Loading device assembly, internal combustion engine assembly, and vehicle

Abstract

To provide a loading device assembly capable of suppressing gear rattling noise between an idle gear and a driven gear of the loading device.SOLUTION: A load device assembly comprises: an idle gear that rotates in conjunction with rotation of a drive gear of an internal combustion engine; a driven gear disposed between the drive gear and the idle gear, which rotates by receiving rotational force from the drive gear via the idle gear; and a loading device having a shaft that rotates integrally with the driven gear and serves as a load on the drive gear. The inertia of the driven gear and shaft is set to a second inertia that is greater than a first inertia, the first inertia being based on a first mass of both the driven gear and the shaft of the loading device at least to be required to rotate the shaft of the loading device, and the second inertia is increased so as to approximate the inertia of the drive gear. The idle gear comprises a plurality of openings, and thereby a third inertia based on rotation of the idle gear is made lower than a fourth inertia that would occur if the idle gear had no openings.SELECTED DRAWING: Figure 5

Description

[Technical Field]

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

[0002] A load device such as an air compressor is driven in conjunction with the driving force that rotates the crankshaft of the internal combustion engine, and such a load device can become a load on the rotation of the crankshaft of the internal combustion engine. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2020-45890 Summary of the Invention [Problem to be solved by the invention]

[0004] When a driving force is transmitted from a power gear, such as a crankshaft sprocket of an internal combustion engine, to a driven gear of a load device via an idler gear, the rotating assembly, in which the driven gear and crankshaft are integrated, acts as a resistance (load). In this case, an inertial force acts on the rotating assembly in a direction that stops the rotation of the power gear. For example, when transmitting driving force from a power gear to a driven gear of a load device, a rattle noise may occur between the idler gear and the driven gear.

[0005] An object of the present invention is to provide a load device assembly, an internal combustion engine assembly, and a vehicle that are capable of suppressing gear rattle noise between an idle gear and a driven gear of a load device. [Means for solving the problem]

[0006] According to one aspect of the present invention, a loading device assembly for use with an internal combustion engine includes an idler gear that rotates in conjunction with the rotation of a power gear of the internal combustion engine, a driven gear that is disposed between the idler gear and the power gear and that rotates by receiving the rotational force of the power gear via the idler gear, and a loading device having a shaft that rotates integrally with the driven gear and serves as a load for the power gear. A first inertia is a first inertia due to a combined mass of the driven gear and the shaft that is at least necessary to rotate the shaft of the loading device. The inertia of the driven gear and the shaft is set to a second inertia that is greater than the first inertia, and the second inertia is increased so as to approach the inertia of the power gear. The idler gear has a plurality of openings, and a third inertia due to rotation of the idler gear is lowered compared to a fourth inertia that would be obtained if the plurality of openings were not present. [Effects of the Invention]

[0007] According to the present invention, it is possible to provide a load device assembly, an internal combustion engine assembly, and a vehicle that are capable of suppressing gear rattle noise between an idle gear and a driven gear of a load device. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a schematic diagram illustrating a vehicle including a load device assembly according to an embodiment and an internal combustion engine assembly having an internal combustion engine that provides power to drive the load devices of the load device assembly. [Figure 2] FIG. 1 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, as well as the arrangement of the power gear of the internal combustion engine, a driven gear fixed to the crankshaft of the air compressor, and an idle gear between the power gear and the driven gear of the air compressor. [Figure 3] FIG. 2 is a schematic front view of an idle gear according to the embodiment. [Figure 4] 2 is a schematic diagram showing a driven gear and a load device (air compressor) of a load device assembly according to an embodiment. FIG. [Figure 5] 2 is a schematic view showing a crankshaft of a load device (air compressor) according to the embodiment. FIG. [Figure 6] FIG. 4 is a schematic diagram showing a crankshaft of a load device (air compressor) according to a comparative example. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, 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. Note that the relative sizes of the components in each drawing are approximate and may differ from the actual sizes.

[0010] 1, a vehicle 10 has an internal combustion engine assembly 12. The internal combustion engine assembly 12 has a load device assembly 22 and an internal combustion engine 24 that serves as a power source for driving the load device assembly 22. An example of the vehicle 10 is a truck or a tractor.

[0011] The internal combustion engine 24 is, for example, a diesel engine.

[0012] 2, the load device assembly 22 is disposed on a power gear 32, such as a crankshaft sprocket, of the internal combustion engine 24. The load device assembly 22 has an idler 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 as a load device to which the driven gear 36 is fixed and which is operated by the rotation of the driven gear 36.

