Internal Combustion Engine Balancing Method and Equipment Based on Rotating Centrifugal Force System

Abstract

This application discloses a method and apparatus for balancing an internal combustion engine based on a rotating centrifugal force system, relating to the field of internal combustion engine balancing technology. The method includes: obtaining the rotating mass to be balanced from the crankshaft of the internal combustion engine; determining the unit rotating centrifugal force based on the rotating mass; determining the resultant force of the rotating centrifugal force based on the unit rotating centrifugal force; determining the resultant torque of the rotating centrifugal force based on the unit rotating centrifugal force when the resultant torque is balanced; configuring a crankshaft counterweight when the resultant torque is unbalanced; determining the balance ratio based on the mass-radius product of the counterweight and the resultant torque of the rotating centrifugal force; determining the torque non-uniformity coefficient when the balance ratio does not meet a preset balance ratio threshold; and determining that the balancing performance design of the rotating centrifugal force system is complete when the torque non-uniformity coefficient meets a preset coefficient threshold. Through the above method, the rotating centrifugal force and centrifugal 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 an internal combustion engine balancing method and equipment based on a rotating centrifugal force system. 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 rotating centrifugal force system, aiming to solve the technical problem of the influence of rotating centrifugal 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 rotating centrifugal force system, comprising:

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

[0007] Determine the resultant force of the centrifugal force based on the unit rotational centrifugal force;

[0008] When the resultant force of the rotational centrifugal force is in equilibrium, the resultant torque of the rotational centrifugal force is determined based on the unit rotational centrifugal force.

[0009] When the resultant torque of the centrifugal force is unbalanced, a crankshaft counterweight is configured, and the balance rate is determined based on the mass-radius product of the counterweight and the resultant torque of the centrifugal force.

[0010] When the balance rate does not meet the preset balance rate threshold, determine the torque non-uniformity coefficient;

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

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

[0013] Obtain the first correspondence between the rotating mass to be balanced, the center distance, the crankshaft speed and the unit rotational centrifugal force. The rotating mass to be balanced includes at least the equivalent mass of the connecting rod big end, the mass of the connecting rod bearing, the mass of the crank pin and the crank mass. The center distance includes at least the distance from the center of mass of the connecting rod big end to the center of rotation of the crankshaft, the distance from the center of mass of the connecting rod bearing to the center of rotation of the crankshaft, and the distance from the center of mass of the crank pin to the center of rotation of the crankshaft.

[0014] The unit rotational centrifugal force is determined based on the rotating 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 rotational centrifugal force based on the unit rotational centrifugal force includes:

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

[0017] The resultant force of the centrifugal force is determined based on the unit rotational centrifugal force, the angle between the cranks, the firing sequence, and the second correspondence.

[0018] In one embodiment, the step of determining the resultant torque of the rotational centrifugal force based on the unit rotational centrifugal force includes:

[0019] Based on the correspondence between unit rotational centrifugal force, the angle between cranks, the distance from the crank to the simplified torque center point, the firing order and the rotational centrifugal torque of the crank, as well as the correspondence between the rotational centrifugal torque of the crank and the resultant torque of the rotational centrifugal force, a third correspondence between unit rotational centrifugal 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 rotational centrifugal force is determined.

[0020] The resultant torque of the centrifugal force is determined based on the unit rotational centrifugal force, the angle between the cranks, the distance from the crank to the simplified torque center point, the firing sequence, and the third correspondence.

[0021] In one embodiment, the step of determining the equilibrium ratio based on the product of equilibrium mass and the resultant torque of the centrifugal force includes:

[0022] Based on the correspondence between the resultant torque of the centrifugal force, the balance rate and the product of the mass and radius of the balance weight, as well as the correspondence between the distance from the center of mass of the balance weight to the center of rotation of the crankshaft, the mass of the balance weight and the product of the mass and radius of the balance weight, a fourth correspondence between the distance from the center of mass of the balance weight to the center of rotation of the crankshaft, the mass of the balance shaft and the resultant torque of the centrifugal force, and the balance rate is determined.

[0023] The balance ratio is determined based on the distance from the center of mass of the counterweight to the center of rotation of the crankshaft, the mass of the balance shaft, the resultant torque of the centrifugal force, and the fourth correspondence.

[0024] In one embodiment, the step of determining the torque non-uniformity coefficient includes:

[0025] Obtain the fifth 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;

[0026] 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 fifth corresponding relationship of the internal combustion engine.

[0027] In one embodiment, the method further includes:

[0028] When the torque non-uniformity coefficient does not meet the preset coefficient threshold, optimize the crankshaft counterweight design and return to the step of determining the balance rate based on the product of the counterweight mass-radius and the resultant torque of the rotational centrifugal force.

[0029] In one embodiment, the method further includes:

[0030] When the resultant force of centrifugal force during rotation is unbalanced, the crankshaft of the internal combustion engine is optimized.

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

[0032] When the resultant torque of the rotating centrifugal force is balanced, the balance performance design of the rotating centrifugal force system is determined, and the process returns to generate the corresponding crankshaft digital model to prepare an internal combustion engine with balanced performance.

[0033] Furthermore, to achieve the above objectives, this application also proposes an internal combustion engine balancing device based on a rotating centrifugal force system, which includes:

[0034] The balancing design module is used to obtain the rotating mass to be balanced of the internal combustion engine crankshaft and, based on the rotating mass to be balanced, to determine the unit rotational centrifugal force.

[0035] The balance design module is also used to determine the resultant force of the rotational centrifugal force based on the unit rotational centrifugal force;

[0036] The balance design module is also used to determine the resultant torque of the centrifugal force based on the unit centrifugal force when the resultant force of the centrifugal force is balanced.

[0037] The balance design module is also used to configure crankshaft counterweights when the resultant torque of the centrifugal force is unbalanced, and to determine the balance rate based on the mass-radius product of the counterweights and the resultant torque of the centrifugal force.

[0038] The torque verification module is used to determine the torque non-uniformity coefficient when the balance rate does not meet the preset balance rate threshold.

[0039] The design application module is used to determine the balance performance design of the rotating centrifugal force system when the torque non-uniformity coefficient meets the preset coefficient threshold, and generate the corresponding crankshaft digital model to prepare an internal combustion engine with balanced performance.

