of the reciprocating inertial forces.

[0009] When the resultant torque of the reciprocating inertial force is unbalanced, a crankshaft balancing mechanism is configured, and the first-order reciprocating inertial torque balance rate is determined based on the balancing mechanism.

[0010] When the balance rate of the first-order reciprocating inertial torque does not meet the preset balance rate threshold, the torque non-uniformity coefficient is determined.

[0011] When the torque non-uniformity coefficient meets the preset coefficient threshold, the balance performance design of the reciprocating inertial force system is completed, and the crankshaft digital model and the balance mechanism digital model are generated to prepare an internal combustion engine with balance performance.

[0012] In one embodiment, the step of determining the unit reciprocating inertial force based on the reciprocating inertial mass to be balanced includes:

[0013] Obtain the first correspondence between the reciprocating inertial mass to be balanced, the center distance, the crankshaft speed, and the unit reciprocating inertial force. The reciprocating inertial mass to be balanced includes at least the equivalent mass of the connecting rod small end, the piston mass, the piston ring mass, the piston pin mass, and the mass of the auxiliary parts. The center distance includes at least the distance from the center of mass of the connecting rod small end to the center of rotation of the crankshaft, the distance from the center of mass of the piston to the center of rotation of the crankshaft, the distance from the center of mass of the piston ring to the center of rotation of the crankshaft, the distance from the center of mass of the piston pin to the center of rotation of the crankshaft, and the distance from the center of mass of the auxiliary parts to the center of rotation of the crankshaft.

[0014] The unit reciprocating inertial force is determined based on the reciprocating inertial mass to be balanced, the center distance, the crankshaft speed, and the first corresponding relationship.

[0015] In one embodiment, the step of determining the resultant force of the reciprocating inertial forces based on the unit reciprocating inertial force includes:

[0016] Based on the correspondence between the unit reciprocating inertial force, the angle between cranks, the firing order and the first-order reciprocating inertial force of the crank, as well as the correspondence between the first-order reciprocating inertial force of the crank and the resultant force of the first-order reciprocating inertial force, a second correspondence between the unit reciprocating inertial force, the angle between cranks, the firing order and the resultant force of the first-order reciprocating inertial force is determined.

[0017] The resultant force of the first-order reciprocating inertial force is determined based on the unit reciprocating inertial force, the angle between the bends, the firing sequence, and the second correspondence.

[0018] Based on the correspondence between the unit reciprocating inertial force, the angle between cranks, the firing order, the crank radius, the connecting rod length and the second-order reciprocating inertial force of the crank, as well as the correspondence between the second-order reciprocating inertial force of the crank and the resultant force of the second-order reciprocating inertial force, a third correspondence between the unit reciprocating inertial force, the angle between cranks, the firing order, the crank radius, the connecting rod length and the resultant force of the second-order reciprocating inertial force is determined.

[0019] The resultant force of the second-order reciprocating inertial force is determined based on the unit reciprocating inertial force, the angle between cranks, the firing order, the crank radius, the connecting rod length, and the third correspondence.

[0020] In one embodiment, the step of determining the resultant torque of the reciprocating inertial force based on the unit reciprocating inertial force includes:

[0021] Based on the correspondence between unit reciprocating inertial force, the angle between cranks, the distance from the crank to the simplified torque center point, the firing order and the first-order reciprocating inertial torque of the crank, as well as the correspondence between the first-order reciprocating inertial torque of the crank and the resultant torque of the first-order reciprocating inertial force, a fourth correspondence between unit reciprocating inertial force, the angle between cranks, the distance from the crank to the simplified torque center point, the firing order and the resultant torque of the first-order reciprocating inertial force is determined.

[0022] The resultant torque of the first-order reciprocating inertial force is determined based on the unit reciprocating inertial force, the angle between the cranks, the distance from the crank to the simplified center of torque, the firing sequence, and the fourth correspondence.

[0023] Based on the correspondence between unit reciprocating inertial force, crank angle, distance from crank to simplified torque center point, firing order, crank radius, connecting rod length and second-order reciprocating inertial torque of crank, as well as the correspondence between second-order reciprocating inertial torque of crank and resultant torque of second-order reciprocating inertial force, the fifth correspondence between unit reciprocating inertial force, crank angle, distance from crank to simplified torque center point, firing order, crank radius, connecting rod length and resultant torque of second-order reciprocating inertial force is determined;

[0024] The resultant torque of the second-order reciprocating inertial force is determined based on the unit reciprocating inertial force, the angle between cranks, the distance from the crank to the simplified torque center point, the firing order, the crank radius, the connecting rod length, and the fifth correspondence.

[0025] In one embodiment, the step of determining the first-order reciprocating inertial moment balance rate based on the balancing mechanism includes:

[0026] According to the sixth correspondence between the resultant torque of the first-order reciprocating inertial force, the component of the resultant torque of the rotational centrifugal force of the balancing mechanism along the axial direction, and the balance rate of the first-order reciprocating inertial torque;

[0027] The balance rate of the first-order reciprocating inertial torque is determined based on the resultant torque of the first-order reciprocating inertial force, the component of the resultant torque of the rotational centrifugal force of the balancing mechanism along the axial direction, and the sixth correspondence.

[0028] In one embodiment, the step of determining the torque non-uniformity coefficient includes:

[0029] Obtain the seventh correspondence between the number of strokes, mean effective pressure, cylinder working volume, number of cylinders, engine speed, output torque and torque non-uniformity coefficient of an internal combustion engine;

[0030] The torque non-uniformity coefficient is determined based on the number of strokes, mean effective pressure, cylinder working volume, number of cylinders, engine speed, output torque, and the seventh correspondence.

[0031] In one embodiment, the method further includes:

[0032] When the resultant force of the first-order reciprocating inertial force is in equilibrium and the resultant force of the second-order reciprocating inertial force is in equilibrium, the equilibrium of the resultant force of the reciprocating inertial force is determined.

[0033] When the resultant force of the first-order reciprocating inertial force is balanced and the resultant force of the second-order reciprocating inertial force is unbalanced, the maximum amplitude of the second-order reciprocating inertial force and the maximum amplitude of the first-order reciprocating inertial force are obtained. When the maximum amplitude of the second-order reciprocating inertial force is less than or equal to the product of the maximum amplitude of the first-order reciprocating inertial force and the reciprocating inertial force balance coefficient, the resultant force of the reciprocating inertial force is determined to be balanced.

[0034] In one embodiment, the method further includes:

[0035] When the resultant torque of the first-order reciprocating inertial force is unbalanced, it is determined that the resultant torque of the reciprocating inertial force is unbalanced.

[0036] When the resultant torque of the first-order reciprocating inertial force is balanced and the resultant torque of the second-order reciprocating inertial force is unbalanced, the maximum amplitude of the second-order reciprocating inertial torque and the maximum amplitude of the first-order reciprocating inertial torque are obtained. When the maximum amplitude of the second-order reciprocating inertial torque is greater than the product of the maximum amplitude of the first-order reciprocating inertial torque and the balance coefficient of the reciprocating inertial torque, it is determined that the resultant torque of the reciprocating inertial force is unbalanced.

[0037] In one embodiment, the method further includes:

[0038] When the resultant force of reciprocating inertial forces is unbalanced, a crankshaft balancing mechanism is configured, and the balance of the resultant force of reciprocating inertial forces is re-determined.

[0039] Furthermore, to achieve the above objectives, this application also proposes an internal combustion engine balancing device based on a reciprocating inertial force system, the internal combustion engine balancing device based on a reciprocating inertial force system comprising:

[0040] The balance design module is used to obtain the reciprocating inertial mass to be balanced of the internal combustion engine crankshaft, and to determine the unit reciprocating inertial force based on the reciprocating inertial mass to be balanced.

[0041] The balance design module is also used to determine the resultant force of reciprocating inertial forces based on the unit reciprocating inertial force. The resultant force of reciprocating inertial forces includes the resultant force of first-order reciprocating inertial forces and the resultant force of second-order reciprocating inertial forces.

[0042] The balance design module is also used to determine the resultant torque of the reciprocating inertial force based on the unit reciprocating inertial force when the resultant force of the reciprocating inertial force is in equilibrium. The resultant torque of the reciprocating inertial force includes the first-order resultant torque of the reciprocating inertial force and the second-order resultant torque of the reciprocating inertial force.

[0043] The balance design module is also used to configure a crankshaft balancing mechanism when the resultant torque of reciprocating inertial forces is unbalanced, and to determine the first-order reciprocating inertial torque balance rate based on the balancing mechanism.

[0044] The torque verification module is used to determine the torque non-uniformity coefficient when the first-order reciprocating inertial torque balance rate does not meet the preset balance rate threshold.

[0045] The design application module is used to determine the balance performance design of the reciprocating inertial force system when the torque non-uniformity coefficient meets the preset coefficient threshold, and to generate the crankshaft digital model and the balance mechanism digital model to prepare an internal combustion engine with balanced performance.

[0046] Furthermore, to achieve the above objectives, this application also proposes an internal combustion engine balancing device based on a reciprocating inertial force system. The internal combustion engine balancing device based on a reciprocating inertial force system includes: a memory, a processor, and a computer program stored in the memory and executable on the processor. The computer program is configured to implement the steps of the internal combustion engine balancing method based on a reciprocating inertial force system as described above.

