Balancing device capable of effectively improving NVH of engine
By setting up a double balanced shaft device in the engine crankcase, the vibration and noise problems caused by the inertial force cannot be fully balanced by the engine, achieving better NVH performance and longer service life.
Patent Information
- Application Number
- CN202421817064.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-07-30
- Publication Date
- 2025-05-23
- Estimated Expiration
- 2034-07-30
AI Technical Summary
During the engine's operation, the inertial force caused by the high-speed linear motion of the piston cannot be fully balanced, resulting in vibration and noise problems, affecting the NVH performance of the engine.
A double balance shaft device is provided in the crankcase of the engine, including a first balance shaft, a second balance shaft, a first balance gear, a second balance gear, and a first balance block and a second balance block. Through the meshing and mating of these components, the inertial force of the engine is effectively balanced.
It effectively reduces the vibration and noise of the engine, improves the NVH performance of the engine, extends the service life of the engine, and improves the comfort of the driver and passengers.
Smart Images
Figure CN222894575U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the field of engine design and manufacturing, in particular to a balancing device which can effectively improve the NVH of the engine. Background Art
[0002] In the working cycle of the engine, the piston moves very fast and unevenly. At the upper and lower dead centers, the piston speed is zero, while the speed reaches the highest at the position between the upper and lower dead centers. As the piston repeatedly moves in a straight line at high speed in the cylinder, it will inevitably generate a large inertial force on the piston, piston pin and connecting rod. The counterweight configured on the connecting rod can effectively balance these inertial forces. However, only part of the moving mass of the counterweight on the connecting rod participates in the linear motion, and the other part participates in the rotation. Except for the upper and lower dead centers, various inertial forces cannot be completely balanced, causing the engine to vibrate.
[0003] Every time the piston moves up and down, the engine will vibrate twice, so the vibration frequency of the engine is related to the engine speed. In vibration theory, multiple harmonic vibrations are often used to describe the vibration of the engine. The vibration frequency that is the same as the engine speed is called the first-order vibration, and the frequency that is twice the engine speed is called the second-order vibration. By analogy, there are also third-order and fourth-order vibrations. However, the higher the vibration frequency, the smaller the amplitude, and the second order and above can be ignored. The first-order vibration accounts for more than 70% of the entire vibration and is the main source of vibration.
[0004] The abbreviation of Noise, Vibration and Harshness. This is a comprehensive issue to measure the quality of automobile manufacturing, which gives the most direct and superficial feeling to automobile users. The NVH problem of vehicles is one of the issues that major vehicle manufacturers and parts manufacturers in the international automobile industry are concerned about. Statistics show that about 1 / 3 of the failure problems of the whole vehicle are related to the NVH problem of the vehicle, and nearly 20% of the research and development expenses of major companies are spent on solving the NVH problem of vehicles.
[0005] The impact of combustion when the engine is working and the intermittent imbalance of each cylinder are mainly transmitted to the crankshaft through the connecting rod and then transmitted outward through the crankshaft. Therefore, it is crucial to reduce the imbalance of the crankshaft and thus improve the stability and NVH of the whole machine.
[0006] The information disclosed in this background technology section is only intended to increase the understanding of the overall background of the present invention, and should not be regarded as acknowledging or suggesting in any form that the information constitutes the prior art already known to a person skilled in the art. Utility Model Content
[0007] The purpose of the utility model is to provide a balancing device that can effectively improve the NVH of the engine, which can effectively reduce the vibration and noise generated by the engine, extend the service life of the engine, and improve the comfort of the driver and passengers.