[0040] In addition, to achieve the above objectives, this application also proposes an internal combustion engine balancing device based on a rotating centrifugal force system. The internal combustion engine balancing device based on a rotating centrifugal 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 rotating centrifugal force system as described above.

[0041] Furthermore, 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 rotating centrifugal force system as described above.

[0042] 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 rotating centrifugal force system as described above.

[0043] This application provides a method for balancing an internal combustion engine based on a rotating centrifugal force system. The method involves obtaining the rotating mass of the crankshaft to be balanced, determining the unit centrifugal force based on this mass, determining the resultant centrifugal force based on this unit centrifugal force, determining the resultant torque of the centrifugal force based on the unit centrifugal force when the resultant torque is balanced, configuring a crankshaft counterweight when the resultant torque is unbalanced, and determining the balance ratio based on the product of the counterweight's mass and radius and the resultant torque of the centrifugal force. If the balance ratio does not meet a preset balance ratio threshold, a torque non-uniformity coefficient is determined. If the torque non-uniformity coefficient meets a preset coefficient threshold, the balance performance design of the rotating centrifugal force system is considered complete, and a corresponding crankshaft digital model is generated to manufacture an internal combustion engine with balanced performance. This application can rationally configure the crankshaft counterweight, balance the rotating centrifugal force and torque, reduce the internal bending moment of the crankshaft and the additional centrifugal load on the main bearings, ensure good balance performance of the internal combustion engine, avoid strong vibration and noise, thereby improving the reliability and durability of the internal combustion engine and solving the technical problem of the rotating centrifugal force affecting the balance performance of the internal combustion engine. Attached Figure Description

[0044] 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.

[0045] 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.

[0046] Figure 1 This is a schematic flowchart of an embodiment of the internal combustion engine balancing method based on a rotating centrifugal force system according to this application;

[0047] Figure 2 This is a schematic diagram of the force analysis for determining the resultant force and resultant torque of the centrifugal force of the three crankshafts in Embodiment 1 of this application;

[0048] Figure 3 This is a schematic flowchart of Embodiment 2 of the internal combustion engine balancing method based on a rotating centrifugal force system of this application;

[0049] Figure 4 This is a flowchart illustrating Embodiment 3 of the internal combustion engine balancing method based on a rotating centrifugal force system of this application;

[0050] Figure 5 A simplified flowchart illustrating the internal combustion engine balancing method based on a rotating centrifugal force system provided in this application embodiment;

[0051] Figure 6 This is a schematic diagram of the module structure of the internal combustion engine balancing device based on a rotating centrifugal force system according to an embodiment of this application;

[0052] Figure 7 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 rotating centrifugal force system in the embodiments of this application.

[0053] 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

[0054] 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.

[0055] 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.

[0056] The main solution of this application embodiment is as follows: obtain the rotating mass to be balanced of the internal combustion engine crankshaft; determine the unit rotational centrifugal force based on the rotating mass to be balanced; determine the resultant force of the rotational centrifugal force based on the unit rotational centrifugal force; when the resultant force of the rotational centrifugal force is balanced, determine the resultant torque of the rotational centrifugal force based on the unit rotational centrifugal force; when the resultant torque of the rotational centrifugal force is unbalanced, configure the crankshaft counterweight; determine the balance ratio based on the mass-radius product of the counterweight and the resultant torque of the rotational centrifugal force; when the balance ratio does not meet the preset balance ratio threshold, determine the torque non-uniformity coefficient; when the torque non-uniformity coefficient meets the preset coefficient threshold, determine that the balance performance design of the rotational centrifugal force system is completed, generate the corresponding crankshaft digital model, and prepare an internal combustion engine with balance performance.

[0057] This application provides a solution that rationally configures the crankshaft counterweight to balance the rotational centrifugal force and centrifugal torque, reduces the internal bending moment of the crankshaft and the additional centrifugal load on the main bearing, ensures that the internal combustion engine has good balance performance, avoids strong vibration and noise, thereby improving the reliability and durability of the internal combustion engine, and solves the technical problem of the rotational centrifugal force affecting the balance performance of the internal combustion engine.

[0058] 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 rotating centrifugal force system. This embodiment does not specifically limit it in this regard. The following uses an internal combustion engine balancing device based on a rotating centrifugal force system as an example to describe this embodiment and the following embodiments.

[0059] This application provides a method for balancing an internal combustion engine based on a rotating centrifugal 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 rotating centrifugal force system according to this application.

[0060] In this embodiment, the internal combustion engine balancing method based on a rotating centrifugal force system includes steps S10 to S60:

[0061] Step S10: Obtain the rotating mass to be balanced of the internal combustion engine crankshaft, and determine the unit rotational centrifugal force based on the rotating mass to be balanced.

[0062] It should be noted that the rotating mass to be balanced refers to the rotating mass that needs to be balanced, which includes at least the equivalent mass of the connecting rod big end, the mass of the connecting rod bearing, the mass of the crank pin, and the mass of the crank. This embodiment does not specifically limit this.

[0063] In one feasible implementation, step S10 may include steps S101 to S102:

[0064] Step S101: Obtain the first correspondence between the rotating mass to be balanced, the center distance, the crankshaft speed, and the unit rotational centrifugal force;

[0065] It should be noted that the center distance includes at least the distance from the center of mass of the connecting rod big end to the center of rotation of the crankshaft, the distance from the center of mass of the connecting rod bearing to the center of rotation of the crankshaft, the distance from the center of mass of the crankpin to the center of rotation of the crankshaft, and the distance from the center of mass of the crank to the center of rotation of the crankshaft. This embodiment does not make specific limitations on this.

[0066] Additionally, it should be noted that the first correspondence between the equilibrium rotating mass, center distance, crankshaft speed, and unit rotational centrifugal force, i.e., the formula for calculating unit rotational centrifugal force, is as follows:

[0067]

[0068] In the formula, k r Centrifugal force per unit rotation, m rod For the equivalent mass of the connecting rod big end, m bea For the mass of the connecting rod bearing, m pin For crank pin mass, m cra For crank mass, r rod r is the distance from the center of mass of the connecting rod big end to the center of rotation of the crankshaft. bea r is the distance from the center of mass of the connecting rod bearing to the center of rotation of the crankshaft. pin r is the distance from the center of mass of the crankpin to the center of rotation of the crankshaft. cra is the distance from the crank's center of mass to the crankshaft's center of rotation, and n is the crankshaft speed.