[0047] In addition, to achieve the above objectives, the present invention also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, it implements the steps of the internal combustion engine balancing method based on a reciprocating inertial force system as described above.

[0048] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the internal combustion engine balancing method based on a reciprocating inertial force system as described above.

[0049] This application provides a method for balancing an internal combustion engine based on a reciprocating inertial force system. The method involves obtaining the reciprocating inertial mass to be balanced on the crankshaft of the internal combustion engine; determining the unit reciprocating inertial force based on the unit reciprocating inertial force; determining the resultant force of the reciprocating inertial forces based on the unit reciprocating inertial force, which includes the resultant force of first-order and second-order reciprocating inertial forces; and determining the resultant torque of the reciprocating inertial forces based on the unit reciprocating inertial force when the resultant force is balanced, which includes the first-order reciprocating inertial force torque. The invention relates to the design of a crankshaft and a crankshaft balancing mechanism. The first-order reciprocating inertial force balance ratio is determined based on the crankshaft balancing mechanism when the reciprocating inertial force balance ratio is unbalanced. When the first-order reciprocating inertial force balance ratio does not meet a preset balance ratio threshold, a torque non-uniformity coefficient is determined. When the torque non-uniformity coefficient meets a preset coefficient threshold, the balance performance design of the reciprocating inertial force system is completed, generating a crankshaft digital model and a balancing mechanism digital model to prepare an internal combustion engine with balanced performance. This application can rationally design the crankshaft and crankshaft balancing mechanism to balance the reciprocating inertial force and reciprocating inertial torque, ensuring good balance performance of the internal combustion engine, avoiding strong vibration and noise, thereby improving the reliability and durability of the internal combustion engine, and solving the technical problem of reciprocating inertial force affecting the balance performance of the internal combustion engine. Attached Figure Description

[0050] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0051] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0052] Figure 1 This is a schematic flowchart of an embodiment of the internal combustion engine balancing method based on a reciprocating inertial force system of this application;

[0053] Figure 2 This is a schematic flowchart of Embodiment 2 of the internal combustion engine balancing method based on a reciprocating inertial force system of this application;

[0054] Figure 3 This is a flowchart illustrating Embodiment 3 of the internal combustion engine balancing method based on a reciprocating inertial force system of this application;

[0055] Figure 4 A simplified flowchart illustrating the internal combustion engine balancing method based on a reciprocating inertial force system provided in this application embodiment;

[0056] Figure 5 This is a schematic diagram of the module structure of the internal combustion engine balancing device based on a reciprocating inertial force system according to an embodiment of this application;

[0057] Figure 6 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the internal combustion engine balancing method based on a reciprocating inertial force system in the embodiments of this application.

[0058] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0059] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0060] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0061] The main solution of this application embodiment is as follows: Obtain the reciprocating inertial mass to be balanced of the internal combustion engine crankshaft; determine the unit reciprocating inertial force based on the reciprocating inertial mass; determine the resultant force of the reciprocating inertial forces based on the unit reciprocating inertial force, which includes the resultant force of the first-order reciprocating inertial forces and the resultant force of the second-order reciprocating inertial forces; when the resultant force of the reciprocating inertial forces is balanced, determine the resultant torque of the reciprocating inertial forces based on the unit reciprocating inertial force, which includes the resultant force of the first-order reciprocating inertial forces. The resultant torque of the second-order reciprocating inertial force is determined; when the resultant torque of the reciprocating inertial force is unbalanced, a crankshaft balancing mechanism is configured, and based on the balancing mechanism, the balance rate of the first-order reciprocating inertial torque is determined; when the balance rate of the first-order reciprocating inertial torque does not meet the preset balance rate threshold, the torque non-uniformity coefficient is determined; when the torque non-uniformity coefficient meets the preset coefficient threshold, the balance performance design of the reciprocating inertial force system is completed, and the crankshaft digital model and the balance mechanism digital model are generated to prepare an internal combustion engine with balance performance.

[0062] This application provides a solution that can rationally design the crankshaft and crankshaft balancing mechanism to balance reciprocating inertial forces and reciprocating inertial torques, ensuring that the internal combustion engine has good balance performance, avoiding strong vibrations and noise, thereby improving the reliability and durability of the internal combustion engine and solving the technical problem of reciprocating inertial forces affecting the balance performance of the internal combustion engine.

[0063] It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an electronic device capable of performing the above functions, such as an internal combustion engine balancing device based on a reciprocating inertial force system. This embodiment does not specifically limit it in this way. The following uses an internal combustion engine balancing device based on a reciprocating inertial force system as an example to describe this embodiment and the following embodiments.

[0064] This application provides a method for balancing an internal combustion engine based on a reciprocating inertial force system, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the internal combustion engine balancing method based on a reciprocating inertial force system of this application.

[0065] In this embodiment, the internal combustion engine balancing method based on a reciprocating inertial force system includes steps S10 to S60:

[0066] Step S10: Obtain the reciprocating inertial mass to be balanced of the internal combustion engine crankshaft, and determine the unit reciprocating inertial force based on the reciprocating inertial mass to be balanced.

[0067] It should be noted that the reciprocating inertial mass to be balanced refers to the reciprocating inertial mass that needs to be balanced, which includes at least the equivalent mass of the connecting rod small end, the piston mass, the piston ring mass, the piston pin mass, and the mass of auxiliary parts. This embodiment does not specifically limit this.

[0068] In one feasible implementation, step S10 may include steps S101 to S102:

[0069] Step S101: Obtain the first correspondence between the reciprocating inertial mass to be balanced, the center distance, the crankshaft speed, and the unit reciprocating inertial force;

[0070] It should be noted that the center distance includes at least the distance from the center of mass of the connecting rod small end to the center of rotation of the crankshaft, the distance from the center of mass of the piston to the center of rotation of the crankshaft, the distance from the center of mass of the piston ring to the center of rotation of the crankshaft, the distance from the center of mass of the piston pin to the center of rotation of the crankshaft, and the distance from the center of mass of the auxiliary parts to the center of rotation of the crankshaft. This embodiment does not make specific limitations on this.

[0071] Additionally, it should be noted that the first correspondence between the reciprocating inertial mass to be balanced, the center distance, the crankshaft speed, and the unit reciprocating inertial force, i.e., the calculation formula for the unit reciprocating inertial force, is as follows:

[0072]

[0073] In the formula, c represents the unit reciprocating inertial force, and m s_rod For the equivalent mass of the small end of the connecting rod, m pist For the piston mass, m ring For the piston ring mass, m p_pin For the piston pin mass, m acc For the mass of auxiliary parts, r s_rod r is the distance from the center of mass of the connecting rod small end to the center of rotation of the crankshaft. pist r is the distance from the piston's center of mass to the crankshaft's center of rotation. ring r is the distance from the center of mass of the piston ring to the center of rotation of the crankshaft. p_pin r is the distance from the piston pin's center of mass to the crankshaft's center of rotation. acc The distance from the center of mass of the auxiliary part to the center of rotation of the crankshaft is denoted by n, and the crankshaft speed is denoted by n.

[0074] Step S102: Determine the unit reciprocating inertial force based on the reciprocating inertial mass to be balanced, the center distance, the crankshaft speed, and the first correspondence.

[0075] It is understandable that by substituting the equivalent mass of the connecting rod small end, the piston mass, the piston ring mass, the piston pin mass, and the mass of the auxiliary parts into the aforementioned first correspondence, and by substituting the distances from the center of mass of the connecting rod small end to the crankshaft rotation center, the distances from the center of mass of the piston to the crankshaft rotation center, the distances from the center of mass of the piston ring to the crankshaft rotation center, the distances from the center of mass of the piston pin to the crankshaft rotation center, and the distances from the center of mass of the auxiliary parts to the crankshaft rotation center into the aforementioned first correspondence, and by substituting the corresponding crankshaft speeds into the aforementioned first correspondence, the unit reciprocating inertial force can be calculated. The specific values ​​of the reciprocating inertial mass to be balanced and the center distance can be determined based on the design parameters of the relevant components of the crank-connecting rod mechanism.

[0076] Step S20: Based on the unit reciprocating inertial force, determine the resultant force of the reciprocating inertial force, which includes the resultant force of the first-order reciprocating inertial force and the resultant force of the second-order reciprocating inertial force.

[0077] It should be noted that due to the periodicity of the internal combustion engine's operation and the periodicity of the excitation force, the reciprocating inertial force can be expressed according to the simple harmonic law as the vector sum of the first-order and second-order reciprocating inertial forces that vary with the crankshaft angle. The reciprocating inertial force is always along the cylinder axis. The first-order reciprocating inertial force is the projection of the vector c rotating at the crankshaft's angular velocity onto the cylinder axis, and the second-order reciprocating inertial force is the projection of the vector rc / L rotating at twice the crankshaft's angular velocity onto the cylinder axis. Here, r is the crank radius, L is the connecting rod length (the distance between the centers of the big and small ends of the connecting rod), and c is the unit reciprocating inertial force. Therefore, the first-order and second-order reciprocating inertial forces satisfy the following calculation relationship:

[0078]

[0079] In the formula, F jI For a first-order reciprocating inertial force, F jII is the second-order reciprocating inertial force, r is the crank radius, L is the connecting rod length, and c is the unit reciprocating inertial force.

