Load device assembly, internal combustion engine assembly and vehicle

Abstract

The load device assembly includes: an idle gear that rotates in conjunction with rotation of a power gear of an internal combustion engine; a driven gear which is provided with an idle gear between the driven gear and the power gear, and which rotates by receiving the rotational force of the power gear via the idle gear; and a load device having a shaft that rotates integrally with the driven gear and serves as a load of the power gear. The inertia of the driven gear and the shaft is set to a second inertia larger than a first inertia compared with the first inertia generated by a first mass at least necessary for rotating the shaft of the load device, the second inertia is increased to be close to the inertia of the power gear, and the idle gear has a plurality of openings. A third inertia generated by the rotation of the idle gear is reduced compared with a fourth inertia in the absence of a plurality of openings.

Description

Technical Field

[0001] The present invention relates to a load device assembly, an internal combustion engine assembly and a vehicle. Background Art

[0002] Load devices such as air compressors are driven in conjunction with the driving force that rotates the crankshaft of the internal combustion engine. Such load devices can serve as a load for the rotation of the crankshaft of the internal combustion engine. For example, Japanese Patent Application Publication No. 2020-45890 discloses gears used in the camshaft drive mechanism of an internal combustion engine.

[0003] When driving force is transmitted from a power gear, such as the crankshaft sprocket of an internal combustion engine, to a driven gear of a load device to which the driving force is transmitted, via an idle gear, the rotating assembly consisting of the driven gear and the crankshaft acts as a resistance (load). In this case, an inertial force acts on the rotating assembly in a direction that causes the rotation of the power gear to stop. For example, when driving force is transmitted from the power gear to a driven gear of a load device to which the driving force is transmitted, a rattling sound (squeaking) may occur between the idle gear and the driven gear. Summary of the Invention

[0004] An object of the present invention is to provide a load device assembly, an internal combustion engine assembly, and a vehicle that can suppress the rattling sound between an idle gear and a driven gear of a load device.

[0005] One embodiment of the present invention relates to a load device assembly for use with an internal combustion engine. The load device assembly comprises: an idle gear that rotates in conjunction with the rotation of a power gear of the internal combustion engine; a driven gear disposed between the idle gear and the power gear and rotated by receiving the rotational force of the power gear via the idle gear; and a load device having a shaft that rotates integrally with the driven gear and acts as a load on the power gear. The load device comprises a second inertia greater than a first inertia generated by a combined first mass of the driven gear and the shaft, which is at least required for rotation of the shaft of the load device, and an inertia of the driven gear and the shaft that is greater than the first inertia. The second inertia is increased to approach the inertia of the power gear. Furthermore, the idle gear has a plurality of openings, and a third inertia generated by the rotation of the idle gear is reduced compared to a fourth inertia that would occur without the plurality of openings.

[0006] According to the present invention, it is possible to provide a load device assembly, an internal combustion engine assembly, and a vehicle capable of suppressing the rattling sound between the idle gear and the driven gear of the load device. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] Figure 1This is a schematic diagram showing a vehicle including an internal combustion engine assembly having a load device assembly according to an embodiment and an internal combustion engine serving as a power source for driving the load device of the load device assembly.

[0008] Figure 2 This is a schematic diagram showing the positional relationship between the power gear of the internal combustion engine and the load device (air compressor) of the load device assembly, and also showing the arrangement of the power gear of the internal combustion engine, the driven gear fixed to the crankshaft of the air compressor, and the idle gear between the power gear and the driven gear of the air compressor.

[0009] Figure 3 It is a schematic front view of the idle gear according to the embodiment.

[0010] Figure 4 It is a schematic diagram showing a driven gear and a loading device (air compressor) of a loading device assembly according to an embodiment.

[0011] Figure 5 It is a schematic diagram showing a crankshaft of a load device (air compressor) according to the embodiment.

[0012] Figure 6 It is a schematic diagram showing a crankshaft of a load device (air compressor) according to a comparative example. DETAILED DESCRIPTION

[0013] Next, the load device assembly 22 of the internal combustion engine assembly 12 of the vehicle 10 according to this embodiment will be described with reference to the drawings. The relative sizes of the components in the drawings are schematic and may differ from the actual sizes.