[0069] Step S102: Determine the unit rotational centrifugal force based on the rotating mass to be balanced, the center distance, the crankshaft speed, and the first correspondence.

[0070] It is understandable that by substituting the equivalent mass of the connecting rod big end, the mass of the connecting rod bearing, the mass of the crank pin, and the mass of the crankshaft into the aforementioned first correspondence, and by substituting the distances from the center of mass of the connecting rod big end to the center of rotation of the crankshaft, the distances from the center of mass of the connecting rod bearing to the center of rotation of the crankshaft, the distances from the center of mass of the crank pin to the center of rotation of the crankshaft, and the distances from the center of mass of the crankshaft to the center of rotation of the crankshaft into the aforementioned first correspondence, and by substituting the corresponding crankshaft speeds into the aforementioned first correspondence, the unit rotational centrifugal force can be calculated. The specific values ​​of the rotating mass to be balanced and the center distance can be determined based on the design parameters of the crankshaft and related assembly components.

[0071] Step S20: Determine the resultant force of the rotational centrifugal force based on the unit rotational centrifugal force;

[0072] In one feasible implementation, step S20 may include steps S201 to S202:

[0073] Step S201: Based on the correspondence between unit centrifugal force, angle between cranks, firing order and centrifugal force of cranks, and the correspondence between centrifugal force of cranks and the resultant force of centrifugal force, determine the second correspondence between unit centrifugal force, angle between cranks, firing order and the resultant force of centrifugal force.

[0074] It should be noted that in this embodiment, the complex number analytical method is used to analyze the rotational centrifugal force and resultant force of any multi-turn crankshaft, which is intuitive and easy to understand. It is understood that, according to the definition of complex numbers, the unit rotational centrifugal force is expressed in complex form, as shown below:

[0075]

[0076] In the formula, i is the imaginary unit. k r For model, A vector of centrifugal force per unit rotation. The crankshaft angle, also known as the crankshaft pitch angle, represents the change in the vector direction of the unit rotational centrifugal force relative to the crankshaft angle. synchronous.

[0077] It should be noted that, for any multi-crankshaft, the corresponding relationship between unit rotational centrifugal force, the angle between cranks, the firing order, and the rotational centrifugal force of the cranks, i.e., the calculation formula for the rotational centrifugal force of the cranks, is as follows:

[0078]

[0079] In the formula, k r The value represents the centrifugal force per unit rotation, z is the number of cranks, δ(z) is the angle between cranks, and the superscript (z) indicates the firing order. This represents the vector of centrifugal force at each crank. The crankshaft rotation angle corresponding to cylinder 1 being at top dead center is therefore...

[0080] Understandable, It can indicate that the change in the direction of centrifugal force of each crank rotation is synchronized with the crankshaft rotation angle.

[0081] The resultant force of rotational centrifugal force is the vector sum of all rotational centrifugal forces. Therefore, the correspondence between the rotational centrifugal force of the crank and the resultant force of rotational centrifugal force is that the resultant force of rotational centrifugal force is equal to the vector sum of the rotational centrifugal forces of the crank, as shown below:

[0082]

[0083] In the formula, K represents the vector of centrifugal force at each crank. r This represents the resultant force of centrifugal force during rotation.

[0084] Understandably, based on the correspondence between unit centrifugal force, the angle between cranks, the firing order, and the centrifugal force of the cranks, we can use unit centrifugal force, the angle between cranks, and the firing order to represent the centrifugal force of each crank. Substituting these values ​​into the correspondence between the centrifugal force of the cranks and the resultant centrifugal force, we can obtain a second correspondence between unit centrifugal force, the angle between cranks, the firing order, and the resultant centrifugal force, as shown below:

[0085]

[0086] In the formula, K r k represents the resultant force of the rotational centrifugal force. r The value represents the centrifugal force per unit rotation, z is the number of cranks, δ(z) is the angle between the cranks, and the superscript (z) indicates the firing order.

[0087] Step S202: Determine the resultant force of the centrifugal force based on the unit rotational centrifugal force, the angle between the cranks, the firing sequence, and the second correspondence.

[0088] It is understandable that by substituting the corresponding unit centrifugal force, the angle between cranks, and the firing sequence into the second correspondence mentioned above, the resultant centrifugal force can be calculated.

[0089] For example, taking a three-crankshaft as an example, this describes a method for determining the resultant force of rotational centrifugal force based on a unit rotational centrifugal force. (Reference) Figure 2 In the diagram, 1, 2, and 3 represent the first, second, and third bends, respectively, θ is the angle between the bends, and K... r1 K r2 K r3 These are the centrifugal forces of the first crank, the second crank, and the third crank, respectively.

[0090] For a three-crankshaft, the number of cranks z = 3, and the angle between the cranks δ (z) =θ = 2 / 3π. Taking a four-stroke internal combustion engine as an example, its firing order is 1-3-2. Based on the cyclical and periodic nature of the internal combustion engine's operation, a four-stroke internal combustion engine rotates its crankshaft by 720° (2π) for each working cycle. Therefore...

[0091]

[0092] Therefore, the centrifugal force of the crank is:

[0093]

[0094] The resultant force of the rotational centrifugal force is:

[0095]

[0096] It should be noted that the same calculation method applies to any number of crankshafts with multiple bends, and will not be elaborated further here.

[0097] Step S30: When the resultant force of the rotational centrifugal force is in equilibrium, determine the resultant torque of the rotational centrifugal force based on the unit rotational centrifugal force;

[0098] It should be noted that the balance of rotational centrifugal force and torque can also be referred to as the balance of rotational inertial mass, which mainly depends on the configuration of the rotational inertial mass. If the resultant force of the rotational centrifugal force is equal to 0, then the resultant force of the rotational centrifugal force is considered to be in balance, the crankshaft satisfies static balance, and the subsequent steps are performed to determine whether the resultant torque of the rotational centrifugal force is balanced. If the resultant force of the rotational centrifugal force is not equal to 0, then the resultant force of the rotational centrifugal force is considered to be unbalanced.