[0080] In one feasible implementation, step S20 may include steps S201 to S204:

[0081] Step S201: Based on the correspondence between the unit reciprocating inertial force, the angle between cranks, the firing order and the first-order reciprocating inertial force of the crank, and the correspondence between the first-order reciprocating inertial force of the crank and the resultant force of the first-order reciprocating inertial force, determine the second correspondence between the unit reciprocating inertial force, the angle between cranks, the firing order and the resultant force of the first-order reciprocating inertial force.

[0082] It should be noted that by using the complex number analytical method to analyze the reciprocating inertial force and resultant force of an arbitrary multi-crankshaft, the calculation relationship that the first-order and second-order reciprocating inertial forces of the crankshafts must satisfy can be obtained. The correspondence between the unit reciprocating inertial force, the angle between cranks, the firing order, and the first-order reciprocating inertial force of the crankshaft, i.e., the calculation relationship of the first-order reciprocating inertial force of the crankshaft, is as follows:

[0083]

[0084] In the formula, Let c be the first-order reciprocating inertial force of each crank, z be the unit reciprocating inertial force, and δ be the number of cranks. (z) Let be the angle between bends, representing the spatial angle between the z-th bend and the 1st bend. The superscript (z) indicates the firing order, which is closely related to the arrangement and relative positions of the bends. A certain arrangement of bends determines the order in which each bend reaches its top endpoint, thus determining the possible firing order. i is the imaginary unit. This is the crankshaft rotation angle corresponding to cylinder 1 being at top dead center. Therefore, Understandable, This can be represented as the change in the direction of the first-order reciprocating inertial force vector of each crankshaft being synchronized with the crankshaft rotation angle. The resultant force of the first-order reciprocating inertial force is the vector sum of all the first-order reciprocating inertial forces. Therefore, the correspondence between the first-order reciprocating inertial force of the crankshaft and the resultant force of the first-order reciprocating inertial force is that the resultant force of the first-order reciprocating inertial force is equal to the vector sum of the first-order reciprocating inertial forces of the crankshaft.

[0085] Understandably, based on the correspondence between the unit reciprocating inertial force, the angle between cranks, the firing order, and the first-order reciprocating inertial force of the crank, we can use the unit reciprocating inertial force, the angle between cranks, and the firing order to represent the first-order reciprocating inertial force of each crank. Substituting these values ​​into the correspondence between the first-order reciprocating inertial force and the resultant force of the first-order reciprocating inertial forces, we can obtain the second correspondence between the unit reciprocating inertial force, the angle between cranks, the firing order, and the resultant force of the first-order reciprocating inertial forces, as shown below:

[0086]

[0087] Where R jI Let c be the resultant force of first-order reciprocating inertial forces, c be the unit reciprocating inertial force, and z be the number of cranks. δ is the crankshaft rotation angle corresponding to cylinder 1 being at top dead center. (z) The angle between bends is represented by the superscript (z), which indicates the firing order.

[0088] Step S202: Determine the resultant force of the first-order reciprocating inertial force based on the unit reciprocating inertial force, the angle between the cranks, the firing sequence, and the second correspondence.

[0089] Understandably, by substituting the corresponding unit reciprocating inertial force, the angle between bends, and the firing sequence into the second correspondence mentioned above, the resultant force of the first-order reciprocating inertial force can be calculated.

[0090] Step S203: Based on the correspondence between the unit reciprocating inertial force, the angle between cranks, the firing order, the crank radius, the connecting rod length and the second-order reciprocating inertial force of the crank, as well as the correspondence between the second-order reciprocating inertial force of the crank and the resultant force of the second-order reciprocating inertial force, determine the third correspondence between the unit reciprocating inertial force, the angle between cranks, the firing order, the crank radius, the connecting rod length and the resultant force of the second-order reciprocating inertial force;

[0091] It should be noted that the calculation formulas for unit reciprocating inertial force, crank angle, firing order, crank radius, connecting rod length, and the second-order reciprocating inertial force of the crank are as follows:

[0092]

[0093] In the formula, Let c be the second-order reciprocating inertial force of each crank, z be the unit reciprocating inertial force, and δ be the number of cranks. (z) The angle between bends is represented by the superscript (z), which indicates the firing order. Let r be the crankshaft angle corresponding to cylinder 1 being at top dead center, r be the crank radius, and L be the connecting rod length. The resultant force of the second-order reciprocating inertial forces is the vector sum of all second-order reciprocating inertial forces. Therefore, the correspondence between the second-order reciprocating inertial forces of the crank and the resultant force of the second-order reciprocating inertial forces is that the resultant force of the second-order reciprocating inertial forces is equal to the vector sum of the second-order reciprocating inertial forces of the crank.

[0094] Understandably, based on the correspondence between unit reciprocating inertial force, crank angle, firing order, crank radius, connecting rod length, and second-order reciprocating inertial force of the crank, we can use unit reciprocating inertial force, crank angle, firing order, crank radius, and connecting rod length to represent the second-order reciprocating inertial force of each crank. Substituting these values ​​into the correspondence between the second-order reciprocating inertial force and the resultant force of the second-order reciprocating inertial forces, we can obtain a third correspondence between unit reciprocating inertial force, crank angle, firing order, crank radius, connecting rod length, and the resultant force of the second-order reciprocating inertial forces, as shown below:

[0095]

[0096] Where R jII The resultant force is the second-order reciprocating inertial force, where c is the unit reciprocating inertial force, z is the number of cranks, and δ is the resultant force. (z) The angle between bends is represented by the superscript (z), which indicates the firing order. , where r is the crankshaft angle corresponding to cylinder 1 being at top dead center, r is the crank radius, and L is the connecting rod length.

[0097] Step S204: Determine the resultant force of the second-order reciprocating inertial force based on the unit reciprocating inertial force, the angle between cranks, the firing order, the crank radius, the connecting rod length, and the third correspondence.

[0098] Understandably, by substituting the corresponding unit reciprocating inertial force, the angle between cranks, the firing order, the crank radius, and the connecting rod length into the third correspondence mentioned above, the resultant force of the second-order reciprocating inertial force can be calculated.

[0099] Step S30: When the resultant force of the reciprocating inertial force is in equilibrium, the resultant torque of the reciprocating inertial force is determined based on the unit reciprocating inertial force. The resultant torque of the reciprocating inertial force includes the resultant torque of the first-order reciprocating inertial force and the resultant torque of the second-order reciprocating inertial force.

[0100] It should be noted that when the resultant force of the first-order reciprocating inertial force is in equilibrium and the resultant force of the second-order reciprocating inertial force is in equilibrium, the resultant force of the reciprocating inertial force is determined to be in equilibrium. When the resultant force of the first-order reciprocating inertial force is in equilibrium but the resultant force of the second-order reciprocating inertial force is not in equilibrium, the maximum amplitude of the second-order reciprocating inertial force and the maximum amplitude of the first-order reciprocating inertial force are obtained. When the maximum amplitude of the second-order reciprocating inertial force is less than or equal to the product of the maximum amplitude of the first-order reciprocating inertial force and the equilibrium coefficient of the reciprocating inertial force, the resultant force of the reciprocating inertial force is determined to be in equilibrium.

[0101] Understandably, if the net force of the first-order reciprocating inertial forces is equal to 0, then the net force of the first-order reciprocating inertial forces is considered to be in equilibrium; if the net force of the first-order reciprocating inertial forces is not equal to 0, then the net force of the first-order reciprocating inertial forces is considered to be in equilibrium. Similarly, if the net force of the second-order reciprocating inertial forces is equal to 0, then the net force of the second-order reciprocating inertial forces is considered to be in equilibrium; if the net force of the second-order reciprocating inertial forces is not equal to 0, then the net force of the second-order reciprocating inertial forces is considered to be in equilibrium.

[0102] It should be understood that whether the resultant force of reciprocating inertial forces is balanced needs to be determined based on the resultant forces of the first and second orders of reciprocating inertial forces. When both the resultant forces of the first and second orders of reciprocating inertial forces are balanced, the reciprocating inertial forces are considered balanced; that is, when both the resultant forces of the first and second orders of reciprocating inertial forces are equal to zero, the reciprocating inertial forces are balanced. Since the amplitude of the second-order reciprocating inertial force is relatively small, it is allowed to exist independently without specific balance requirements. Therefore, when the resultant forces of the first and second orders of reciprocating inertial forces are balanced but unbalanced, the balance of the reciprocating inertial forces requires that Max(R) be satisfied. jII )≤μ1Max(R jI ), Max(R) jI ) represents the maximum amplitude of the first-order reciprocating inertial force, Max(R) JII) represents the maximum amplitude of the second-order reciprocating inertial force, and μ1 represents the reciprocating inertial force balance coefficient. In other words, when the resultant force of the first-order reciprocating inertial force is equal to 0 and the resultant force of the second-order reciprocating inertial force is not equal to 0, the maximum amplitude of the second-order reciprocating inertial force must be less than or equal to the product of the maximum amplitude of the first-order reciprocating inertial force and the reciprocating inertial force balance coefficient for the resultant force of the reciprocating inertial force to be in balance.