[0013] Here, an example of an air compressor 38 will be described as a load device, but if a rotating assembly body is rotated by the power gear 32 via the idle gear 34, the rotating assembly body can be a load device.

[0014] The idler gear 34 is used as an intermediate gear between the power gear 32 and the driven gear 36 .

[0015] As shown in Figures 2 and 3, the idle gear 34 has a cylindrical boss portion 341 located in the center, a tooth portion 343 located on the outer periphery, and a connecting portion 345 connecting the tooth portion 343 and the boss portion 341.

[0016] As shown in FIG. 2, the boss portion 341 is rotatably supported by the internal combustion engine 24, for example.

[0017] 2 and 3, the toothed portion 343 is formed as outer peripheral teeth. The toothed portion 343 is formed, for example, as a helical gear and meshes with the power gear 32 and the driven gear 36, which are mating gears. Note that the toothed portion 343 of the idle gear 34 may be formed as another type of gear, for example, as a spur gear.

[0018] The connecting portion 345 is formed in the shape of a circular ring. The connecting portion 345 has a plurality of holes 346 spaced equally apart in the circumferential direction. The plurality of holes 346 are, for example, circular and of the same diameter. The distance between each hole (e.g., circular hole) 346 of the connecting portion 345 and the central axis of the idle gear 34 is the same. 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. For this reason, each hole 346 is provided on the outer peripheral edge (tooth portion 343) side of the connecting portion 345 of the idle gear 34.

[0019] As described above, the plurality of holes 346 may or may not be circular. It is preferable that the plurality of holes 346 are formed symmetrically with respect to an imaginary radial axis (imaginary line) extending radially from the center of the idle gear 34.

[0020] Such an idle gear 34 reduces the inertia (third inertia) due to the rotation of the idle gear 34 compared to the inertia (fourth inertia) in the absence of the plurality of holes (openings) 346. That is, by arranging the plurality of holes 346 as close as possible to the tooth portion 343, the moment of inertia of the idle gear 34 can be reduced.

[0021] 4, here, the driven gear 36 is fixed to a shaft (crankshaft) 46 (described later) of the air compressor 38, forming an integrated rotating assembly. In other words, the shaft 46 rotates integrally with the driven gear 36 as the driven gear 36 rotates, and serves as a load for the power gear 32.

[0022] 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 be rotated.

[0023] 4 as an example of a load device will be described as having two cylinders in this embodiment. The air compressor 38 may be a single cylinder or may have more cylinders, such as three or more cylinders.

[0024] The air compressor 38 includes a cylinder block 42 having a crankcase 52 and a cylinder section 54 with multiple cylinders, a cylinder head 44 covering the cylinder section 54 of the cylinder block 42, a crankshaft 46 supported within the crankcase 52, and pistons 48a, 48b that reciprocate within the cylinder section 54 by the crankshaft 46, draw air from outside the air compressor 38, compress the air that has been drawn in, and discharge it to the outside of the air compressor 38.

[0025] The cylinder block 42 and the cylinder head 44 are each made of, for example, cast iron.

[0026] 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 intake of air into the air compressor 38. An air tank (not shown) is connected to the air discharge port 44b, and compressed air compressed by pistons 48a, 48b in the air compressor 38 is discharged from the air discharge port 44b and stored in the air tank.

[0027] Fig. 4 shows the cylinder block 42. The crankcase 52 shown in Fig. 4 is formed in a substantially cylindrical shape so that the crankshaft 46 rotates within the crankcase 52 around the central axis C of the main shaft 46a and the main journal 46b.

[0028] The cylinder portion 54 is provided so as to protrude radially from the crankcase 52. The cylinder portion 54 has a first cylindrical portion 62 and a second cylindrical portion 64 arranged along the axial direction of the crankshaft 46.

[0029] A first piston 48a is disposed in the first cylindrical portion 62, and a first connecting rod 47a is disposed between the crankshaft 46 and the first piston 48a. A second piston 48b is disposed in the second cylindrical portion 64, and a second connecting rod 47b is disposed between the crankshaft 46 and the second piston 48b. Preferably, the first piston 48a and the second piston 48b are formed, for example, in the shape of a cylinder with a bottom, with the bottom side disposed on the cylinder head 44 side.

[0030] Below, a comparison will be made between a case where the air compressor 38 uses the crankshaft 46 according to this embodiment shown in FIG. 5 and a case where the air compressor 38 uses the crankshaft 146 according to a comparative example shown in FIG.