[0099] In one feasible implementation, step S30 may include steps S301 to S302:

[0100] Step S301: Based on the correspondence between unit rotational centrifugal force, the angle between cranks, the distance from the crank to the simplified torque center point, the firing order and the rotational centrifugal torque of the crank, as well as the correspondence between the rotational centrifugal torque of the crank and the resultant torque of the rotational centrifugal force, determine the third correspondence between unit rotational centrifugal 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 rotational centrifugal force;

[0101] It should be noted that this embodiment uses the complex number analytical method to determine the rotational centrifugal torque and resultant torque of an arbitrary multi-turn crankshaft. The correspondence between the unit rotational centrifugal force, the angle between cranks, the distance from the crank to the torque simplification center point, the firing order, and the crank rotational centrifugal torque is the calculation formula for the crank rotational centrifugal torque. According to the principle of rigid body statics, when a spatial force system is simplified to a point and the principal force vector is zero, the magnitude and direction of the principal torque are independent of the choice of the simplification point. In this embodiment, the center point of the last crank is selected as the torque simplification point. According to the right-hand screw rule, the phase difference between the torque vector and the corresponding force vector is π / 2. The calculation formula for the crank rotational centrifugal torque is as follows:

[0102]

[0103] In the formula, k r This represents the centrifugal force per unit rotation, where z is the number of cranks, and δ (z) The angle between bends is represented by the superscript (z), which indicates the firing order. The vector representing the centrifugal torque of each crank, a1, ... a2 zThis represents the distance from each crank to the simplified center point of the torque. The resultant torque of the rotational centrifugal force is the vector sum of all rotational centrifugal moments. Therefore, the correspondence between the crank's rotational centrifugal moment and the resultant torque of the rotational centrifugal force is that the resultant torque of the rotational centrifugal force is equal to the vector sum of the crank's rotational centrifugal moments, as shown below:

[0104]

[0105] In the formula, M is the vector of the centrifugal torque of each crank. r This is the resultant torque of the centrifugal force during rotation.

[0106] Understandably, based on the correspondence between unit rotational centrifugal force, the angle between cranks, the distance from the crank to the simplified torque center point, the firing order, and the rotational centrifugal torque of the cranks, we can use these parameters to represent the rotational centrifugal torque of each crank. Substituting these parameters into the correspondence between the rotational centrifugal torque of the cranks and the resultant torque of the rotational centrifugal force, we can obtain a third correspondence between unit rotational centrifugal 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 rotational centrifugal force, as shown below:

[0107]

[0108] In the formula, M r k represents the resultant torque of the centrifugal force during rotation. r The value represents the centrifugal force per unit rotation, z is the number of cranks, δ(z) is the angle between cranks, the superscript (z) indicates the firing order, and a1, ..., a z This represents the distance from each crankshaft to the simplified torque center point.

[0109] Step S302: Determine the resultant torque of the centrifugal force based on the unit rotational centrifugal force, the angle between cranks, the distance from the crank to the simplified torque center point, the firing sequence, and the third correspondence.

[0110] It is understandable that by substituting the corresponding unit rotational centrifugal force, the angle between cranks, the distance from the crank to the simplified torque center point, and the firing sequence into the third correspondence mentioned above, the resultant torque of the rotational centrifugal force can be calculated.

[0111] For example, using a three-crankshaft as an example, this illustrates a method for determining the resultant torque of the rotational centrifugal force based on the unit rotational centrifugal force. (Reference) Figure 2 In the diagram, 1, 2, and 3 are the first, second, and third cranks, respectively. P is the surface of action of the resultant torque of the rotational centrifugal force, and Ψ rLet θ be the angle between the resultant torque of the centrifugal force and the first crank, and let θ be the angle between the cranks. The center point of the third crank is chosen as the simplified torque point O. Therefore, the distance from the first crank to the simplified torque point O is a1 = 2a, the distance from the second crank to the simplified torque point O is a2 = a, and the distance from the third crank to the simplified torque point O is a3 = 0, where a is the distance between adjacent cranks. r1 K r2 K r3 These are the centrifugal forces of the first crank, the second crank, and the third crank, respectively.

[0112] Therefore, the centrifugal torque of the crank is:

[0113]

[0114] The resultant torque of the centrifugal force of the crank rotation M r for:

[0115]

[0116] It can be seen that the resultant torque of the centrifugal force of the three crankshafts is not zero, and the magnitude of the vector of the resultant torque of the centrifugal force is... The angle between the vector direction and the first crank is 4 / 3π. At this point, the crankshaft system itself does not satisfy dynamic balance.

[0117] In one feasible implementation, the crankshaft of the internal combustion engine is optimized when the resultant force of the rotational centrifugal force is unbalanced.

[0118] Understandably, when the resultant force of the centrifugal force is unbalanced, the crankshaft of the internal combustion engine needs to be optimized. Optimization can be divided into two cases: First, the structure of the crankshaft and the rotating mass to be balanced are adjusted / optimized to balance the resultant force of the centrifugal force. After optimizing the crankshaft structure and the rotating mass to be balanced, return to step S10, redetermine the unit centrifugal force, calculate the resultant force of the centrifugal force, and determine whether balance has been achieved. If not, continue to optimize the crankshaft until the resultant force of the centrifugal force is balanced. Second, optimizing only the structure of the crankshaft and the rotating mass to be balanced cannot achieve balance of the resultant force of the centrifugal force. In this case, a crankshaft counterweight needs to be configured. After configuring the counterweight, redetermine whether the resultant force of the centrifugal force can be balanced. If not, continue to configure the counterweight until the resultant force of the centrifugal force is balanced.

[0119] Step S40: When the resultant torque of the centrifugal force is unbalanced, configure the crankshaft counterweight and determine the balance rate based on the mass-radius product of the counterweight and the resultant torque of the centrifugal force.

[0120] It should be noted that if the resultant torque of the centrifugal force is equal to 0, the resultant torque of the centrifugal force is considered balanced, and the crankshaft system itself satisfies dynamic balance. If the resultant torque of the centrifugal force is not equal to 0, the resultant torque of the centrifugal force is considered unbalanced. In this case, a counterweight is needed to balance the centrifugal torque, reduce the internal bending moment of the crankshaft, and reduce the additional centrifugal load on the main bearings. When configuring the crankshaft counterweight, if a counterweight already exists, it should be checked / optimized; if a counterweight does not exist, it should be configured directly according to actual needs.