[0103] Correspondingly, when the resultant force of the first-order reciprocating inertial force is unbalanced, regardless of whether the resultant force of the second-order reciprocating inertial force is balanced, it is considered that the resultant force of the reciprocating inertial force is unbalanced. When the resultant force of the first-order reciprocating inertial force is balanced but the resultant force of the second-order reciprocating inertial force is unbalanced, if the maximum amplitude of the second-order reciprocating inertial force is greater than the product of the maximum amplitude of the first-order reciprocating inertial force and the reciprocating inertial force balance coefficient, the resultant force of the reciprocating inertial force is unbalanced. The specific value of the reciprocating inertial force balance coefficient can be flexibly set according to actual needs and is not specifically limited. For example, μ1 = 0.3. In this case, if R jI =0, R jII ≠0, Max(R) jII )>0.3Max(R jI If R..., then the resultant force of the reciprocating inertial forces is unbalanced. jI =0, R jII ≠0, Max(R) jII )≤0.3Max(R jI If the resultant force of the reciprocating inertial forces is balanced, then the reciprocating inertial forces are in equilibrium.

[0104] In one feasible implementation, step S30 may include steps S301 to S304:

[0105] Step S301: Based on the correspondence between the unit reciprocating inertial force, the angle between cranks, the distance from the crank to the simplified torque center point, the firing order and the first-order reciprocating inertial torque of the crank, and the correspondence between the first-order reciprocating inertial torque of the crank and the resultant torque of the first-order reciprocating inertial force, determine the fourth correspondence between the unit reciprocating inertial force, the angle between cranks, the distance from the crank to the simplified torque center point, the firing order and the resultant torque of the first-order reciprocating inertial force;

[0106] It should be noted that the resultant force of the first-order reciprocating inertial force and the resultant force of the second-order reciprocating inertial force both act on the cylinder axis, and the resulting longitudinal resultant torque vector lies in the direction perpendicular to the cylinder axis plane, referred to as the first-order reciprocating inertial torque and the second-order reciprocating inertial torque. Using the complex number analytical method, the reciprocating inertial torque of any multi-crankshaft can be analyzed to obtain the calculation relationship that the first-order reciprocating inertial torque and the second-order reciprocating inertial torque of the crankshaft must satisfy.

[0107] Additionally, it should be noted that the correspondence between the unit reciprocating inertial force, the angle between cranks, the distance from the crank to the simplified center of torque, the firing order, and the first-order reciprocating inertial torque of the crank, i.e., the calculation formula for the first-order reciprocating inertial torque of the crank, is as follows:

[0108]

[0109] In the formula, Let c be the first-order reciprocating inertial torque of each crank, z be the unit reciprocating inertial force, and δ be the number of cranks. (z) The angle between bends is represented by the superscript (z), which indicates the firing order. Let a1, ... a be the crankshaft rotation angle corresponding to cylinder 1 being at top dead center. z This represents the distance from each crank to the simplified center point of the torque. The resultant torque of the first-order reciprocating inertial force is the vector sum of all first-order reciprocating inertial torques. Therefore, the correspondence between the first-order reciprocating inertial torque of the crank and the resultant torque of the first-order reciprocating inertial force is that the resultant torque of the first-order reciprocating inertial force is equal to the vector sum of the first-order reciprocating inertial torques of the crank.

[0110] Understandably, based on the correspondence between unit reciprocating inertial force, the angle between cranks, the distance from the crank to the simplified torque center point, the firing order, and the first-order reciprocating inertial torque of the crank, the first-order reciprocating inertial torque of each crank can be represented using these parameters. Substituting these parameters into the correspondence between the first-order reciprocating inertial torque of the crank and the resultant torque of the first-order reciprocating inertial force, a fourth correspondence between unit reciprocating inertial force, the angle between cranks, the distance from the crank to the simplified torque center point, the firing order, and the resultant torque of the first-order reciprocating inertial force can be obtained, as shown below:

[0111]

[0112] In the formula, M jI The first-order reciprocating inertial force torque is represented by c, where c is the unit reciprocating inertial force, z is the number of cranks, and δ is the torque of the first-order reciprocating inertial force. (z) The angle between bends is represented by the superscript (z), which indicates the firing order. Let a1, ... a be the crankshaft rotation angle corresponding to cylinder 1 being at top dead center. z This represents the distance from each crankshaft to the simplified torque center point.

[0113] Step S302: Determine the resultant torque of the first-order reciprocating inertial force based on the unit reciprocating inertial force, the angle between cranks, the distance from the crank to the simplified torque center point, the firing sequence, and the fourth correspondence.

[0114] Understandably, by substituting the corresponding unit reciprocating inertial force, the angle between cranks, the distance from the crank to the simplified center point of the torque, and the firing sequence into the fourth correspondence mentioned above, the resultant torque of the first-order reciprocating inertial force can be calculated.

[0115] Step S303: Based on the correspondence between the unit reciprocating inertial force, the angle between cranks, the distance from the crank to the simplified torque center point, the firing order, the crank radius, the connecting rod length, and the second-order reciprocating inertial torque of the crank, as well as the correspondence between the second-order reciprocating inertial torque of the crank and the resultant torque of the second-order reciprocating inertial force, determine the fifth correspondence between the unit reciprocating inertial force, the angle between cranks, the distance from the crank to the simplified torque center point, the firing order, the crank radius, the connecting rod length, and the resultant torque of the second-order reciprocating inertial force;

[0116] It should be noted that the correspondence between the unit reciprocating inertial force, the angle between cranks, the distance from the crank to the simplified torque center point, the firing order, the crank radius, the connecting rod length, and the second-order reciprocating inertial torque of the crank is the formula for calculating the second-order reciprocating inertial torque of the crank. The resultant torque of the second-order reciprocating inertial force is the vector sum of all second-order reciprocating inertial torques. Therefore, the correspondence between the second-order reciprocating inertial torque of the crank and the resultant torque of the second-order reciprocating inertial force is that the resultant torque of the second-order reciprocating inertial force is equal to the vector sum of the second-order reciprocating inertial torques of the crank.

[0117] Understandably, based on the correspondence between unit reciprocating inertial force, crank angle, distance from crank to simplified torque center, firing order, crank radius, connecting rod length, and second-order reciprocating inertial torque of the crank, the second-order reciprocating inertial torque of each crank can be expressed using unit reciprocating inertial force, crank angle, distance from crank to simplified torque center, firing order, crank radius, and connecting rod length. Substituting these values ​​into the correspondence between the second-order reciprocating inertial torque of the crank and the resultant torque of the second-order reciprocating inertial force, a fifth correspondence between unit reciprocating inertial force, crank angle, distance from crank to simplified torque center, firing order, crank radius, connecting rod length, and the resultant torque of the second-order reciprocating inertial force can be obtained, as shown below:

[0118]

[0119] In the formula, M jII The resultant torque of the second-order reciprocating inertial force is represented by c, where c is the unit reciprocating inertial force, z is the number of cranks, and δ is the torque of the second-order reciprocating inertial force. (z) The angle between bends is represented by the superscript (z), which indicates the firing order. Let r be the crankshaft rotation angle corresponding to cylinder 1 being at top dead center, r be the crank radius, L be the connecting rod length, and a1,…a z This represents the distance from each crankshaft to the simplified torque center point.

[0120] Step S304: Determine the resultant torque of the second-order reciprocating inertial force based on the unit reciprocating inertial force, the angle between cranks, the distance from the crank to the simplified torque center point, the firing order, the crank radius, the connecting rod length, and the fifth correspondence.

[0121] Understandably, by substituting the corresponding unit reciprocating inertial force, the angle between cranks, the distance from the crank to the simplified torque center point, the firing order, the crank radius, and the connecting rod length into the fifth correspondence mentioned above, the resultant torque of the second-order reciprocating inertial force can be calculated.

[0122] In one feasible implementation, when the resultant force of the reciprocating inertial forces is unbalanced, a crankshaft balancing mechanism is configured, and the balance of the resultant force of the reciprocating inertial forces is re-determined.

[0123] It is understandable that reciprocating inertial forces cannot be balanced by using a crankshaft with counterweights, because reciprocating inertial forces cannot be balanced by a single rotational centrifugal force; they can only be balanced by a single reciprocating inertial force of equal magnitude but opposite direction. In this embodiment, when the resultant force of the reciprocating inertial forces is unbalanced, a crankshaft balancing mechanism is configured, and the balance of the resultant force of the reciprocating inertial forces is reassessed. If balanced, step S30 is executed; if unbalanced, the balancing mechanism is further optimized until the resultant force of the reciprocating inertial forces is balanced.

[0124] It should be noted that the balancing mechanism usually refers to the balance shaft structure, which comes in various forms and has a complex structure. On the one hand, we need to consider its structural complexity, space layout and design cost. On the other hand, we need to consider that the reciprocating inertial torque may increase the vibration and radiated noise of the internal combustion engine, affecting the ride comfort of the driver and passengers. Therefore, the balancing mechanism needs to be set up reasonably.

[0125] Step S40: When the resultant torque of the reciprocating inertial force is unbalanced, configure the crankshaft balancing mechanism and determine the first-order reciprocating inertial torque balance rate based on the balancing mechanism.

