Balanced shaft transmission system, engine assembly and vehicle

Abstract

The utility model provides a kind of balanced axle transmission system, engine assembly and vehicle, it is related to vehicle technical field, balanced axle transmission system includes first balance shaft, second balance shaft, first transmission component, second transmission component, third transmission component and oil pump, one end of first balance shaft is used to be connected with engine crankshaft by first transmission component transmission, the other end of first balance shaft is connected with the one end of second balance shaft by second transmission component transmission, the other end of second balance shaft is connected with oil pump by third transmission component transmission, the rotating direction of first balance shaft and second balance shaft is opposite, and the axis of first balance shaft and second balance shaft is respectively parallel to the axis of engine crankshaft. Like this, so that both ends of first balance shaft and second balance shaft have load, so as to improve the stability when balanced axle rotates, and then can reduce vibration and noise generated in the movement of balanced axle.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and more specifically, to a balance shaft transmission system, an engine assembly, and a vehicle. Background Technology

[0002] The core function of an engine balance shaft is to balance the second-order reciprocating inertial force generated by the reciprocating motion of the engine piston. During engine operation, the reciprocating inertial force generated by the engine piston causes vibration and noise. The balance shaft, through the design and arrangement of balance weights, generates an inertial force opposite to the piston's reciprocating inertial force, making the engine run more smoothly and reducing noise. Since the balance weights rotate, while generating the reciprocating inertial force to balance the piston, an inertial force inevitably arises in the horizontal direction. To counteract the horizontal inertial force generated by the balance weights, two balance shafts are usually designed, with the balance weights of the two balance shafts rotating in opposite directions at the same speed. This allows the vertical inertial forces of the two balance weights to be superimposed, jointly balancing the piston's reciprocating inertial force, while the horizontal inertial forces cancel each other out.

[0003] In related technologies, since the two balance shafts need to move in opposite directions, the engine crankshaft typically drives the first balance shaft to rotate via gears or a chain, and the first balance shaft then transmits power to the second balance shaft via two gears. The first balance shaft has both power input and power output, and by adjusting the positions of the power input and output, it is relatively easy to achieve load balance for the entire balance shaft. The second balance shaft, however, only has a load at the end receiving the power input, while the other end has no additional load. During operation, it is prone to end vibration, resulting in greater noise from the balance shaft. Utility Model Content

[0004] The problem this invention addresses is: how to reduce the noise generated during the movement of the engine balance shaft.

[0005] To solve the above problems, this utility model provides a balance shaft transmission system, an engine assembly, and a vehicle.

[0006] In a first aspect, the present invention provides a balance shaft transmission system, including a first balance shaft, a second balance shaft, a first transmission assembly, a second transmission assembly, a third transmission assembly, and an oil pump. One end of the first balance shaft is used to drively connect to the engine crankshaft through the first transmission assembly. The other end of the first balance shaft is drivenly connected to one end of the second balance shaft through the second transmission assembly. The other end of the second balance shaft is drivenly connected to the oil pump through the third transmission assembly. The rotation directions of the first balance shaft and the second balance shaft are opposite, and the axes of the first balance shaft and the second balance shaft are respectively parallel to the axis of the engine crankshaft.

[0007] Optionally, the length of the second balance shaft is less than the length of the first balance shaft, and the third transmission assembly is located between one end and the other end of the first balance shaft.

[0008] Optionally, the oil pump is located between the first transmission assembly and the third transmission assembly along the axial direction of the engine crankshaft, and the oil pump is located below the first balance shaft and the second balance shaft.

[0009] Optionally, the first transmission assembly includes a first sprocket, a second sprocket, and a chain. The first sprocket is fixed to the engine crankshaft, the second sprocket is fixed to the first balance shaft, and the chain is sleeved on the outside of the first sprocket and the second sprocket to drive the first sprocket and the second sprocket together.

[0010] Optionally, the second transmission assembly includes a first transmission gear and a second transmission gear, wherein the first transmission gear and the second transmission gear are respectively fixed to the first balance shaft and the second balance shaft and mesh with each other.

[0011] Optionally, the third transmission assembly includes a third transmission gear and a fourth transmission gear, which are respectively fixed to the oil pump and the second balance shaft and mesh with each other.

[0012] Optionally, the first transmission gear and the second transmission gear have the same gear ratio.

[0013] Optionally, the first balance shaft is provided with a first balance block, and the second balance shaft is provided with a second balance block. The first balance block and the second balance block are symmetrically arranged about a set plane, wherein the set plane is parallel to the axis of the first balance shaft and the second balance shaft and is located between the first balance shaft and the second balance shaft.