[0121] In one feasible implementation, the step of determining the balance ratio based on the product of equilibrium weight and the resultant torque of the centrifugal force may include steps S401 to S402:

[0122] Step S401: Based on the correspondence between the resultant torque of the centrifugal force, the balance rate and the product of the mass and radius of the balance weight, as well as the correspondence between the distance from the center of mass of the balance weight to the center of rotation of the crankshaft, the mass of the balance weight and the product of the mass and radius of the balance weight, determine the fourth correspondence between the distance from the center of mass of the balance weight to the center of rotation of the crankshaft, the mass of the balance shaft and the resultant torque of the centrifugal force, and the balance rate.

[0123] It should be noted that adding counterweights to the crankshaft crank arms can reduce the internal bending moment of the crankshaft caused by rotational centrifugal force, and at the same time improve the load and lubrication performance of the crankshaft main bearings. If the counterweight is too large, it may increase material consumption, increase the crankshaft mass, and cause a decrease in the crankshaft's natural frequency; if the counterweight is too small, it may affect the lubrication performance of the main bearings, such as the minimum oil film thickness, maximum oil film pressure, and peak rough contact pressure. For the same crankshaft, there are many ways to arrange the counterweights, but certain design principles must be followed, namely, conforming to the correspondence between the resultant torque of the rotational centrifugal force, the balance ratio and the product of mass and radius of the counterweight, as well as the correspondence between the distance from the center of mass of the counterweight to the center of rotation of the crankshaft, and the mass of the counterweight and the product of mass and radius of the counterweight.

[0124] Additionally, it should be noted that the corresponding relationships between the resultant torque of the centrifugal force, the equilibrium rate, and the radial product of the equilibrium weight are as follows:

[0125] U cw =Balance·M r

[0126] In the formula, M r U represents the resultant torque of the centrifugal force during rotation, and Balance represents the equilibrium ratio. cw This represents the product of the counterweight's mass and radius. The correspondence between the distance from the counterweight's center of mass to the crankshaft's center of rotation, the counterweight's mass, and its product of mass and radius is shown below:

[0127] U cw =m cw ·r cw

[0128] In the formula, U cw The equilibrium mass radial product, r cw The distance from the center of mass of the counterweight to the center of rotation of the crankshaft is expressed in meters (m). cw This indicates the mass of the counterweight.

[0129] Therefore, we can obtain the fourth corresponding relationship between the distance from the center of mass of the counterweight to the center of rotation of the crankshaft, the resultant torque of the mass of the counterweight shaft and the centrifugal force, and the balance ratio, that is, the formula for calculating the balance ratio, as shown below:

[0130] Balance=(m cw ·r cw ) / M r

[0131] In the formula, M r The value of r represents the resultant torque of the centrifugal force during rotation, and Balance represents the equilibrium ratio. cw The distance from the center of mass of the counterweight to the center of rotation of the crankshaft is expressed in meters (m). cw This indicates the mass of the counterweight.

[0132] Step S402: Determine the balance ratio based on the distance from the center of mass of the counterweight to the center of rotation of the crankshaft, the mass of the balance shaft, the resultant torque of the centrifugal force, and the fourth correspondence.

[0133] Understandably, by substituting the distance from the center of mass of the counterweight to the center of rotation of the crankshaft, the mass of the counterweight shaft, and the resultant torque of the centrifugal force into the fourth correspondence mentioned above, the balance rate can be calculated.

[0134] In this embodiment, under the premise of ensuring the balance of rotational centrifugal force, the balance rate is checked, and the crankshaft balance weight is reasonably configured by using the resultant torque and the mass-radius product of the balance weight to reduce / balance the rotational centrifugal torque, thereby reducing the internal bending moment of the crankshaft and the additional centrifugal load of the main bearing and improving the balance of the internal combustion engine.

[0135] Step S50: When the balance rate does not meet the preset balance rate threshold, determine the torque non-uniformity coefficient;

[0136] It should be noted that the preset balance rate threshold is the pre-set balance rate that needs to be achieved. The specific value can take into account the influence of the crankshaft balance rate on the lubrication performance of the main bearing and the effect of the internal bending moment on the supporting force of the internal combustion engine, in order to ensure the balance performance of the internal combustion engine. In this embodiment, it is set to 100%, and no specific limitation is made. If the balance rate does not meet the preset balance rate threshold, that is, the balance rate is not equal to 100%, it indicates that the resultant torque of the rotational centrifugal force is unbalanced, and further verification of torque uniformity is required, i.e., determining whether the torque non-uniformity is within the allowable range. If the balance rate meets the preset balance rate threshold, that is, the balance rate is equal to 100%, it indicates that the resultant torque of the rotational centrifugal force is balanced.

[0137] In one feasible implementation, step S50 may include steps S501 to S502:

[0138] Step S501: Obtain the fifth 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;

[0139] It should be noted that the torque non-uniformity coefficient, or torque non-uniformity, is the fifth corresponding relationship between the number of strokes, mean effective pressure, cylinder working volume, number of cylinders, engine speed, output torque, and the torque non-uniformity coefficient of an internal combustion engine. The formula for calculating the torque non-uniformity coefficient is shown below:

[0140]

[0141] 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.

[0142] 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 fifth correspondence.

[0143] 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, and the maximum and minimum values ​​of output torque are substituted into the fifth correspondence above to calculate the torque non-uniformity coefficient.

[0144] In this embodiment, for cases where the torque is not completely balanced, the torque non-uniformity coefficient is used to check the balance performance of the internal combustion engine, so as to avoid causing strong vibration and noise and ensure the power and economy of the internal combustion engine.

[0145] Step S60: When the torque non-uniformity coefficient meets the preset coefficient threshold, the balance performance design of the rotating centrifugal force system is completed, and the corresponding crankshaft digital model is generated to prepare an internal combustion engine with balanced performance.

[0146] 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 rotating centrifugal force system, which includes the balance of the rotating centrifugal force and torque, also known as the balance of inertial mass. It mainly depends on the configuration of the rotating inertial mass, requiring the resultant force and resultant torque of the rotating centrifugal force to reach the balance requirement. However, torque cannot be absolutely balanced, and the torque non-uniformity must be ensured to be within the allowable range.