[0008] To achieve the above-mentioned purpose, the utility model provides a balancing device which can effectively improve the NVH of the engine. The balancing device is arranged inside the box assembly of the engine and is located below the crankshaft assembly. The balancing device comprises a first balancing shaft, a second balancing shaft, a first balancing gear, a second balancing gear, a first balancing block and a second balancing block. The first balancing shaft is arranged below the crankshaft assembly in parallel with the central axis of the crankshaft assembly and is located on one side of the vertical center line of the crankshaft assembly. The second balancing shaft is arranged below the crankshaft assembly in parallel with the central axis of the crankshaft assembly and is located on the other side of the vertical center line of the crankshaft assembly. The first balancing gear is arranged at one end of the first balancing shaft, and the first balancing gear is meshed with the crankshaft balancing gear of the crankshaft assembly. The second balancing gear is arranged at one end of the second balancing shaft. The first balancing gear is meshed with the second balancing gear. The first balancing block and the second balancing block are respectively arranged on the first balancing shaft and the second balancing shaft.
[0009] In a preferred embodiment, the balancing device that can effectively improve the engine NVH also includes a balancing shaft support, which is arranged inside the box assembly and below the crankshaft assembly. The balancing shaft support includes an opening above the accommodating space, and both ends of the first balancing shaft and the second balancing shaft are pivotally arranged at the front wall and the rear wall of the accommodating space.
[0010] In a preferred embodiment, the first balancing weight and the second balancing weight are located inside the accommodating space.
[0011] In a preferred embodiment, the first balancing gear and the second balancing gear are located outside the accommodating space and at the same end of the balancing shaft support.
[0012] In a preferred embodiment, an angle is formed between a center line connecting the first balancing shaft and the crankshaft assembly and a vertical center line of the crankshaft assembly.
[0013] In a preferred embodiment, an angle is formed between a center line connecting the second balancing shaft and the crankshaft assembly and a vertical center line of the crankshaft assembly.
[0014] In a preferred embodiment, the angle between the center line of the first balance shaft and the crankshaft assembly and the vertical center line of the crankshaft assembly is the same as the angle between the center line of the second balance shaft and the crankshaft assembly and the vertical center line of the crankshaft assembly.
[0015] In a preferred embodiment, the angle between the center line of the first balance shaft and the crankshaft assembly and the vertical center line of the crankshaft assembly is different from the angle between the center line of the second balance shaft and the crankshaft assembly and the vertical center line of the crankshaft assembly.
[0016] In a preferred embodiment, an angle is formed between a center line of the first balancing shaft and a horizontal center line of the crankshaft assembly.
[0017] In a preferred embodiment, the first balance gear and the second balance gear have the same number of teeth.
[0018] Compared with the prior art, the balancing device of the utility model that can effectively improve the NVH of the engine has the following beneficial effects: by arranging a dual balancing shaft device in the crankcase, the application can effectively reduce the vibration and noise of the engine, effectively improve the NVH of the engine, extend the service life of the engine, and improve the comfort of the driver and passengers. BRIEF DESCRIPTION OF THE DRAWINGS
[0019] Figure 1 is a schematic diagram of the three-dimensional structure of a balance shaft assembly according to an embodiment of the utility model;
[0020] Figure 2 It is a schematic diagram of the three-dimensional structure of a balancing device according to one embodiment of the utility model;
[0021] Figure 3 It is a three-dimensional assembly schematic diagram of a balance shaft assembly and a crankshaft assembly from one perspective according to an embodiment of the utility model;
[0022] Figure 4 It is a three-dimensional assembly schematic diagram of a balance shaft assembly and a crankshaft assembly from another perspective according to an embodiment of the utility model;
[0023] Figure 5 is a three-dimensional assembly schematic diagram of a balance shaft assembly and a crankshaft assembly from another perspective according to an embodiment of the utility model;
[0024] Figure 6 It is a three-dimensional assembly schematic diagram of a balance shaft assembly and a crankshaft assembly from another perspective according to an embodiment of the utility model;
[0025] Figure 7 It is a rear perspective assembly diagram of a balance shaft assembly and a crankshaft assembly according to an embodiment of the utility model;
[0026] Figure 8 It is a three-dimensional assembly schematic diagram of a balance shaft assembly and a box assembly from one perspective according to an embodiment of the utility model;
[0027] Fig. 9It is a front view assembly diagram of a balance shaft assembly and a box assembly according to an embodiment of the utility model;
[0028] Fig.10 It is a side view assembly diagram of a balance shaft assembly and a box assembly according to an embodiment of the utility model;
[0029] Fig.11 It is a bottom view assembly diagram of a balance shaft assembly and a box assembly according to one embodiment of the utility model.