[0014] like Figure 1 As shown, the vehicle 10 includes an internal combustion engine assembly 12. The internal combustion engine assembly 12 includes a load device assembly 22 and an internal combustion engine 24 serving as a power source for driving the load device assembly 22. An example of the vehicle 10 is a truck, a tractor, or the like.

[0015] The internal combustion engine 24 is, for example, a diesel engine.

[0016] like Figure 2 As shown, the load device assembly 22 is arranged on a power gear 32, such as a crankshaft sprocket, of the internal combustion engine 24. The load device assembly 22 includes an idle gear 34 that rotates in conjunction with the rotation of the power gear 32; a driven gear 36 to which power from the power gear 32 is transmitted via the idle gear 34; and an air compressor 38, serving as a load device, which is fixed to the driven gear 36 and is operated by the rotation of the driven gear 36.

[0017] Here, the air compressor 38 is described as an example of the load device. However, when the rotating component body rotated by the power gear 32 via the idle gear 34 rotates, the rotating component body can serve as the load device.

[0018] The idle gear 34 is used as an intermediate gear between the power gear 32 and the driven gear 36 .

[0019] like Figure 2 and Figure 3 As shown, the idle gear 34 includes a cylindrical boss portion 341 disposed at the center, teeth 343 disposed at the outer periphery, and a connecting portion 345 connecting the teeth 343 and the boss portion 341 .

[0020] The boss portion 341 is as follows Figure 2 As shown, for example, it is rotatably supported on the internal combustion engine 24 .

[0021] like Figure 2 and Figure 3 As shown, the tooth portion 343 is formed as an outer peripheral tooth. The tooth portion 343 is formed as a helical gear, for example, and meshes with the power gear 32 and the driven gear 36, which serve as mating gears. The tooth portion 343 of the idle gear 34 can also be formed as another type of gear, for example, a spur gear.

[0022] The connecting portion 345 is formed in a circular ring shape. The connecting portion 345 has a plurality of holes 346 at equal intervals in the circumferential direction. The plurality of holes 346 are, for example, circles of the same diameter. The distances between each hole (e.g., a circular hole) 346 of the connecting portion 345 and the central axis of the idle gear 34 are the same. Moreover, the distance between each hole 346 and the inner peripheral edge of the boss portion 341 of the idle gear 34 is longer than the distance between each hole 346 and the outer peripheral edge of the idle gear 34. Therefore, each hole 346 is provided on the outer peripheral edge (tooth portion 343) side of the connecting portion 345 of the idle gear 34.

[0023] The holes 346 may or may not be circular as described above. Preferably, the holes 346 are formed symmetrically with respect to an imaginary radial axis (imaginary line) extending radially from the center of the idle gear 34 .

[0024] Furthermore, the idle gear 34 described above reduces the inertia (the third moment of inertia) generated by the rotation of the idle gear 34 compared to the inertia (the fourth moment of inertia) when the plurality of holes (openings) 346 are not provided. That is, the idle gear 34 can reduce the moment of inertia of the idle gear 34 by arranging the plurality of holes 346 as close to the tooth portion 343 as possible.

[0025] like Figure 4As shown, here, the shaft (crankshaft) 46 described later in the air compressor 38 fixes the driven gear 36 to form an integrated rotating component. That is, the shaft 46 rotates integrally with the driven gear 36 as the driven gear 36 rotates, becoming a load for the power gear 32.

[0026] The driven gear 36 is disposed between the idle gear 34 and the power gear 32 , and receives the rotational force of the power gear 32 via the idle gear 34 to rotate.

[0027] Figure 4 In this embodiment, the air compressor 38 shown as an example of a load device is described as having two cylinders. The air compressor 38 may be a single cylinder or may be a multi-cylinder compressor such as three or more cylinders.

[0028] The air compressor 38 includes: a cylinder block 42, which has a crankcase 52 and a cylinder portion 54 with multiple cylinders; a cylinder head 44, which covers the cylinder portion 54 of the cylinder block 42; a crankshaft 46, which is supported in the crankcase 52; and pistons 48a, 48b, which reciprocate in the cylinder portion 54 through the crankshaft 46, respectively, to suck air from outside the air compressor 38 and compress the sucked air to eject (discharge) it to the outside of the air compressor 38.

[0029] The cylinder block 42 and the cylinder head 44 are each formed of, for example, cast iron.