[0014] Secondly, this utility model provides an engine assembly, including the balance shaft transmission system described above.

[0015] Thirdly, this utility model provides a vehicle including the engine assembly described above.

[0016] The beneficial effects of the balance shaft transmission system of this utility model are as follows: By connecting one end of the first balance shaft to the engine crankshaft through a first transmission assembly, and connecting the other end of the first balance shaft to one end of the second balance shaft through a second transmission assembly, and setting the rotation directions of the first and second balance shafts to be opposite, the power output from the engine crankshaft can be transmitted to the first balance shaft through the first transmission assembly to drive the first balance shaft to rotate. When the first balance shaft rotates, it can transmit power to the second balance shaft through the second transmission assembly to drive the second balance shaft to rotate in the opposite direction. This allows the first and second balance shafts to balance the reciprocating inertial force generated by the engine piston. Furthermore, by connecting the other end of the second balance shaft to the oil pump through a third transmission assembly, not only can the second balance shaft transmit power to the oil pump through the third transmission assembly to drive the oil pump to rotate and pump oil, but both ends of the second balance shaft also have a load, just like the first balance shaft. This improves the stability of the two balance shafts during rotation and reduces the vibration and noise generated by the balance shafts during operation. In addition, by making the axes of the first balance shaft and the second balance shaft parallel to the axis of the engine crankshaft, the first balance shaft, the second balance shaft and the engine crankshaft form a parallel shaft structure, which facilitates the arrangement. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the balance shaft transmission system in an embodiment of the present invention; Figure 2 This is an isometric schematic diagram of the balance shaft transmission system in an embodiment of this utility model; Figure 3 This is a structural schematic diagram of the balance shaft transmission system from another perspective in an embodiment of this utility model.

[0018] Explanation of reference numerals in the attached figures: 1. First balance shaft; 11. First balance block; 2. Second balance shaft; 21. Second balance block; 3. First transmission assembly; 31. First sprocket; 32. Second sprocket; 33. Chain; 4. Second transmission assembly; 41. First transmission gear; 42. Second transmission gear; 5. Third transmission assembly; 51. Third transmission gear; 52. Fourth transmission gear; 6. Oil pump. Detailed Implementation

[0019] To make the above-mentioned objects, features, and advantages of this utility model more apparent and understandable, specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings. Although some embodiments of this utility model are shown in the drawings, it should be understood that this utility model can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this utility model. It should be understood that the drawings and embodiments of this utility model are for illustrative purposes only and are not intended to limit the scope of protection of this utility model.

[0020] In the attached figures, the X-axis represents the front-to-back position, with the positive direction of the X-axis representing the front and the negative direction representing the rear. The Y-axis represents the left-to-right position, with the positive direction representing the left and the negative direction representing the right. The Z-axis represents the up-down position, with the positive direction representing the top and the negative direction representing the bottom. It should be noted that the aforementioned representations of the X, Y, and Z axes are for ease of description and simplification of the invention, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention.

[0021] The term "comprising" and its variations as used herein are open-ended, meaning "including but not limited to"; the term "based on" means "at least partially based on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments"; and the term "optionally" means "optional embodiments". Definitions of other terms will be given in the following description. It should be noted that the concepts of "first," "second," etc., mentioned in this utility model are only used to distinguish different devices, modules, or units, and are not used to limit the order of functions performed by these devices, modules, or units or their interdependencies.

[0022] It should be noted that the terms "one" and "multiple" used in this utility model are illustrative rather than restrictive. Those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".

[0023] In related technologies, since the two balance shafts need to move in opposite directions, the engine crankshaft typically drives the first balance shaft to rotate via gears or a chain, and the first balance shaft then transmits power to the second balance shaft via two gears. The first balance shaft has both power input and power output, and by adjusting the positions of the power input and output, it is relatively easy to achieve load balance for the entire balance shaft. The second balance shaft, however, only has a load at the end receiving the power input, while the other end has no additional load. During operation, it is prone to end vibration, resulting in greater noise from the balance shaft.

[0024] To address the problems existing in the aforementioned related technologies, this utility model provides a balance shaft transmission system, an engine assembly, and a vehicle.