[0147] Additionally, it should be noted that the preset coefficient threshold is the pre-set design threshold for torque non-uniformity, that 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 coefficient threshold, i.e., the torque non-uniformity is within the allowable range. At this point, the balance performance design of the rotating centrifugal 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.

[0148] Understandably, once the balance performance design of the rotating centrifugal force system is completed, the corresponding crankshaft digital model can be generated, which allows for production / installation, and the resulting internal combustion engine has good balance performance.

[0149] In one feasible implementation, the crankshaft counterweight is optimized when the torque non-uniformity coefficient does not meet a preset coefficient threshold.

[0150] 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 counterweight. After optimizing the counterweight, it is necessary to re-determine whether the resultant force of the rotational centrifugal force can be balanced. If it is not balanced, continue to configure the counterweight until the resultant force of the rotational centrifugal force is balanced. If it is balanced, return to step S30.

[0151] This embodiment provides a method for balancing an internal combustion engine based on a rotating centrifugal force system. It obtains the rotating mass to be balanced on the crankshaft, determines the unit centrifugal force based on this mass, and determines the resultant centrifugal force based on this unit centrifugal force. When the resultant centrifugal force is balanced, the resultant centrifugal torque is determined based on the unit centrifugal force. When the resultant centrifugal torque is unbalanced, a crankshaft counterweight is configured, and the balance ratio is determined based on the product of the counterweight's mass and radius and the resultant centrifugal torque. When the 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 rotating centrifugal force system is considered complete, and a corresponding crankshaft digital model is generated to manufacture an internal combustion engine with balanced performance. This embodiment can rationally configure the crankshaft counterweight, balance the rotating centrifugal force and centrifugal torque, reduce the crankshaft's internal bending moment and the additional centrifugal load on the main bearings, ensure good balance performance of the internal combustion engine, avoid strong vibrations and noise, and thus improve the reliability and durability of the internal combustion engine.

[0152] 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 3 Step S30 may include:

[0153] In step S40', when the resultant torque of the rotating centrifugal force is balanced, the balance performance design of the rotating centrifugal force system is determined and the corresponding crankshaft digital model is generated to prepare an internal combustion engine with balanced performance.

[0154] It is understandable that if the resultant torque of the rotating centrifugal force is balanced, then the crankshaft system itself satisfies dynamic balance, and it can be considered that the balance performance design of the rotating centrifugal force system has been completed and can be applied.

[0155] This embodiment provides a method for balancing an internal combustion engine based on a rotating centrifugal force system. It can reasonably configure the crankshaft counterweight, balance the rotating centrifugal force and centrifugal torque, reduce the internal bending moment of the crankshaft and the additional centrifugal load on the main bearing, ensure that the internal combustion engine has good balance performance, avoid causing strong vibration and noise, and thus improve the reliability and durability of the internal combustion engine.

[0156] 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 4 Step S40 may include:

[0157] In step S50', when the balance rate meets the preset balance rate threshold, the balance performance design of the rotating centrifugal force system is completed, and the corresponding crankshaft digital model is generated to prepare an internal combustion engine with balance performance.

[0158] It is understandable that if the balance rate meets the preset balance rate threshold, that is, the balance rate is equal to 100%, the torque is balanced, and the balance performance design of the rotating centrifugal force system is considered to be completed and can be applied.

[0159] This embodiment provides a method for balancing an internal combustion engine based on a rotating centrifugal force system. It can reasonably configure the crankshaft counterweight, balance the rotating centrifugal force and centrifugal torque, reduce the internal bending moment of the crankshaft and the additional centrifugal load on the main bearing, ensure that the internal combustion engine has good balance performance, avoid causing strong vibration and noise, and thus improve the reliability and durability of the internal combustion engine.

[0160] For example, to help understand the implementation process of the internal combustion engine balancing method based on a rotating centrifugal force system obtained by combining this embodiment with the above embodiments, please refer to... Figure 5 , Figure 5 A simplified flowchart of an internal combustion engine balancing method based on a rotating centrifugal force system is provided, specifically:

[0161] Based on the design parameters of the internal combustion engine crankshaft and related assembly components, the rotating mass that needs to be balanced is determined, and the unit rotational centrifugal force is calculated. The resultant rotational centrifugal force is calculated using the unit rotational centrifugal force, and it is determined whether the resultant rotational centrifugal force satisfies static balance. If the resultant rotational centrifugal force is not equal to 0, the crankshaft is optimized, and the balance is reassessed. If the resultant rotational centrifugal force is equal to 0, the static balance is considered satisfied, and the resultant rotational centrifugal torque is calculated using the unit rotational centrifugal force. If the resultant rotational centrifugal torque is equal to 0, the balance performance design of the rotational centrifugal force system is completed. If the resultant rotational centrifugal torque is not equal to 0, a crankshaft counterweight is configured, and the balance rate is calculated. If the balance rate is equal to 100%, the balance performance design of the rotational centrifugal force system is completed. If the balance rate is not equal to 100%, the torque non-uniformity coefficient is checked. If the torque non-uniformity coefficient does not meet the design threshold, the crankshaft counterweight is further optimized, and the balance is reassessed. If the torque non-uniformity coefficient meets the design threshold, the balance performance design of the rotational centrifugal force system is completed. After completing the balance performance design, a crankshaft digital model is generated for application.

[0162] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the internal combustion engine balancing method based on the rotating centrifugal force system of this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0163] This application also provides an internal combustion engine balancing device based on a rotating centrifugal force system; please refer to [reference needed]. Figure 6 The internal combustion engine balancing device based on a rotating centrifugal force system includes:

[0164] The balancing design module 10 is used to obtain the rotating mass to be balanced of the internal combustion engine crankshaft and determine the unit rotational centrifugal force based on the rotating mass to be balanced.

[0165] The balance design module 10 is also used to determine the resultant force of the rotational centrifugal force based on the unit rotational centrifugal force.

[0166] The balance design module 10 is also used to determine the resultant torque of the centrifugal force based on the unit centrifugal force when the resultant force of the centrifugal force is balanced.

[0167] The balance design module 10 is also used to configure crankshaft counterweights when the resultant torque of the rotational centrifugal force is unbalanced, and to determine the balance rate based on the mass-radius product of the counterweights and the resultant torque of the rotational centrifugal force.