[0030] An air intake port 44a and an air discharge port 44b are provided in the cylinder head 44. The air intake port 44a is formed as an opening for introducing air into the air compressor 38. An air receiver (not shown) is connected to the air discharge port 44b, and compressed air compressed by pistons 48a and 48b in the air compressor 38 is discharged from the air discharge port 44b and stored in the air receiver.

[0031] exist Figure 4 The cylinder block 42 is shown in FIG. Figure 4 The crankcase 52 shown is formed in a substantially cylindrical shape because the crankshaft 46 is rotated around the central axis C of the main shaft 46 a and the main journal 46 b in the crankcase 52 .

[0032] The cylinder portion 54 is provided so as to protrude radially relative to the crankcase 52. The cylinder portion 54 includes a first cylindrical portion 62 and a second cylindrical portion 64 arranged along the axial direction of the crankshaft 46. The axial directions of the first cylindrical portion 62 and the axial directions of the second cylindrical portion 64 intersect the axial direction of the crankshaft 46. The axial directions of the first cylindrical portion 62 and the second cylindrical portion 64 are preferably parallel to each other.

[0033] The first piston 48a is disposed in the first cylindrical portion 62, and the first connecting rod 47a is disposed between the crankshaft 46 and the first piston 48a. The second piston 48b is disposed in the second cylindrical portion 64, and the second connecting rod 47b is disposed between the crankshaft 46 and the second piston 48b. Furthermore, it is preferable that the first piston 48a and the second piston 48b are formed into a bottomed cylindrical shape, for example, with the bottom side disposed on the cylinder head 44 side.

[0034] Next, while using the air compressor 38 Figure 5 The crankshaft 46 of the embodiment shown and the air compressor 38 are used Figure 6 The following description will be made by comparing the case of the crankshaft 146 according to the comparative example shown.

[0035] The air compressor 38 according to this embodiment is used in the present embodiment. Figure 5 Crankshaft 46 is shown.

[0036] In addition, Figure 6 , a crankshaft 146 according to a comparative example is shown in FIG. The crankshaft 146 according to the comparative example has, for example, a mass close to the minimum required for properly moving the first piston 48a up and down within the first cylindrical portion 62 and the second piston 48b up and down within the second cylindrical portion 64. Furthermore, the crankshaft 146 has a moment of inertia close to the minimum required for properly moving the first piston 48a up and down within the first cylindrical portion 62 and the second piston 48b up and down within the second cylindrical portion 64. Specifically, the crankshaft 146 according to the comparative example is configured to eject compressed air by properly moving the pistons 48a and 48b.

[0037] like Figure 5 As shown, the crankshaft 46 includes a main shaft 46a, a main journal 46b, a first crankpin 46c, a first counterweight 46d, a connecting portion 46e, a second crankpin 46f, and a second counterweight 46g.

[0038] The first crank pin 46c is disposed between the first counterweights 46d. The center axis of the first crank pin 46c is offset from the center axis C of the main shaft 46a and the main journal 46b. The first crank pin 46c is connected to the first connecting rod 47a (see Figure 4 ) at one end.

[0039] The second crank pin 46f is disposed between the second counterweights 46g. The center axis of the second crank pin 46f is offset from the center axis C of the main shaft 46a and the main journal 46b. The second crank pin 46f and the second connecting rod 47b (see Figure 4 ) at one end.

[0040] The center axis of the first crankpin 46 c and the center axis of the second crankpin 46 f are offset, for example, by 180° with respect to the center axis C of the main shaft 46 a and the main journal 46 b .

[0041] In the present embodiment, the central axis of the connecting portion 46e coincides with the central axis C of the main shaft 46a and the main journal 46b.

[0042] Figure 5 The mass of the crankshaft 46 of the embodiment shown is 4407 g as an example. The moment of inertia (second inertia) of the rotating assembly composed of the driven gear 36 and the crankshaft 46 is, for example, 4246.4 kg·mm 2 The moment of inertia (second moment of inertia) of the rotating assembly body is smaller than the moment of inertia of the power gear 32 .

[0043] Figure 6 The crankshaft 146 according to the comparative example shown includes a main shaft 146a, a main journal 146b, a first crankpin 146c, a first counterweight 146d, a connecting portion 146e, a second crankpin 146f, and a second counterweight 146g.