[0025] Combination Figure 1 and Figure 2 As shown, a balance shaft transmission system according to an embodiment of the present invention includes a first balance shaft 1, a second balance shaft 2, a first transmission assembly 3, a second transmission assembly 4, a third transmission assembly 5, and an oil pump 6. One end of the first balance shaft 1 is used to drive the engine crankshaft through the first transmission assembly 3. The other end of the first balance shaft 1 is driven to drive one end of the second balance shaft 2 through the second transmission assembly 4. The other end of the second balance shaft 2 is driven to drive the oil pump 6 through the third transmission assembly 5. The rotation directions of the first balance shaft 1 and the second balance shaft 2 are opposite, and the axes of the first balance shaft 1 and the second balance shaft 2 are respectively parallel to the axis of the engine crankshaft.

[0026] Specifically, the first balance shaft 1 and the second balance shaft 2 can be located at the same height below the engine crankshaft and are arranged parallel to the engine crankshaft (not shown in the figure). For example, the first balance shaft 1, the second balance shaft 2, and the engine crankshaft are arranged along... Figure 1 Taking the arrangement along the X-axis (i.e., the front-to-back direction) as an example, the front end of the first balance shaft 1 is connected to the engine crankshaft via the first transmission assembly 3, the rear end of the first balance shaft 1 is connected to the rear end of the second balance shaft 2 via the second transmission assembly 4, and the front end of the second balance shaft 2 is connected to the oil pump 6 via the third transmission assembly 5.

[0027] In this embodiment, one end of the first balance shaft 1 is connected to the engine crankshaft via the first transmission assembly 3, and the other end of the first balance shaft 1 is connected to one end of the second balance shaft 2 via the second transmission assembly 4. The rotation directions of the first balance shaft 1 and the second balance shaft 2 are set to be opposite, so that the power output from the engine crankshaft can be transmitted to the first balance shaft 1 via the first transmission assembly 3 to drive the first balance shaft 1 to rotate. When the first balance shaft 1 rotates, it can transmit the power to the second balance shaft 2 via the second transmission assembly 4 to drive the second balance shaft 2 to rotate in the opposite direction. This allows the first balance shaft 1 and the second balance shaft 2 to balance the reciprocating inertial force generated by the engine piston. Moreover, by connecting the other end of the second balance shaft 2 to the oil pump 6 via the third transmission assembly 5, not only can the second balance shaft 2 transmit the power to the oil pump 6 via the third transmission assembly 5 to drive the oil pump 6 to rotate and pump oil, but both ends of the second balance shaft 2 also have a load like the first balance shaft 1. This can improve the stability of the two balance shafts when rotating, thereby reducing the vibration and noise generated by the balance shafts during operation. In addition, by making the axes of the first balance shaft 1 and the second balance shaft 2 parallel to the axis of the engine crankshaft, the first balance shaft 1, the second balance shaft 2 and the engine crankshaft form a parallel shaft structure, which facilitates the arrangement.

[0028] Optionally, combined Figure 1 As shown, the length of the second balance shaft 2 is less than the length of the first balance shaft 1, and the third transmission assembly 5 is located between one end and the other end of the first balance shaft 1.

[0029] In this optional embodiment, the rear end of the second balance shaft 2 can be aligned with the rear end of the first balance shaft 1, the front end of the second balance shaft 2 is located between the front and rear ends of the first balance shaft 1, and the third transmission assembly 5 is also located between the front and rear ends of the first balance shaft 1. This creates a space between the front end of the second balance shaft 2 and the front end of the first balance shaft 1, allowing for the installation of components such as the oil pump 6 or other engine parts, resulting in a more compact engine structure. Furthermore, compared to setting the length of the second balance shaft 2 to be equal to or greater than the length of the first balance shaft 1, the weight and production cost of the balance shaft assembly composed of the first balance shaft 1 and the second balance shaft 2 can be reduced.

[0030] Furthermore, the axes of the first balance shaft 1 and the second balance shaft 2 are located at the same height. This reduces the vertical dimensions of the engine, facilitating its arrangement.

[0031] Optionally, combined Figure 1 As shown, the oil pump 6 is located between the first transmission assembly 3 and the third transmission assembly 5 along the axial direction of the engine crankshaft, and the oil pump 6 is located below the first balance shaft 1 and the second balance shaft 2.

[0032] In this optional embodiment, the oil pump 6 is installed in the space formed between the front end of the second balance shaft 2 and the front end of the first balance shaft 1, and the third transmission component 5, for example, the third transmission gear 51, can be fixed to the upper rear end of the oil pump 6, so that the oil pump 6 is almost entirely located below the two balance shafts. This utilizes the space formed between the front ends of the second balance shaft 2 and the first balance shaft 1 to install the oil pump 6, reducing the space occupied by the balance shaft transmission system and thus improving its compactness. Simultaneously, placing the oil pump 6 below the first balance shaft 1 and the second balance shaft 2 allows it to be positioned close to the bottom of the engine, shortening the distance between the oil pump 6 and the engine bottom. This simplifies the piping design of the oil pump 6, reduces its power consumption during the same operating time, facilitates the use of a smaller oil pump 6, and further reduces production costs.