[0126] It should be noted that when the resultant torque of the first-order reciprocating inertial force is unbalanced, the resultant torque of the reciprocating inertial force is determined to be unbalanced; when the resultant torque of the first-order reciprocating inertial force is balanced but the resultant torque of the second-order reciprocating inertial force is unbalanced, the maximum amplitude of the second-order reciprocating inertial force and the maximum amplitude of the first-order reciprocating inertial force are obtained. When the maximum amplitude of the second-order reciprocating inertial force is greater than the product of the maximum amplitude of the first-order reciprocating inertial force and the balance coefficient of the reciprocating inertial force, the resultant torque of the reciprocating inertial force is determined to be unbalanced.

[0127] Understandably, if the resultant torque of the first-order reciprocating inertial force is equal to 0, it is considered that the resultant torque of the first-order reciprocating inertial force is in equilibrium; if the resultant torque of the first-order reciprocating inertial force is not equal to 0, it is considered that the resultant torque of the first-order reciprocating inertial force is unbalanced. Similarly, if the resultant torque of the second-order reciprocating inertial force is equal to 0, it is considered that the resultant torque of the second-order reciprocating inertial force is in equilibrium; if the resultant torque of the second-order reciprocating inertial force is not equal to 0, it is considered that the resultant torque of the second-order reciprocating inertial force is unbalanced.

[0128] It should be understood that whether the resultant torque of the reciprocating inertial forces is balanced needs to be determined based on the resultant torques of the first-order and second-order reciprocating inertial forces. When the resultant torque of the first-order reciprocating inertial forces is unbalanced, regardless of whether the resultant torque of the second-order reciprocating inertial forces is balanced, the resultant torque of the reciprocating inertial forces is considered unbalanced. In other words, as long as the resultant torque of the first-order reciprocating inertial forces is not equal to 0, the resultant torque of the reciprocating inertial forces is unbalanced. Since the amplitude of the second-order reciprocating inertial force is relatively small, it is allowed to exist on its own without specific balance requirements. Therefore, when the resultant torque of the first-order reciprocating inertial forces is balanced but the resultant torque of the second-order reciprocating inertial forces is unbalanced, the balance of the resultant torque of the reciprocating inertial forces needs to satisfy Max(M) jII )≤μ2Max(M jI ), Max(M jI ) represents the maximum amplitude of the first-order reciprocating inertial torque, Max(M) jII ) represents the maximum amplitude of the second-order reciprocating inertial torque, and μ2 represents the reciprocating inertial torque balance coefficient. That is to say, when the resultant torque of the first-order reciprocating inertial force is equal to 0 and the resultant torque of the second-order reciprocating inertial force is not equal to 0, the maximum amplitude of the second-order reciprocating inertial torque must be less than or equal to the product of the maximum amplitude of the first-order reciprocating inertial torque and the reciprocating inertial torque balance coefficient for the resultant torque of the reciprocating inertial force to be balanced. When the maximum amplitude of the second-order reciprocating inertial torque is greater than the product of the maximum amplitude of the first-order reciprocating inertial torque and the reciprocating inertial torque balance coefficient, the resultant torque of the reciprocating inertial force is unbalanced.

[0129] Correspondingly, when the resultant torque of the first-order reciprocating inertial force is balanced and the resultant torque of the second-order reciprocating inertial force is balanced, the resultant torque of the reciprocating inertial force is balanced. When the resultant torque of the first-order reciprocating inertial force is balanced but the resultant torque of the second-order reciprocating inertial force is unbalanced, if the maximum amplitude of the second-order reciprocating inertial torque is less than or equal to the product of the maximum amplitude of the first-order reciprocating inertial torque and the reciprocating inertial torque balance coefficient, the resultant torque of the reciprocating inertial force is balanced. The specific value of the reciprocating inertial torque balance coefficient can be flexibly set according to actual needs and is not specifically limited. For example, 0.25, where M... jI =0, M jII ≠0, Max(M) jII )>0.25Max(M jI If the resultant torque of the reciprocating inertial force is unbalanced, then M jI =0, M jII ≠0, Max(M) jII )≤0.25Max(M jI If the resultant torque of the reciprocating inertial forces is balanced, then the reciprocating inertial forces are in equilibrium.

[0130] In one feasible implementation, the step of determining the first-order reciprocating inertial torque balance rate based on the balancing mechanism may include steps S401 to S402:

[0131] Step S401: According to the sixth correspondence between the resultant torque of the first-order reciprocating inertial force, the component of the resultant torque of the rotational centrifugal force of the balancing mechanism along the axial direction, and the balance rate of the first-order reciprocating inertial torque.

[0132] It should be noted that a crankshaft balancing mechanism is configured when the resultant torque of the reciprocating inertial forces is unbalanced. When configuring the crankshaft balancing mechanism, if a balancing mechanism did not previously exist, it is configured directly according to actual needs. If a balancing mechanism already exists, it is checked / optimized to determine whether the resultant torque of the reciprocating inertial forces is balanced. If balanced, the design of the reciprocating inertial force system's balance performance is completed, and a crankshaft digital model and a balancing mechanism digital model are generated to prepare an internal combustion engine with balanced performance. If unbalanced, the first-order reciprocating inertial torque balance rate is re-determined based on the balancing mechanism. This embodiment uses the first-order reciprocating inertial torque balance rate as a metric to determine the balance of the resultant torque of the reciprocating inertial forces after optimizing the crankshaft balancing mechanism.

[0133] Additionally, it should be noted that the sixth correspondence between the resultant torque of the first-order reciprocating inertial force, the component of the resultant torque of the rotational centrifugal force of the balancing mechanism along the axial direction, and the balance rate of the first-order reciprocating inertial force, i.e., the calculation formula for the balance rate of the first-order reciprocating inertial force, is as follows:

[0134]

[0135] In the formula, K represents the first-order reciprocating inertial torque balance rate, and M... jI M represents the resultant torque of the first-order reciprocating inertial force. p_H This represents the component of the resultant torque of the rotational centrifugal force of the balancing mechanism along the axial direction.

[0136] Step S402: Determine the balance rate of the first-order reciprocating inertial torque based on the resultant torque of the first-order reciprocating inertial force, the component of the resultant torque of the rotational centrifugal force of the balancing mechanism along the axial direction, and the sixth correspondence.

[0137] It is understandable that by substituting the components of the first-order reciprocating inertial force resultant torque and the rotational centrifugal force resultant torque of the balancing mechanism along the axial direction into the sixth correspondence mentioned above, the balance rate of the first-order reciprocating inertial torque can be calculated.

[0138] Step S50: When the balance rate of the first-order reciprocating inertial torque does not meet the preset balance rate threshold, determine the torque non-uniformity coefficient;

[0139] It should be noted that the preset balance rate threshold is the pre-set balance rate to be achieved, and the specific value is generally set according to the product's design and development goals. A balance rate of 100% indicates that the resultant torque of the reciprocating inertial force is fully balanced, and a balance rate of 50% indicates that the resultant torque of the reciprocating inertial force is partially balanced. In this embodiment, the preset balance rate threshold is set to 50%. If the balance rate is less than 50%, it is considered that the balance rate does not meet the preset balance rate threshold, and the balance of the resultant torque of the reciprocating inertial force does not meet the target. At this time, it is necessary to further evaluate the torque non-uniformity coefficient to ensure that the torque non-uniformity is within the allowable range. If the balance rate is greater than or equal to 50%, it is considered that the balance rate meets the preset balance rate threshold, and the balance of the resultant torque of the reciprocating inertial force meets the target.

[0140] In one feasible implementation, the step of determining the torque non-uniformity coefficient may include steps S501 to S502:

[0141] Step S501: Obtain the seventh correspondence between the number of strokes of the internal combustion engine, the average effective pressure, the working volume of the internal combustion engine cylinder, the number of cylinders, the internal combustion engine speed, the output torque and the torque non-uniformity coefficient;

[0142] It should be noted that the torque non-uniformity coefficient, or torque non-uniformity, is related to the seventh correspondence between the number of internal combustion engine strokes, mean effective pressure, internal combustion engine cylinder working volume, number of cylinders, internal combustion engine speed, output torque, and the torque non-uniformity coefficient. The formula for calculating the torque non-uniformity coefficient is shown below:

[0143]

[0144] In the formula, τ is the number of strokes in the internal combustion engine, and p i For the average effective pressure, V s Let z be the working volume of the internal combustion engine cylinder, z be the number of cylinders, n be the engine speed, and M be the displacement of the internal combustion engine cylinder. i For the output torque, max(M) i ) represents the maximum output torque, min(M) i (∑M) represents the minimum output torque. m σ represents the average output torque, and σ is the torque non-uniformity coefficient.

[0145] Step S502: Determine the torque non-uniformity coefficient based on the number of internal combustion engine strokes, mean effective pressure, internal combustion engine cylinder working volume, number of cylinders, internal combustion engine speed, output torque, and the seventh correspondence.

[0146] In the formula, the number of internal combustion engine strokes, mean effective pressure, internal combustion engine cylinder working volume, number of cylinders, internal combustion engine speed, maximum, minimum and average output torque are substituted into the above seventh correspondence to calculate the torque non-uniformity coefficient.

[0147] In this embodiment, in the case where the resultant torque of the reciprocating inertial force is not completely balanced, the balance performance of the internal combustion engine is checked by the torque non-uniformity coefficient to avoid strong vibration and noise, and to ensure the power and economy of the internal combustion engine.