[0044] The first crank pin 146c is disposed between the first counterweight 146d and the connecting portion 146e. The center axis of the first crank pin 146c is offset from the center axis C of the main shaft 146a and the main journal 146b. The first crank pin 146c is connected to the first connecting rod 47a (see Figure 4 ) at one end.

[0045] The second crank pin 146f is disposed between the second counterweight 146g and the connecting portion 146e. The center axis of the second crank pin 146f is offset from the center axis C of the main shaft 146a and the main journal 146b. The second crank pin 146f is connected to the second connecting rod 47b (see Figure 4 ) at one end.

[0046] The center axis of the first crankpin 146 c and the center axis of the second crankpin 146 f are offset, for example, by 180° with respect to the center axis C of the main shaft 146 a and the main journal 146 b .

[0047] In the comparative example, the connecting portion 146e connects the first crank pin 146c and the second crank pin 146f. Therefore, the central axis of the connecting portion 146e is inclined with respect to the central axis C of the main shaft 46a and the main journal 46b.

[0048] Figure 6 The mass of the crankshaft 146 of the comparative example is 2690 g. The moment of inertia (first inertia) of the rotating assembly composed of the driven gear 36 and the crankshaft 146 is, for example, 2005.6 kg·mm 2 .

[0049] Therefore, the crankshaft 46 of this embodiment has a mass increased by 1717 g compared to the crankshaft 146 of the comparative example. For example, the crankshaft 46 of this embodiment has increased mass of the counterweights 46 d and 46 g, and also has a significantly increased mass compared to the crankshaft 146 of the comparative example. Therefore, the mass of the driven crankshaft 46 of this embodiment is greater than the mass of the crankshaft 146 required to properly move the pistons 48 a and 48 b.

[0050] Furthermore, the moment of inertia of the driven gear 36 and the crankshaft 46 of this embodiment is also increased by 2240.8 kg·mm compared to the driven gear 36 and the crankshaft 146 of the comparative example. 2 Therefore, the inertia moment of the driven gear 36 and the crankshaft 46 according to the present embodiment is increased by more than twice the inertia moment of the driven gear 36 and the crankshaft 146 that enable the pistons 48 a and 48 b to move appropriately.

[0051] Therefore, the rotating assembly of the crankshaft 146 and the driven gear 36 according to the comparative example rotates with a relatively light force from the power gear 32 through the idle gear 34 .

[0052] Furthermore, for example, the second inertia (moment of inertia) of the rotating assembly formed by the driven gear 36 and the crankshaft 146 of the comparative example, which is at least required to rotate the crankshaft 146 of the load device 38 of the comparative example, is increased compared to the first inertia (moment of inertia) generated by the first mass of the rotating assembly formed by the driven gear 36 and the crankshaft 146 of the comparative example. Therefore, the second inertia of the rotating assembly formed by the driven gear 36 and the crankshaft 46 of the present embodiment, which is integrated with the crankshaft 146 of the comparative example, is closer to the inertia of the power gear 32 than in the comparative example.

[0053] Normally, the internal combustion engine assembly 12 rotates the crankshaft 46 of the air compressor 38, which serves as a load device, via the idle gear 34 and the driven gear 36 using the power of the power gear 32 of the internal combustion engine 24, thereby causing the pistons 48a and 48b to move up and down, while the air compressor 38 repeatedly performs the function of sucking in and discharging compressed air. Therefore, in order to reduce the load on the power gear 32 of the internal combustion engine 24, it is considered preferable to reduce the mass and moment of inertia of the crankshaft 146, as in the comparative example.

[0054] However, it is known that if, in the load device assembly 22, Figure 3The plurality of holes 346 shown reduce the mass and inertia moment of the idle gear 34. However, if a component body that rotates with a relatively light force, such as the driven gear 36 and the crankshaft 146 of the comparative example, is used, rattling noise between the idle gear 34 and the driven gear 36 may not be suppressed well. On the other hand, the inventors of the present application have found that if, in the load device assembly 22, Figure 3 The multiple holes 346 shown reduce the mass and inertia moment of the idle gear 34. On the other hand, using a rotating component body that rotates with a relatively large inertia force such as the driven gear 36 and the crankshaft 46 of this embodiment can suppress the rattling sound between the idle gear 34 and the driven gear 36.