[0033] Optionally, combined Figure 1 and Figure 2 As shown, the first transmission assembly 3 includes a first sprocket 31, a second sprocket 32, and a chain 33. The first sprocket 31 is fixed to the engine crankshaft, the second sprocket 32 ​​is fixed to the first balance shaft 1, and the chain 33 is sleeved on the outside of the first sprocket 31 and the second sprocket 32 ​​to drive the first sprocket 31 and the second sprocket 32.

[0034] Because the distance between the axis of the engine crankshaft and the axis of the first balance shaft 1 is relatively large, using gear transmission for power transmission would result in a large gear diameter and high production cost. Therefore, this optional embodiment designs the first transmission component 3 as a low-cost and lightweight sprocket and chain structure to save production costs while ensuring power transmission performance.

[0035] Furthermore, the gear ratio of the first sprocket 31 to the second sprocket 32 ​​is 2:1. That is, the transmission ratio between the engine crankshaft and the first balance shaft 1 is 1:2. During engine operation, the vibration caused by the explosive force generated by the piston during power stroke, transmitted through the engine crankshaft, is a first-order vibration with the same frequency as the engine speed. The vibration caused by the inertial force generated by the reciprocating motion of the piston is a second-order vibration, typically twice the engine speed. To balance the second-order vibration of the engine, the balance shaft speed needs to be designed to be twice the engine crankshaft speed, i.e., the transmission ratio between the engine crankshaft and the first balance shaft 1 is designed to be 1:2, or the gear ratio of the first sprocket 31 to the second sprocket 32 ​​is designed to be 2:1, to balance the reciprocating inertial force generated by the piston.

[0036] Optionally, combined Figure 1 and Figure 2As shown, the second transmission assembly 4 includes a first transmission gear 41 and a second transmission gear 42, which are fixed to the first balance shaft 1 and the second balance shaft 2 respectively and mesh with each other. Compared with the sprocket and chain structure for power transmission, designing the second transmission assembly 4 as a master-driven gear set structure can shorten the center distance between the first balance shaft 1 and the second balance shaft 2 (i.e., the distance between the axis of the first balance shaft 1 and the axis of the second balance shaft 2) while ensuring the power transmission effect, thereby reducing the space occupied by the engine and making the engine structure more compact and convenient for layout.

[0037] Optionally, the first transmission gear 41 and the second transmission gear 42 have the same gear ratio. That is, the first transmission gear 41 and the second transmission gear 42 have the same number of teeth. This ensures that the first balance shaft 1 and the second balance shaft 2 can rotate in opposite directions at the same speed, thereby balancing the reciprocating inertial force of the engine piston.

[0038] Optionally, combined Figure 1 and Figure 2 As shown, the third transmission assembly 5 includes a third transmission gear 51 and a fourth transmission gear 52, which are fixed to the second balance shaft 2 and the oil pump 6 respectively and mesh with each other. Compared with the sprocket and chain structure for power transmission, designing the third transmission assembly 5 as a master-driven gear set structure can shorten the center distance between the second balance shaft 2 and the oil pump 6 (i.e., the distance between the axis of the second balance shaft 2 and the axis of the fourth transmission gear 52 on the oil pump 6) while ensuring the power transmission effect. This reduces the space occupied at the bottom of the engine, making the engine structure more compact and easier to arrange.

[0039] Furthermore, the number of teeth on the fourth transmission gear 52 is greater than the number of teeth on the third transmission gear 51. That is, the transmission ratio between the oil pump 6 and the second balance shaft 2 is less than 1. This reduces the speed of the oil pump 6 while transmitting power, preventing the oil pump 6 from generating excessive noise and energy consumption due to excessive speed.

[0040] Optionally, combined Figure 2 and Figure 3 As shown, the first balance shaft 1 is provided with a first balance block 11, and the second balance shaft 2 is provided with a second balance block 21. The first balance block 11 and the second balance block 21 are symmetrically arranged about a setting plane, wherein the setting plane is parallel to the axis of the first balance shaft 1 and the second balance shaft 2, and is located between the first balance shaft 1 and the second balance shaft 2.