[0168] The torque verification module 20 is used to determine the torque non-uniformity coefficient when the balance rate does not meet the preset balance rate threshold.

[0169] The design application module 30 is used to determine the balance performance design of the rotating centrifugal force system when the torque non-uniformity coefficient meets the preset coefficient threshold, and generate the corresponding crankshaft digital model to prepare an internal combustion engine with balanced performance.

[0170] In one embodiment, the balancing design module 10 is further configured to obtain a first correspondence between the rotating mass to be balanced, the center distance, the crankshaft speed and the unit rotational centrifugal force. The rotating mass to be balanced includes at least the equivalent mass of the connecting rod big end, the mass of the connecting rod bearing, the mass of the crank pin and the crank mass. The center distance includes at least the distance from the center of mass of the connecting rod big end to the center of rotation of the crankshaft, the distance from the center of mass of the connecting rod bearing to the center of rotation of the crankshaft, the distance from the center of mass of the crank pin to the center of rotation of the crankshaft and the distance from the center of mass of the crankshaft to the center of rotation of the crankshaft.

[0171] The unit rotational centrifugal force is determined based on the rotating mass to be balanced, the center distance, the crankshaft speed, and the first corresponding relationship.

[0172] In one embodiment, the balance design module 10 is further configured to determine a second correspondence between the unit rotational centrifugal force, the angle between cranks, the firing order and the rotational centrifugal force of the cranks, and the correspondence between the rotational centrifugal force of the cranks and the resultant force of the rotational centrifugal force.

[0173] The resultant force of the centrifugal force is determined based on the unit rotational centrifugal force, the angle between the cranks, the firing sequence, and the second correspondence.

[0174] In one embodiment, the balance design module 10 is further configured to determine a third correspondence between the unit rotational centrifugal force, the angle between cranks, the distance from the crank to the simplified torque center point, the firing order and the crank rotational centrifugal torque, and the correspondence between the crank rotational centrifugal torque and the resultant torque of the rotational centrifugal force, based on the unit rotational centrifugal 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 rotational centrifugal force.

[0175] The resultant torque of the centrifugal force is determined based on the unit rotational centrifugal force, the angle between the cranks, the distance from the crank to the simplified torque center point, the firing sequence, and the third correspondence.

[0176] In one embodiment, the balance design module 10 is further configured to determine a fourth correspondence between the distance from the center of gravity of the balance weight to the center of rotation of the crankshaft, the balance shaft mass, the resultant torque of the centrifugal force, and the balance rate, based on the correspondence between the resultant torque of the centrifugal force, the balance rate, and the product of the mass and radius of the balance weight, as well as the correspondence between the distance from the center of gravity of the balance weight to the center of rotation of the crankshaft, the mass of the balance weight, and the product of the mass and radius of the balance weight.

[0177] The balance ratio is determined based on the distance from the center of mass of the counterweight to the center of rotation of the crankshaft, the mass of the balance shaft, the resultant torque of the centrifugal force, and the fourth correspondence.

[0178] In one embodiment, the torque verification module 20 is also used to obtain a fifth 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;

[0179] 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 fifth corresponding relationship of the internal combustion engine.

[0180] In one embodiment, the torque verification module 20 is further configured to optimize the design of the crankshaft counterweight and return to the step of determining the balance rate based on the product of the counterweight mass and the resultant torque of the rotational centrifugal force when the torque non-uniformity coefficient does not meet the preset coefficient threshold.

[0181] In one embodiment, the balance design module 10 is also used to optimize the internal combustion engine crankshaft when the resultant force of the rotational centrifugal force is unbalanced.

[0182] In one embodiment, the design application module 30 is also used to determine the balance performance design of the rotating centrifugal force system when the resultant torque of the rotating centrifugal force is balanced, and return to execute the step of generating the corresponding crankshaft digital model to prepare an internal combustion engine with balanced performance.

[0183] The internal combustion engine balancing device based on a rotating centrifugal force system provided in this application employs the internal combustion engine balancing method based on a rotating centrifugal force system described in the above embodiments, and can solve the technical problem of the influence of rotating centrifugal force on 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 rotating centrifugal force system provided in this application are the same as the beneficial effects of the internal combustion engine balancing method based on a rotating centrifugal force system provided in the above embodiments, and other technical features in the internal combustion engine balancing device based on a rotating centrifugal force system are the same as the features disclosed in the methods of the above embodiments, and will not be repeated here.

[0184] This application provides an internal combustion engine balancing device based on a rotating centrifugal force system. The internal combustion engine balancing device based on a rotating centrifugal 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 rotating centrifugal force system in the above embodiment 1.

[0185] The following is for reference. Figure 7 The diagram illustrates a structural schematic of an internal combustion engine balancing device based on a rotating centrifugal force system suitable for implementing embodiments of this application. The internal combustion engine balancing device based on a rotating centrifugal 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 Descriptions), 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 7 The internal combustion engine balancing device based on a rotating centrifugal force system shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0186] like Figure 7As shown, the internal combustion engine balancing device based on a rotating centrifugal force system may include a processing unit 1001 (e.g., a central processing unit, a graphics processor, 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 a rotating centrifugal 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 equipment based on a centrifugal force system to exchange data wirelessly or via wired communication with other devices. Although the figure shows an internal combustion engine balancing equipment based on a centrifugal 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 may be implemented alternatively.

[0187] 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.

[0188] The internal combustion engine balancing device based on a rotating centrifugal force system provided in this application employs the internal combustion engine balancing method based on a rotating centrifugal force system described in the above embodiments, and can solve the technical problem of the influence of rotating centrifugal force on 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 rotating centrifugal force system provided in this application are the same as the beneficial effects of the internal combustion engine balancing method based on a rotating centrifugal force system provided in the above embodiments, and other technical features of this internal combustion engine balancing device based on a rotating centrifugal force system are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0189] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0190] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

[0191] 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 rotating centrifugal force system in the above embodiments.

[0192] 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 fibers, 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.

[0193] The aforementioned computer-readable storage medium may be included in an internal combustion engine balancing device based on a rotating centrifugal force system; or it may exist independently and not assembled into an internal combustion engine balancing device based on a rotating centrifugal force system.