[0148] Step S60: When the torque non-uniformity coefficient meets the preset coefficient threshold, the balance performance design of the reciprocating inertial force system is completed, and the crankshaft digital model and the balance mechanism digital model are generated to prepare an internal combustion engine with balance performance.

[0149] It should be noted that the essence of the balance performance of an internal combustion engine is the balance of the rotating centrifugal force system, the reciprocating inertial force system, and the uniformity of torque. This embodiment mainly focuses on the balance of the reciprocating inertial force system, which includes the balance of reciprocating inertial forces and torques. The resultant force and torque of the reciprocating inertial forces need to meet the balance requirements. However, torque cannot be absolutely balanced, and the torque non-uniformity must be ensured to be within the allowable range.

[0150] Additionally, it should be noted that the preset coefficient threshold is the pre-set design threshold for torque non-uniformity, which is the required value for torque non-uniformity. The specific value can be set according to actual conditions. If the torque non-uniformity is greater than or equal to the preset coefficient threshold, it means the torque non-uniformity coefficient meets the preset threshold, i.e., the torque non-uniformity is within the allowable range. At this point, the balance performance design of the reciprocating inertial force system is considered complete and can be applied. If the torque non-uniformity is less than the preset coefficient threshold, it means the torque non-uniformity coefficient does not meet the preset coefficient threshold, i.e., the torque non-uniformity is not within the allowable range. Further optimization is required in this case.

[0151] Understandably, once the balance performance design of the reciprocating inertial force system is completed, the corresponding crankshaft digital model and balance mechanism digital model can be generated, thus enabling production / installation, and ultimately resulting in an internal combustion engine with good balance performance.

[0152] In one feasible implementation, when the torque non-uniformity coefficient does not meet the preset coefficient threshold, the crankshaft balancing mechanism is optimized, and the balance of the resultant reciprocating inertial force is re-determined.

[0153] It is understandable that if the torque non-uniformity coefficient does not meet the preset coefficient threshold, it means that the torque non-uniformity is not within the allowable range and does not meet the requirements. At this time, it is necessary to further optimize the crankshaft balancing mechanism. After optimizing the balancing mechanism, it is necessary to re-determine whether the resultant force of the reciprocating inertial force is balanced. If the resultant force of the reciprocating inertial force is balanced, then return to step S30. If the resultant force of the reciprocating inertial force is unbalanced, then continue to optimize the crankshaft balancing mechanism.

[0154] This embodiment provides a method for balancing an internal combustion engine based on a reciprocating inertial force system. The method involves obtaining the reciprocating inertial mass to be balanced on the crankshaft of the internal combustion engine; determining the unit reciprocating inertial force based on the unit reciprocating inertial force; determining the resultant force of the reciprocating inertial forces based on the unit reciprocating inertial force, which includes the resultant force of first-order and second-order reciprocating inertial forces; and determining the resultant torque of the reciprocating inertial forces based on the unit reciprocating inertial force when the resultant force is balanced, which includes the first-order reciprocating inertial force torque. The design incorporates the resultant torque of inertial forces and the resultant torque of second-order reciprocating inertial forces. When the resultant torque of reciprocating inertial forces is unbalanced, a crankshaft balancing mechanism is configured, and based on this mechanism, the balance rate of the first-order reciprocating inertial torque is determined. If the balance rate of the first-order reciprocating inertial torque does not meet a preset balance rate threshold, a torque non-uniformity coefficient is determined. When the torque non-uniformity coefficient meets a preset coefficient threshold, the balance performance design of the reciprocating inertial force system is completed, generating a crankshaft digital model and a balancing mechanism digital model to fabricate an internal combustion engine with balanced performance. This allows for the rational design of the crankshaft and crankshaft balancing mechanism to balance reciprocating inertial forces and torques, ensuring good balance performance of the internal combustion engine, avoiding strong vibrations and noise, and thus improving the reliability and durability of the internal combustion engine.

[0155] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 2 Step S30 may include:

[0156] In step S40', when the resultant torque of the reciprocating inertial force is balanced, the balance performance design of the reciprocating inertial force system is determined, and the crankshaft digital model and the balance mechanism digital model are generated to prepare an internal combustion engine with balance performance.

[0157] It is understandable that when the resultant torque of the reciprocating inertial forces is balanced, the balance performance design of the reciprocating inertial force system can be considered complete, and it can be applied.

[0158] This embodiment provides a method for balancing an internal combustion engine based on a reciprocating inertial force system. It can rationally design the crankshaft and crankshaft balancing mechanism to balance the reciprocating inertial force and reciprocating inertial torque, ensuring that the internal combustion engine has good balance performance, avoiding strong vibration and noise, thereby improving the reliability and durability of the internal combustion engine.

[0159] Based on the first embodiment of this application, in the third embodiment of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 3 Step S40 may include:

[0160] In step S50', when the first-order reciprocating inertial torque balance rate meets the preset balance rate threshold, the balance performance design of the reciprocating inertial force system is completed, and the crankshaft digital model and the balance mechanism digital model are generated to prepare an internal combustion engine with balance performance.

[0161] Understandably, if the balance rate of the first-order reciprocating inertial torque meets the preset balance rate threshold, that is, the balance rate of the first-order reciprocating inertial torque is greater than or equal to 50%, the resultant torque is balanced. At this point, it can be considered that the balance performance design of the reciprocating inertial force system is complete and can be applied.

[0162] This embodiment provides a method for balancing an internal combustion engine based on a reciprocating inertial force system. It can rationally design the crankshaft and crankshaft balancing mechanism to balance the reciprocating inertial force and reciprocating inertial torque, ensuring that the internal combustion engine has good balance performance, avoiding strong vibration and noise, thereby improving the reliability and durability of the internal combustion engine.

[0163] For example, to help understand the implementation process of the internal combustion engine balancing method based on a reciprocating inertial force system obtained by combining this embodiment with the above embodiments, please refer to... Figure 4 , Figure 4 A simplified flowchart of an internal combustion engine balancing method based on a reciprocating inertial force system is provided, specifically:

[0164] Based on the design parameters of the relevant components of the internal combustion engine, determine the reciprocating inertial mass that needs to be balanced and calculate the unit reciprocating inertial force. Calculate the resultant force of the reciprocating inertial forces using the unit reciprocating inertial force, and determine if the resultant force meets the balance conditions. If not, configure a crankshaft balancing mechanism and re-evaluate whether balance is achieved. If the resultant force meets the balance conditions, calculate the resultant torque of the reciprocating inertial forces using the unit reciprocating inertial force. If the resultant torque meets the balance conditions, the balance performance design of the reciprocating inertial force system is completed. If the resultant torque does not meet the balance conditions, configure / optimize the crankshaft balancing mechanism. The crankshaft balancing mechanism is designed, and the balance rate of the first-order reciprocating inertial torque is calculated. If the balance rate of the first-order reciprocating inertial torque is greater than or equal to 50%, the balance performance design of the reciprocating inertial force system is completed. If the balance rate of the first-order reciprocating inertial torque is less than 50%, the torque non-uniformity coefficient is checked. If the torque non-uniformity coefficient does not meet the design threshold, the crankshaft balancing mechanism is further optimized, and the balance of the resultant force of the reciprocating inertial force is re-evaluated. If the torque non-uniformity coefficient meets the design threshold, the balance performance design of the reciprocating inertial force system is completed. After the balance performance design is completed, the crankshaft digital model and the balance mechanism digital model are generated for application.

[0165] This application also provides a balancing device for an internal combustion engine based on a reciprocating inertial force system; please refer to [reference needed]. Figure 5 The internal combustion engine balancing device based on a reciprocating inertial force system includes:

[0166] The balancing design module 10 is used to obtain the reciprocating inertial mass to be balanced of the internal combustion engine crankshaft and determine the unit reciprocating inertial force based on the reciprocating inertial mass to be balanced.

[0167] The balance design module 10 is also used to determine the resultant force of reciprocating inertial forces based on the unit reciprocating inertial force. The resultant force of reciprocating inertial forces includes the resultant force of first-order reciprocating inertial forces and the resultant force of second-order reciprocating inertial forces.

[0168] The balance design module 10 is also used to determine the resultant torque of the reciprocating inertial force based on the unit reciprocating inertial force when the resultant force of the reciprocating inertial force is in equilibrium. The resultant torque of the reciprocating inertial force includes the resultant torque of the first-order reciprocating inertial force and the resultant torque of the second-order reciprocating inertial force.

[0169] The balance design module 10 is also used to configure a crankshaft balancing mechanism when the resultant torque of the reciprocating inertial force is unbalanced, and to determine the first-order reciprocating inertial torque balance rate based on the balancing mechanism.

[0170] The torque verification module 20 is used to determine the torque non-uniformity coefficient when the first-order reciprocating inertial torque balance rate does not meet the preset balance rate threshold.

[0171] The design application module 30 is used to determine the balance performance design of the reciprocating inertial force system when the torque non-uniformity coefficient meets the preset coefficient threshold, and to generate the crankshaft digital model and the balance mechanism digital model to prepare an internal combustion engine with balance performance.