[0030] Description of main reference numerals:
[0031] 100-balance shaft assembly, 1-first balance gear, 2-second balance gear, 3-balance shaft support, 4-second balance block, 5-first balance block, 200-crankshaft assembly, 201-crankshaft balance gear, 202-connecting rod counterweight, 300-box assembly. DETAILED DESCRIPTION
[0032] The specific implementation modes of the present invention are described in detail below in conjunction with the accompanying drawings, but it should be understood that the protection scope of the present invention is not limited by the specific implementation modes.
[0033] Unless explicitly stated otherwise, throughout the specification and claims, the term “comprise” or variations such as “include” or “comprising”, etc., will be understood to include the stated elements or components but not to exclude other elements or components.
[0034] like Figures 1 to 11 As shown, according to a preferred embodiment of the utility model, a balancing device that can effectively improve the NVH of an engine is provided. The balancing device, i.e., a balancing shaft assembly 100, is arranged inside a housing assembly 300 of an engine and is located below a crankshaft assembly 200. The balancing device comprises a first balancing shaft (not shown), a second balancing shaft (not shown), a first balancing gear 1, a second balancing gear 2, a first balancing block 5, and a second balancing block 4. The first balancing shaft is arranged below the crankshaft assembly 200 in parallel with the central axis of the crankshaft assembly 200 and is located on one side of the vertical center line of the crankshaft assembly 200. The second balancing shaft is arranged below the crankshaft assembly 200 in parallel with the central axis of the crankshaft assembly 200 and is located on the other side of the vertical center line of the crankshaft assembly 200. The first balancing gear 1 is arranged at one end of the first balancing shaft and is meshed with the crankshaft balancing gear of the crankshaft assembly 200. The second balancing gear 2 is arranged at one end of the second balancing shaft. The first balancing gear 1 is meshed with the second balancing gear 2. The first balancing block 5 and the second balancing block 4 are respectively arranged on the first balancing shaft and the second balancing shaft.
[0035] In some embodiments, the balancing device that can effectively improve the engine NVH also includes a balancing shaft support 3, which is arranged inside the box assembly 300 and below the crankshaft assembly 200. The balancing shaft support 3 includes an opening above the accommodating space, and both ends of the first balancing shaft and the second balancing shaft are pivotally arranged at the front wall and the rear wall of the accommodating space.
[0036] In some embodiments, the first balancing weight 5 and the second balancing weight 4 are located inside the accommodating space.
[0037] In some embodiments, the first balance gear 1 and the second balance gear 2 are located outside the accommodating space and at the same end of the balance shaft support 3 .
[0038] In some embodiments, an angle is formed between a line connecting the center of the first balance shaft and the crankshaft assembly 200 and a vertical centerline of the crankshaft assembly 200 .
[0039] In some embodiments, an angle is formed between a line connecting the center of the second balance shaft and the crankshaft assembly 200 and a vertical centerline of the crankshaft assembly 200 .
[0040] In some embodiments, the angle between the center line of the first balance shaft and the crankshaft assembly 200 and the vertical center line of the crankshaft assembly 200 is the same as the angle between the center line of the second balance shaft and the crankshaft assembly 200 and the vertical center line of the crankshaft assembly 200.
[0041] In some embodiments, the angle between the center line of the first balance shaft and the crankshaft assembly 200 and the vertical center line of the crankshaft assembly 200 is different from the angle between the center line of the second balance shaft and the crankshaft assembly 200 and the vertical center line of the crankshaft assembly 200 .
[0042] In some embodiments, an angle is formed between a line connecting the centers of the first balancing shafts and a horizontal centerline of the crankshaft assembly 200 .