[0041] In this optional embodiment, the first balance block 11 and the second balance block 21 have a symmetrical structure. For example, the first balance block 11 and the second balance block 21 can be symmetrically arranged semi-cylindrical structures. When the first balance shaft 1 and the second balance shaft 2 are arranged at intervals in the vertical direction, the set plane is a plane parallel to the horizontal plane and located between the first balance shaft 1 and the second balance shaft 2. When the first balance shaft 1 and the second balance shaft 2 are set at the same height, such as... Figure 2 As shown, the first balance shaft 1 and the second balance shaft 2 are spaced apart in the horizontal direction. The setting plane is a plane perpendicular to the horizontal plane and parallel to the axis of the balance shaft, located between the first balance shaft 1 and the second balance shaft 2. By setting the first balance block 11 and the second balance block 21 symmetrically about the setting plane, when the first balance shaft 1 and the second balance shaft 2 rotate in opposite directions at the same speed, the first balance block 11 and the second balance block 21 can also rotate in opposite directions at the same speed. This ensures that the inertial forces of the two balance blocks in the horizontal direction can cancel each other out, and the inertial forces in the vertical direction can be superimposed to jointly balance the reciprocating inertial force of the piston.

[0042] An engine assembly according to an embodiment of the present invention includes the balance shaft transmission system as described above.

[0043] The beneficial effects of the engine assembly in this embodiment are the same as those of the balance shaft transmission system described above, and will not be repeated here.

[0044] A vehicle according to an embodiment of the present invention includes the engine assembly described above.

[0045] The beneficial effects of the vehicle in this embodiment are the same as those of the engine assembly described above, and will not be repeated here.

[0046] Although the present invention has been disclosed above, its protection scope is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the protection scope of the present invention.

Claims

1. A balance shaft transmission system, characterized in that, The system includes a first balance shaft (1), a second balance shaft (2), a first transmission assembly (3), a second transmission assembly (4), a third transmission assembly (5), and an oil pump (6). One end of the first balance shaft (1) is connected to the engine crankshaft via the first transmission assembly (3). The other end of the first balance shaft (1) is connected to one end of the second balance shaft (2) via the second transmission assembly (4). The other end of the second balance shaft (2) is connected to the oil pump (6) via the third transmission assembly (5). The first balance shaft (1) and the second balance shaft (2) rotate in opposite directions, and the axes of the first balance shaft (1) and the second balance shaft (2) are parallel to the axis of the engine crankshaft.

2. The balance shaft transmission system according to claim 1, characterized in that, The length of the second balance shaft (2) is less than the length of the first balance shaft (1), and the third transmission assembly (5) is located between one end and the other end of the first balance shaft (1).

3. The balance shaft transmission system according to claim 1, characterized in that, The oil pump (6) is located between the first transmission assembly (3) and the third transmission assembly (5) along the axial direction of the engine crankshaft, and the oil pump (6) is located below the first balance shaft (1) and the second balance shaft (2).

4. The balance shaft transmission system according to claim 1, characterized in that, The first transmission assembly (3) includes a first sprocket (31), a second sprocket (32), and a chain (33). The first sprocket (31) is fixed to the engine crankshaft, the second sprocket (32) is fixed to the first balance shaft (1), and the chain (33) is sleeved on the outside of the first sprocket (31) and the second sprocket (32) to drive the first sprocket (31) and the second sprocket (32).

5. The balance shaft transmission system according to claim 1, characterized in that, The second transmission assembly (4) includes a first transmission gear (41) and a second transmission gear (42), which are fixed to the first balance shaft (1) and the second balance shaft (2) respectively and mesh with each other.

6. The balance shaft transmission system according to claim 1, characterized in that, The third transmission assembly (5) includes a third transmission gear (51) and a fourth transmission gear (52), which are fixed to the oil pump (6) and the second balance shaft (2) respectively and mesh with each other.

7. The balance shaft transmission system according to claim 5, characterized in that, The first transmission gear (41) and the second transmission gear (42) have the same tooth ratio.

8. The balance shaft transmission system according to claim 1, characterized in that, The first balance shaft (1) is provided with a first balance block (11), and the second balance shaft (2) is provided with a second balance block (21). The first balance block (11) and the second balance block (21) are symmetrically arranged about a set plane, wherein the set plane is parallel to the axis of the first balance shaft (1) and the second balance shaft (2) and is located between the first balance shaft (1) and the second balance shaft (2).

9. An engine assembly, characterized in that, Includes the balance shaft drive system as described in any one of claims 1-8.

10. A vehicle, characterized in that, Includes the engine assembly as described in claim 9.

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