[0172] In one embodiment, the balancing design module 10 is further configured to obtain a first correspondence between the reciprocating inertial mass to be balanced, the center distance, the crankshaft speed, and the unit reciprocating inertial force. The reciprocating inertial mass to be balanced includes at least the equivalent mass of the connecting rod small end, the piston mass, the piston ring mass, the piston pin mass, and the mass of the auxiliary parts. The center distance includes at least the distance from the center of mass of the connecting rod small end to the center of rotation of the crankshaft, the distance from the center of mass of the piston to the center of rotation of the crankshaft, the distance from the center of mass of the piston ring to the center of rotation of the crankshaft, the distance from the center of mass of the piston pin to the center of rotation of the crankshaft, and the distance from the center of mass of the auxiliary parts to the center of rotation of the crankshaft.

[0173] The unit reciprocating inertial force is determined based on the reciprocating inertial mass to be balanced, the center distance, the crankshaft speed, and the first corresponding relationship.

[0174] In one embodiment, the balance design module 10 is further configured to determine a second correspondence between the unit reciprocating inertial force, the angle between cranks, the firing order and the first-order reciprocating inertial force of the crank, and the correspondence between the first-order reciprocating inertial force of the crank and the resultant force of the first-order reciprocating inertial force.

[0175] The resultant force of the first-order reciprocating inertial force is determined based on the unit reciprocating inertial force, the angle between the bends, the firing sequence, and the second correspondence.

[0176] Based on the correspondence between the unit reciprocating inertial force, the angle between cranks, the firing order, the crank radius, the connecting rod length and the second-order reciprocating inertial force of the crank, as well as the correspondence between the second-order reciprocating inertial force of the crank and the resultant force of the second-order reciprocating inertial force, a third correspondence between the unit reciprocating inertial force, the angle between cranks, the firing order, the crank radius, the connecting rod length and the resultant force of the second-order reciprocating inertial force is determined.

[0177] The resultant force of the second-order reciprocating inertial force is determined based on the unit reciprocating inertial force, the angle between cranks, the firing order, the crank radius, the connecting rod length, and the third correspondence.

[0178] In one embodiment, the balance design module 10 is further configured to determine a fourth correspondence between the unit reciprocating inertial force, the angle between cranks, the distance from the crank to the simplified torque center point, the firing order and the first-order reciprocating inertial torque of the crank, and the correspondence between the first-order reciprocating inertial torque of the crank and the resultant torque of the first-order reciprocating inertial force, based on the correspondence between the unit reciprocating inertial force, the angle between cranks, the distance from the crank to the simplified torque center point, the firing order and the resultant torque of the first-order reciprocating inertial force;

[0179] The resultant torque of the first-order reciprocating inertial force is determined based on the unit reciprocating inertial force, the angle between the cranks, the distance from the crank to the simplified center of torque, the firing sequence, and the fourth correspondence.

[0180] Based on the correspondence between unit reciprocating inertial force, crank angle, distance from crank to simplified torque center point, firing order, crank radius, connecting rod length and second-order reciprocating inertial torque of crank, as well as the correspondence between second-order reciprocating inertial torque of crank and resultant torque of second-order reciprocating inertial force, the fifth correspondence between unit reciprocating inertial force, crank angle, distance from crank to simplified torque center point, firing order, crank radius, connecting rod length and resultant torque of second-order reciprocating inertial force is determined;

[0181] The resultant torque of the second-order reciprocating inertial force is determined based on the unit reciprocating inertial force, the angle between cranks, the distance from the crank to the simplified torque center point, the firing order, the crank radius, the connecting rod length, and the fifth correspondence.

[0182] In one embodiment, the balance design module 10 is further configured to establish a sixth correspondence between the resultant torque of the first-order reciprocating inertial force, the component of the resultant torque of the rotational centrifugal force of the balance mechanism along the axial direction, and the balance rate.

[0183] The balance rate of the first-order reciprocating inertial torque is determined based on the resultant torque of the first-order reciprocating inertial force, the component of the resultant torque of the rotational centrifugal force of the balancing mechanism along the axial direction, and the sixth correspondence.

[0184] In one embodiment, the torque verification module 20 is also used to obtain the seventh correspondence between the number of internal combustion engine strokes, average effective pressure, internal combustion engine cylinder working volume, number of cylinders, internal combustion engine speed, output torque and torque non-uniformity coefficient;

[0185] The torque non-uniformity coefficient is determined based on the number of strokes, mean effective pressure, cylinder working volume, number of cylinders, engine speed, output torque, and the seventh correspondence.

[0186] In one embodiment, the balance design module 10 is further configured to determine the balance of the reciprocating inertial force when the resultant force of the first-order reciprocating inertial force is in balance and the resultant force of the second-order reciprocating inertial force is in balance.

[0187] When the resultant force of the first-order reciprocating inertial force is balanced and the resultant force of the second-order reciprocating inertial force is unbalanced, the maximum amplitude of the second-order reciprocating inertial force and the maximum amplitude of the first-order reciprocating inertial force are obtained. When the maximum amplitude of the second-order reciprocating inertial force is less than or equal to the product of the maximum amplitude of the first-order reciprocating inertial force and the reciprocating inertial force balance coefficient, the resultant force of the reciprocating inertial force is determined to be balanced.

[0188] In one embodiment, the balance design module 10 is further configured to determine the imbalance of the resultant torque of the reciprocating inertial force when the resultant torque of the first-order reciprocating inertial force is unbalanced;

[0189] When the resultant torque of the first-order reciprocating inertial force is balanced and the resultant torque of the second-order reciprocating inertial force is unbalanced, the maximum amplitude of the second-order reciprocating inertial torque and the maximum amplitude of the first-order reciprocating inertial torque are obtained. When the maximum amplitude of the second-order reciprocating inertial torque is greater than the product of the maximum amplitude of the first-order reciprocating inertial torque and the balance coefficient of the reciprocating inertial torque, it is determined that the resultant torque of the reciprocating inertial force is unbalanced.

[0190] In one embodiment, the balance design module 10 is further configured to configure a crankshaft balancing mechanism and re-determine whether the resultant force of the reciprocating inertial forces is balanced when the resultant force of the reciprocating inertial forces is unbalanced.

[0191] The internal combustion engine balancing device based on a reciprocating inertial force system provided in this application, employing the internal combustion engine balancing method based on a reciprocating inertial force system described in the above embodiments, can solve the technical problem of reciprocating inertial forces affecting the balancing performance of internal combustion engines. Compared with the prior art, the beneficial effects of the internal combustion engine balancing device based on a reciprocating inertial force system provided in this application are the same as those of the internal combustion engine balancing method based on a reciprocating inertial force system provided in the above embodiments, and other technical features in the internal combustion engine balancing device based on a reciprocating inertial force system are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0192] This application provides an internal combustion engine balancing device based on a reciprocating inertial force system. The internal combustion engine balancing device based on a reciprocating inertial force system includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to execute the internal combustion engine balancing method based on a reciprocating inertial force system in the above embodiment 1.

[0193] The following is for reference. Figure 6 This document illustrates a structural schematic diagram of an internal combustion engine balancing device based on a reciprocating inertial force system suitable for implementing embodiments of this application. The internal combustion engine balancing device based on a reciprocating inertial force system in the embodiments of this application may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), and in-vehicle terminals (e.g., in-vehicle navigation terminals), as well as fixed terminals such as digital TVs and desktop computers. Figure 6 The internal combustion engine balancing device shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0194] like Figure 6As shown, the internal combustion engine balancing device based on a reciprocating inertial force system may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. The RAM 1004 also stores various programs and data required for the operation of the internal combustion engine balancing device based on the reciprocating inertial force system. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the internal combustion engine balancing device based on a reciprocating inertial force system to communicate wirelessly or wiredly with other devices to exchange data. Although the figure shows an internal combustion engine balancing device based on a reciprocating inertial force system with various systems, it should be understood that it is not required to implement or possess all the systems shown. More or fewer systems can be implemented or possessed alternatively.

[0195] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0196] The internal combustion engine balancing device based on a reciprocating inertial force system provided in this application, employing the internal combustion engine balancing method based on a reciprocating inertial force system described in the above embodiments, can solve the technical problem of reciprocating inertial force affecting the balancing performance of internal combustion engines. Compared with the prior art, the beneficial effects of the internal combustion engine balancing device based on a reciprocating inertial force system provided in this application are the same as those of the internal combustion engine balancing method based on a reciprocating inertial force system provided in the above embodiments, and other technical features in this internal combustion engine balancing device based on a reciprocating inertial force system are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0197] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the internal combustion engine balancing method based on a reciprocating inertial force system in the above embodiments.

[0198] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0199] The aforementioned computer-readable storage medium carries one or more programs that, when executed by an internal combustion engine balancing device based on a reciprocating inertial force system, cause the internal combustion engine balancing device based on a reciprocating inertial force system to: acquire the reciprocating inertial mass to be balanced of the internal combustion engine crankshaft; determine a unit reciprocating inertial force based on the reciprocating inertial mass to be balanced; determine the resultant force of the reciprocating inertial forces based on the unit reciprocating inertial force, the resultant force of the reciprocating inertial forces including the resultant force of first-order reciprocating inertial forces and the resultant force of second-order reciprocating inertial forces; and, when the resultant force of the reciprocating inertial forces is balanced, determine the resultant force of the reciprocating inertial forces based on the unit reciprocating inertial force. The resultant torque of the reciprocating inertial force is determined, including the first-order and second-order resultant torques of the reciprocating inertial force. When the resultant torque of the reciprocating inertial force is unbalanced, a crankshaft balancing mechanism is configured, and based on the balancing mechanism, the balance rate of the first-order reciprocating inertial torque is determined. When the balance rate of the first-order reciprocating inertial torque does not meet the preset balance rate threshold, the torque non-uniformity coefficient is determined. When the torque non-uniformity coefficient meets the preset coefficient threshold, the balance performance design of the reciprocating inertial force system is completed, and the crankshaft digital model and the balancing mechanism digital model are generated to prepare an internal combustion engine with balanced performance.