[0043] In some embodiments, the first balance gear 1 and the second balance gear 2 have the same number of teeth.
[0044] To sum up, the balancing device of the utility model that can effectively improve the NVH of the engine has the following advantages: by arranging a dual balancing shaft device in the crankcase, the application can effectively reduce the vibration and noise of the engine, effectively improve the NVH of the engine, extend the service life of the engine, and improve the comfort of the driver and passengers.
[0045] The foregoing description of specific exemplary embodiments of the utility model is for the purpose of illustration and illustration. These descriptions are not intended to limit the utility model to the precise form disclosed, and it is clear that many changes and variations can be made based on the above teachings. The purpose of selecting and describing the exemplary embodiments is to explain the specific principles of the utility model and its practical application, so that those skilled in the art can realize and utilize various different exemplary embodiments of the utility model and various different options and changes. The scope of the utility model is intended to be defined by the claims and their equivalents.
Claims
1. A balancing device that can effectively improve engine NVH, characterized in that: The balancing device is arranged inside the box assembly of the engine and below the crankshaft assembly, and the balancing device comprises: a first balancing shaft, which is arranged below the crankshaft assembly in parallel with the central axis of the crankshaft assembly and is located on one side of the vertical centerline of the crankshaft assembly; a second balance shaft, which is arranged below the crankshaft assembly in parallel with the central axis of the crankshaft assembly and is located on the other side of the vertical centerline of the crankshaft assembly; a first balance gear, which is disposed at one end of the first balance shaft, the first balance gear being meshed with a crankshaft balance gear of the crankshaft assembly; a second balancing gear, which is disposed at one end of the second balancing shaft; wherein the first balance gear is meshed with the second balance gear; and The first balancing weight and the second balancing weight are respectively arranged on the first balancing shaft and the second balancing shaft.
2. The balancing device capable of effectively improving engine NVH as claimed in claim 1, characterized in that: It also includes a balancing shaft support, which is arranged inside the box assembly and below the crankshaft assembly. The balancing shaft support includes an opening above the accommodating space, and both ends of the first balancing shaft and the second balancing shaft are pivotally arranged at the front wall and the rear wall of the accommodating space.
3. The balancing device capable of effectively improving engine NVH as claimed in claim 2, characterized in that: The first balancing weight and the second balancing weight are located inside the accommodating space.
4. The balancing device capable of effectively improving engine NVH as claimed in claim 2, characterized in that: The first balancing gear and the second balancing gear are located outside the accommodating space and at the same end of the balancing shaft support.
5. The balancing device capable of effectively improving engine NVH as claimed in claim 2, characterized in that: An angle is formed between a center line connecting the first balance shaft and the crankshaft assembly and a vertical center line of the crankshaft assembly.
6. The balancing device capable of effectively improving engine NVH as claimed in claim 5, characterized in that: An angle is formed between a center line connecting the second balance shaft and the crankshaft assembly and a vertical center line of the crankshaft assembly.
7. The balancing device capable of effectively improving engine NVH as claimed in claim 6, characterized in that: The angle between the center line of the first balance shaft and the crankshaft assembly and the vertical center line of the crankshaft assembly is the same as the angle between the center line of the second balance shaft and the crankshaft assembly and the vertical center line of the crankshaft assembly.
8. The balancing device capable of effectively improving engine NVH as claimed in claim 6, characterized in that: The angle between the center line of the first balance shaft and the crankshaft assembly and the vertical center line of the crankshaft assembly is different from the angle between the center line of the second balance shaft and the crankshaft assembly and the vertical center line of the crankshaft assembly.
9. The balancing device capable of effectively improving engine NVH as claimed in claim 2, characterized in that: An angle is formed between a center line connecting the first balancing shaft and the first balancing shaft and a horizontal center line of the crankshaft assembly.
10. The balancing device capable of effectively improving engine NVH as claimed in claim 1, characterized in that: The first balance gear and the second balance gear have the same number of teeth.