[0194] The aforementioned computer-readable storage medium carries one or more programs. When these programs are executed by an internal combustion engine balancing device based on a centrifugal force system, the internal combustion engine balancing device based on a centrifugal force system: acquires the rotating mass to be balanced of the internal combustion engine crankshaft; determines the unit centrifugal force based on the rotating mass; determines the resultant force of the centrifugal force based on the unit centrifugal force; when the resultant force of the centrifugal force is balanced, determines the resultant torque of the centrifugal force based on the unit centrifugal force; when the resultant torque of the centrifugal force is unbalanced, configures a crankshaft counterweight; determines the balance ratio based on the mass-radius product of the counterweight and the resultant torque of the centrifugal force; when the balance ratio does not meet a preset balance ratio threshold, determines the torque non-uniformity coefficient; when the torque non-uniformity coefficient meets a preset coefficient threshold, determines that the balance performance design of the centrifugal force system is complete, and generates a corresponding crankshaft digital model to prepare an internal combustion engine with balance performance.

[0195] 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).

[0196] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0197] 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.

[0198] 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 rotating centrifugal force system, thereby solving the technical problem of the influence of rotating centrifugal force on the balancing performance of an internal combustion engine. 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 rotating centrifugal force system provided in the above embodiments, and will not be repeated here.

[0199] 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 rotating centrifugal force system as described above.

[0200] The computer program product provided in this application can solve the technical problem of the influence of rotating centrifugal force on 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 the beneficial effects of the internal combustion engine balancing method based on rotating centrifugal force system provided in the above embodiments, and will not be repeated here.

[0201] 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 rotating centrifugal force system, characterized in that, The method includes: Obtain the rotating mass to be balanced of the internal combustion engine crankshaft, and determine the unit rotational centrifugal force based on the rotating mass to be balanced; Based on the unit rotational centrifugal force, determine the resultant force of the rotational centrifugal force; When the resultant force of the rotational centrifugal force is in equilibrium, the resultant torque of the rotational centrifugal force is determined based on the unit rotational centrifugal force. When the resultant torque of the centrifugal force is unbalanced, a crankshaft counterweight is configured, and the balance ratio is determined based on the mass-radius product of the counterweight and the resultant torque of the centrifugal force. When the balance rate does not meet the preset balance rate threshold, a torque non-uniformity coefficient is determined; When the torque non-uniformity coefficient meets the preset coefficient threshold, the balance performance design of the rotating centrifugal force system is completed, and the corresponding crankshaft digital model is generated to prepare an internal combustion engine with balanced performance.

2. The method as described in claim 1, characterized in that, The step of determining the unit rotational centrifugal force based on the mass to be balanced includes: Obtain the first correspondence between the rotating mass to be balanced, the center distance, the crankshaft speed, and the unit rotational centrifugal force. The rotating mass to be balanced includes at least the equivalent mass of the connecting rod big end, the mass of the connecting rod bearing, the mass of the crank pin, and the mass of the crank. The center distance includes at least the distance from the center of mass of the connecting rod big end to the center of rotation of the crankshaft, the distance from the center of mass of the connecting rod bearing to the center of rotation of the crankshaft, the distance from the center of mass of the crank pin to the center of rotation of the crankshaft, and the distance from the center of mass of the crankshaft to the center of rotation of the crankshaft. The unit rotational centrifugal force is determined based on the 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 rotational centrifugal force based on the unit rotational centrifugal force includes: Based on the correspondence between unit centrifugal force, the angle between cranks, the firing order and the centrifugal force of the cranks, as well as the correspondence between the centrifugal force of the cranks and the resultant force of the centrifugal force, a second correspondence between unit centrifugal force, the angle between cranks, the firing order and the resultant force of the centrifugal force is determined. The resultant force of the centrifugal force is determined based on the unit rotational centrifugal force, the angle between the cranks, the firing sequence, and the second correspondence.

4. The method as described in claim 1, characterized in that, The step of determining the resultant torque of the centrifugal force based on the unit centrifugal force includes: Based on the correspondence between unit rotational centrifugal force, the angle between cranks, the distance from the crank to the simplified torque center point, the firing order and the rotational centrifugal torque of the crank, as well as the correspondence between the rotational centrifugal torque of the crank and the resultant torque of the rotational centrifugal force, a third correspondence between unit rotational centrifugal 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 rotational centrifugal force is determined. The resultant torque of the centrifugal force is determined based on the unit rotational centrifugal force, the angle between the cranks, the distance from the crank to the simplified torque center point, the firing sequence, and the third correspondence.

5. The method as described in claim 1, characterized in that, The step of determining the balance ratio based on the product of equilibrium mass and the resultant torque of the centrifugal force includes: Based on the correspondence between the resultant torque of the centrifugal force, the balance rate and the product of the mass and radius of the balance weight, as well as the correspondence between the distance from the center of mass of the balance weight to the center of rotation of the crankshaft, the mass of the balance weight and the product of the mass and radius of the balance weight, a fourth correspondence between the distance from the center of mass of the balance weight to the center of rotation of the crankshaft, the mass of the balance weight and the resultant torque of the centrifugal force, and the balance rate is determined. The balance rate is determined based on the distance from the center of mass of the counterweight to the center of rotation of the crankshaft, the mass of the counterweight, the resultant torque of the centrifugal force, and the fourth correspondence.

6. The method as described in claim 1, characterized in that, The step of determining the torque non-uniformity coefficient includes: Obtain the fifth 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 of the internal combustion engine, the mean 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 fifth correspondence mentioned above.

7. The method as described in claim 1, characterized in that, The method further includes: When the torque non-uniformity coefficient does not meet the preset coefficient threshold, the crankshaft counterweight is optimized, and the process returns to the step of determining the balance ratio based on the product of the counterweight mass and the resultant torque of the rotational centrifugal force.

8. The method as described in claim 1, characterized in that, The method further includes: When the resultant force of the rotational centrifugal force is unbalanced, the crankshaft of the internal combustion engine is optimized.

9. The method according to any one of claims 1 to 8, characterized in that, The method further includes: When the resultant torque of the rotating centrifugal force is balanced, the balance performance design of the rotating centrifugal force system is determined, and the process returns to generate the corresponding crankshaft digital model to prepare an internal combustion engine with balanced performance.

10. A balancing device for an internal combustion engine based on a rotating centrifugal 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 rotating centrifugal force system as described in any one of claims 1 to 9.

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