[0200] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0201] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0202] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described internal combustion engine balancing method based on a reciprocating inertial force system, thereby solving the technical problem of reciprocating inertial forces affecting the balancing performance of internal combustion engines. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the internal combustion engine balancing method based on a reciprocating inertial force system provided in the above embodiments, and will not be repeated here.

[0203] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the internal combustion engine balancing method based on a reciprocating inertial force system as described above.

[0204] The computer program product provided in this application can solve the technical problem of reciprocating inertial forces affecting the balance performance of internal combustion engines. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the internal combustion engine balancing method based on the reciprocating inertial force system provided in the above embodiments, and will not be repeated here.

[0205] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A method for balancing an internal combustion engine based on a reciprocating inertial force system, characterized in that, The method includes: Obtain the reciprocating inertial mass to be balanced of the internal combustion engine crankshaft, and determine the unit reciprocating inertial force based on the reciprocating inertial mass to be balanced; Based on the unit reciprocating inertial force, the resultant force of the reciprocating inertial force is determined, and the resultant force of the reciprocating inertial force includes the resultant force of the first-order reciprocating inertial force and the resultant force of the second-order reciprocating inertial force. When the resultant force of the reciprocating inertial forces is in equilibrium, the resultant torque of the reciprocating inertial forces is determined based on the unit reciprocating inertial force. The resultant torque of the reciprocating inertial forces includes the resultant torque of the first-order reciprocating inertial forces and the resultant torque of the second-order reciprocating inertial forces. When the resultant torque of the reciprocating inertial force is unbalanced, a crankshaft balancing mechanism is configured, and based on the balancing mechanism, the first-order reciprocating inertial torque balance rate is determined. When the first-order reciprocating inertial torque balance rate does not meet the preset balance rate threshold, the torque non-uniformity coefficient is determined. When the torque non-uniformity coefficient meets the preset coefficient threshold, the balance performance design of the reciprocating inertial force system is completed, and the crankshaft digital model and the balance mechanism digital model are generated to prepare an internal combustion engine with balance performance.

2. The method as described in claim 1, characterized in that, The step of determining the unit reciprocating inertial force based on the reciprocating inertial mass to be balanced includes: Obtain the first correspondence between the reciprocating inertial mass to be balanced, the center distance, the crankshaft speed, and the unit reciprocating inertial force. The reciprocating inertial mass to be balanced includes at least the equivalent mass of the connecting rod small end, the piston mass, the piston ring mass, the piston pin mass, and the mass of the auxiliary parts. The center distance includes at least the distance from the center of mass of the connecting rod small end to the center of rotation of the crankshaft, the distance from the center of mass of the piston to the center of rotation of the crankshaft, the distance from the center of mass of the piston ring to the center of rotation of the crankshaft, the distance from the center of mass of the piston pin to the center of rotation of the crankshaft, and the distance from the center of mass of the auxiliary parts to the center of rotation of the crankshaft. The unit reciprocating inertial force is determined based on the reciprocating inertial mass to be balanced, the center distance, the crankshaft speed, and the first correspondence.

3. The method as described in claim 1, characterized in that, The step of determining the resultant force of the reciprocating inertial forces based on the unit reciprocating inertial force includes: Based on the correspondence between the unit reciprocating inertial force, the angle between cranks, the firing order and the first-order reciprocating inertial force of the crank, as well as the correspondence between the first-order reciprocating inertial force of the crank and the resultant force of the first-order reciprocating inertial force, a second correspondence between the unit reciprocating inertial force, the angle between cranks, the firing order and the resultant force of the first-order reciprocating inertial force is determined. The resultant force of the first-order reciprocating inertial force is determined based on the unit reciprocating inertial force, the angle between the bends, the firing sequence, and the second correspondence. Based on the correspondence between the unit reciprocating inertial force, the angle between cranks, the firing order, the crank radius, the connecting rod length and the second-order reciprocating inertial force of the crank, as well as the correspondence between the second-order reciprocating inertial force of the crank and the resultant force of the second-order reciprocating inertial force, a third correspondence between the unit reciprocating inertial force, the angle between cranks, the firing order, the crank radius, the connecting rod length and the resultant force of the second-order reciprocating inertial force is determined. The resultant force of the second-order reciprocating inertial force is determined based on the unit reciprocating inertial force, the angle between the cranks, the firing sequence, the crank radius, the connecting rod length, and the third correspondence.

4. The method as described in claim 1, characterized in that, The step of determining the resultant torque of the reciprocating inertial force based on the unit reciprocating inertial force includes: Based on the correspondence between unit reciprocating inertial force, the angle between cranks, the distance from the crank to the simplified torque center point, the firing order and the first-order reciprocating inertial torque of the crank, as well as the correspondence between the first-order reciprocating inertial torque of the crank and the resultant torque of the first-order reciprocating inertial force, a fourth correspondence between unit reciprocating inertial force, the angle between cranks, the distance from the crank to the simplified torque center point, the firing order and the resultant torque of the first-order reciprocating inertial force is determined. The resultant torque of the first-order reciprocating inertial force is determined based on the unit reciprocating inertial force, the angle between cranks, the distance from the crank to the simplified torque center point, the firing sequence, and the fourth correspondence. Based on the correspondence between unit reciprocating inertial force, crank angle, distance from crank to simplified torque center point, firing order, crank radius, connecting rod length and second-order reciprocating inertial torque of crank, as well as the correspondence between second-order reciprocating inertial torque of crank and resultant torque of second-order reciprocating inertial force, the fifth correspondence between unit reciprocating inertial force, crank angle, distance from crank to simplified torque center point, firing order, crank radius, connecting rod length and resultant torque of second-order reciprocating inertial force is determined; The resultant torque of the second-order reciprocating inertial force is determined based on the unit reciprocating inertial force, the angle between the cranks, the distance from the crank to the simplified torque center point, the firing order, the crank radius, the connecting rod length, and the fifth correspondence.

5. The method as described in claim 1, characterized in that, The step of determining the balance ratio based on the balancing mechanism includes: According to the sixth correspondence between the resultant torque of the first-order reciprocating inertial force, the component of the resultant torque of the rotational centrifugal force of the balancing mechanism along the axial direction, and the balance rate of the first-order reciprocating inertial torque; The balance rate of the first-order reciprocating inertial torque is determined based on the resultant torque of the first-order reciprocating inertial force, the component of the resultant torque of the rotational centrifugal force of the balancing mechanism along the axial direction, and the sixth correspondence.

6. The method as described in claim 1, characterized in that, The step of determining the torque non-uniformity coefficient includes: Obtain the seventh correspondence between the number of strokes, mean effective pressure, cylinder working volume, number of cylinders, engine speed, output torque and torque non-uniformity coefficient of an internal combustion engine; The torque non-uniformity coefficient is determined based on the number of strokes, mean effective pressure, cylinder working volume, number of cylinders, engine speed, output torque, and the seventh correspondence.

7. The method as described in claim 1, characterized in that, The method further includes: When the resultant force of the first-order reciprocating inertial force is in equilibrium and the resultant force of the second-order reciprocating inertial force is in equilibrium, the resultant force of the reciprocating inertial force is determined to be in equilibrium. When the resultant force of the first-order reciprocating inertial force is balanced and the resultant force of the second-order reciprocating inertial force is unbalanced, the maximum amplitude of the second-order reciprocating inertial force and the maximum amplitude of the first-order reciprocating inertial force are obtained. When the maximum amplitude of the second-order reciprocating inertial force is less than or equal to the product of the maximum amplitude of the first-order reciprocating inertial force and the reciprocating inertial force balance coefficient, the resultant force of the reciprocating inertial force is determined to be balanced.

8. The method as described in claim 1, characterized in that, The method further includes: When the resultant torque of the first-order reciprocating inertial force is unbalanced, it is determined that the resultant torque of the reciprocating inertial force is unbalanced. When the resultant torque of the first-order reciprocating inertial force is balanced and the resultant torque of the second-order reciprocating inertial force is unbalanced, the maximum amplitude of the second-order reciprocating inertial torque and the maximum amplitude of the first-order reciprocating inertial torque are obtained. When the maximum amplitude of the second-order reciprocating inertial torque is greater than the product of the maximum amplitude of the first-order reciprocating inertial torque and the reciprocating inertial torque balance coefficient, it is determined that the resultant torque of the reciprocating inertial force is unbalanced.

9. The method according to any one of claims 1 to 8, characterized in that, The method further includes: When the resultant force of the reciprocating inertial forces is unbalanced, a crankshaft balancing mechanism is configured, and the balance of the resultant force of the reciprocating inertial forces is re-determined.

10. A balancing device for an internal combustion engine based on a reciprocating inertial force system, characterized in that, The device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the internal combustion engine balancing method based on a reciprocating inertial force system as described in any one of claims 1 to 9.

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