[0055] Therefore, in the load device assembly 22 of this embodiment, the mass and moment of inertia of the rotating assembly of the driven gear 36 and the crankshaft 46 are relatively increased compared to the comparative example. Figure 4 ) Once the assembly starts rotating, the inertial force acting in the direction in which the assembly tends to come to rest can be suppressed. That is, although the mass and moment of inertia of the assembly of the driven gear 36 and crankshaft 46 are made relatively large, the assembly of the driven gear 36 and crankshaft 46 receives a load when it starts moving, after the assembly starts moving, the inertial force acting in the direction in which the assembly tends to come to rest is suppressed.

[0056] Therefore, in the load device assembly 22 according to this embodiment, the second inertia, which is greater than the first inertia of the rotating assembly body, which is formed by integrating the driven gear 36 and the shaft 46, is increased to a value closer to the inertia of the power gear 32 than the first inertia generated by the first mass required at least for the load device 38 to function. Furthermore, in the load device assembly 22 according to this embodiment, the idle gear 34 has multiple openings 346, which reduces the third inertia generated by the rotation of the idle gear 34 compared to the fourth inertia that would be generated if the multiple openings 346 were not present. Therefore, according to this embodiment, it is possible to provide a load device assembly 22 that can suppress the rattling sound between the idle gear 34 and the driven gear 36 of the load device 38, an internal combustion engine assembly 12 including the load device assembly 22, and a vehicle 10 including the internal combustion engine assembly 12.

[0057] In this embodiment, an example of increasing the mass and moment of inertia of the crankshaft 46 has been described. Although not described in detail, increasing the mass and moment of inertia of the driven gear 36 can also reduce the rattling sound between the idle gear 34 and the driven gear 36 of the load device 38, thereby providing a load device assembly 22, an internal combustion engine assembly 12 including the load device assembly 22, and a vehicle 10 including the internal combustion engine assembly 12.

[0058] In addition, the present invention is not limited to the above-mentioned embodiments, and various modifications can be made during the implementation stage without departing from the scope of its main purpose. In addition, the various embodiments can be appropriately combined and implemented, in which case the effect of the combination is obtained. Moreover, various inventions are included in the above-mentioned embodiments, and various inventions can be extracted by combining the multiple components selected from the disclosed components. For example, even if a few components are deleted from all the components shown in the embodiment, the problem can be solved and the effect can be obtained, the structure after deleting the components can be extracted as an invention.

Claims

1. A load device assembly for use with an internal combustion engine, The load device assembly has: an idle gear that rotates in conjunction with the rotation of the power gear of the internal combustion engine; a driven gear, the idle gear being arranged between the idle gear and the power gear, and being rotated by receiving a rotational force of the power gear via the idle gear; as well as A load device having a shaft that rotates integrally with the driven gear and serves as a load for the power gear. The inertia of the driven gear and the shaft is set to a second inertia greater than a first inertia generated by a first mass of the driven gear and the shaft combined, which is at least required to rotate the shaft of the load device, and the second inertia is increased to be close to the inertia of the power gear, and The idle gear has a plurality of openings, and the third moment of inertia generated by the rotation of the idle gear is reduced compared to the fourth moment of inertia in a case where the plurality of openings are not provided.

2. The load device assembly according to claim 1, wherein: The shaft is a crankshaft, The second inertia is twice or more than the first inertia.

3. The load device assembly according to claim 2, wherein: The load device is an air compressor that discharges compressed air by the rotation of the crankshaft.

4. The loading device assembly according to claim 1 or 2, wherein: The plurality of openings are formed at equal intervals in the circumferential direction and symmetrically with respect to an imaginary line extending radially from the central axis of the idle gear. Distances between the center of the idle gear and the plurality of openings are respectively the same.

5. The loading device assembly according to claim 1 or 2, wherein: When the plurality of openings are circles with the same diameter, A distance between the plurality of openings and an inner periphery of the idle gear is longer than a distance between the plurality of openings and an outer periphery of the idle gear.

6. An internal combustion engine assembly comprising: The load device assembly according to claim 1 or claim 2; the power gear; and An internal combustion engine applies power to the power gear.

7. A vehicle comprising the internal combustion engine assembly according to claim 6.

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