[0031] The air compressor 38 according to this embodiment uses the crankshaft 46 shown in FIG.

[0032] 6 shows a crankshaft 146 according to a comparative example. The crankshaft 146 according to the comparative example has, for example, a mass close to the minimum required to appropriately move 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, and is provided with a moment of inertia close to the minimum required to appropriately move 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. In other words, the crankshaft 146 according to the comparative example is formed to appropriately move the pistons 48a, 48b and discharge compressed air.

[0033] As shown in FIG. 5, the crankshaft 46 includes a main shaft 46a, a main journal 46b, a first crank pin 46c, a first counterweight 46d, a connecting portion 46e, a second crank pin 46f, and a second counterweight 46g.

[0034] The first crank pin 46c is disposed between the first counterweights 46d. The central axis of the first crank pin 46c is offset from the central axis C of the main shaft 46a and the main journal 46b. The first crank pin 46c is connected to one end of a first connecting rod 47a (see FIG. 4).

[0035] The second crank pin 46f is disposed between the second counterweights 46g. The central axis of the second crank pin 46f is offset from the central axis C of the main shaft 46a and the main journal 46b. The second crank pin 46f is connected to one end of the second connecting rod 47b (see FIG. 4).

[0036] The central axis of the first crank pin 46c and the central axis of the second crank pin 46f are offset by, for example, 180° from the central axis C of the main shaft 46a and the main journal 46b.

[0037] In this 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.

[0038] 5, the mass of the crankshaft 46 of this embodiment is 4407 g, for example. The moment of inertia (second inertia) of the rotating assembly including the driven gear 36 and the crankshaft 46 is, for example, 4246.4 kg mm 2 The moment of inertia (second inertia) of the rotating assembly is smaller than the moment of inertia of the power gear 32.

[0039] The crankshaft 146 according to the comparative example shown in FIG. 6 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.

[0040] The first crank pin 146c is disposed between the first counterweight 146d and the connecting portion 146e. The central axis of the first crank pin 146c is offset from the central axis C of the main shaft 146a and the main journal 146b. The first crank pin 146c is connected to one end of the first connecting rod 47a (see FIG. 4).

[0041] The second crank pin 146f is disposed between the second counterweight 146g and the connecting portion 146e. The central axis of the second crank pin 146f is offset from the central axis C of the main shaft 146a and the main journal 146b. The second crank pin 146f is connected to one end of the second connecting rod 47b (see FIG. 4).

[0042] The central axis of the first crank pin 146c and the central axis of the second crank pin 146f are offset by, for example, 180° from the central axis C of the main shaft 146a and the main journal 146b.

[0043] In the comparative example, the connecting portion 146e connects the first crank pin 146c and the second crank pin 146f, so that 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.

[0044] 6, the mass of the crankshaft 146 of the comparative example is 2690 g. The moment of inertia (first inertia) of the rotating assembly including the driven gear 36 and the crankshaft 146 is, for example, 2005.6 kg mm 2 is.

[0045] For this reason, the mass of the crankshaft 46 according to this embodiment is 1,717 g greater than that of the crankshaft 146 according to the comparative example. In the crankshaft 46 according to this embodiment, for example, the masses of the counterweights 46d and 46g are greater, and the mass is also significantly greater than that of the crankshaft 146 according to the comparative example. Therefore, the mass of the driven crankshaft 46 according to this embodiment is greater than the mass of the crankshaft 146 that can appropriately move the pistons 48a and 48b.

[0046] The moment of inertia of the driven gear 36 and crankshaft 46 according to this embodiment is also 2240.8 kg·mm 2 compared to the driven gear 36 and crankshaft 146 according to the comparative example. 2 Therefore, the moment of inertia of the driven gear 36 and crankshaft 46 according to this embodiment is more than twice as large as the moment of inertia of the driven gear 36 and crankshaft 146 that can appropriately move the pistons 48a, 48b.

[0047] Therefore, the rotating assembly of the crankshaft 146 and the driven gear 36 according to the comparative example is rotated by a relatively light force from the power gear 32 via the idle gear 34.

[0048] Note that, for example, the second inertia (moment of inertia) of the rotating assembly body in which the driven gear 36 and crankshaft 46 of the present embodiment are integrated, which is greater than the first inertia (moment of inertia) due to the first mass of the rotating assembly body in which at least the driven gear 36 required to rotate the crankshaft 146 of the load device 38 of the comparative example and the crankshaft 146 of the comparative example are integrated. Therefore, the second inertia of the rotating assembly body in which the driven gear 36 and crankshaft 46 of the present embodiment are integrated, is closer to the inertia of the power gear 32 than in the comparative example.

[0049] In general, 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 driven gear 36 using the power of the power gear 32 of the internal combustion engine 24, causing pistons 48a, 48b to move up and down, respectively, thereby repeatedly taking in air and discharging compressed air in the air compressor 38. For this reason, 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.

[0050] However, it has been found that in the load device assembly 22, the mass and moment of inertia of the idle gear 34 are reduced by the multiple holes 346 shown in Fig. 3, and when an assembly that is rotated with a relatively light force, such as the driven gear 36 and the crankshaft 146 of the comparative example, is used, rattle noise between the idle gear 34 and the driven gear 36 may not be effectively suppressed. On the other hand, the inventor of this application has found that in the load device assembly 22, the mass and moment of inertia of the idle gear 34 are reduced by the multiple holes 346 shown in Fig. 3, and when a rotating assembly that is rotated with a relatively large inertia, such as the driven gear 36 and the crankshaft 46 of this embodiment, is used, rattle noise between the idle gear 34 and the driven gear 36 is suppressed.

[0051] Therefore, in the load device assembly 22 according to this embodiment, the mass and moment of inertia of the rotating assembly of the driven gear 36 and the crankshaft 46 are made relatively large compared to the comparative example. As a result, once the assembly of the driven gear 36 and the crankshaft 46 (see FIG. 4) begins to rotate, it is possible to suppress the inertial force acting in the direction of stopping. In other words, because the mass and moment of inertia of the assembly of the driven gear 36 and the crankshaft 46 are made relatively large, a load is applied to the assembly of the driven gear 36 and the crankshaft 46 when it starts to move, but after it starts to move, the inertial force acting in the direction of stopping the assembly of the driven gear 36 and the crankshaft 46 is suppressed.

[0052] Therefore, in the load device assembly 22 according to this embodiment, the second inertia, which is greater than the first inertia that rotates the rotating assembly body, in which the driven gear 36 and the shaft 46 are integrated, is increased so as to approach the inertia of the power gear 32, compared to the first inertia due to a first mass that is at least necessary to rotate the rotating assembly body, i.e., to perform the function of the load device 38. Also, in the load device assembly 22 according to this embodiment, the idle gear 34 is provided with multiple openings 346, and the third inertia due to the rotation of the idle gear 34 is lowered compared to the fourth inertia in the absence of the multiple openings 346. Therefore, according to this embodiment, it is possible to provide a load device assembly 22 that is capable of suppressing gear rattle noise between the idle gear 34 and the driven gear 36 of the load device 38, an internal combustion engine assembly 12 having the load device assembly 22, and a vehicle 10 having the internal combustion engine assembly 12.

[0053] In the present embodiment, an example has been described in which the mass and moment of inertia of the crankshaft 46 are increased. Although not described in detail, it is also possible to provide a load device assembly 22 capable of suppressing gear rattle noise between the idle gear 34 and the driven gear 36 of the load device 38, an internal combustion engine assembly 12 having the load device assembly 22, and a vehicle 10 having the internal combustion engine assembly 12.

[0054] The present invention is not limited to the above-described embodiments, and various modifications can be made in the implementation stage without departing from the spirit of the invention. Furthermore, the embodiments may be implemented in appropriate combinations, in which case the combined effects can be obtained. Furthermore, the above-described embodiments include various inventions, and various inventions can be extracted by combining selected elements from the disclosed elements. For example, if the problem can be solved and the desired effect can be obtained even if some elements are deleted from all elements shown in the embodiments, the configuration from which these elements are deleted can be extracted as an invention. [Explanation of symbols]

[0055] 10...vehicle, 12...internal combustion engine assembly, 22...load device assembly, 24...internal combustion engine, 32...power gear, 34...idle gear, 341...boss portion, 343...tooth portion, 345...connection portion, 346...hole, 36...driven gear, 38...load device (air compressor), 42...cylinder block, 44...cylinder head, 44a...air intake port, 44b...air discharge port, 46...shaft (crankshaft) 46a...main shaft, 46b...main journal, 46c...first crank pin, 46d...first counterweight, 46e... Connecting portion, 46f...second crank pin, 46g...second counterweight, 47a...first connecting rod, 47b...second connecting rod, 48a...first piston, 48b...second piston, 52...crankcase, 54...cylinder portion, 62...first cylindrical portion, 64...second cylindrical portion, 146...crankshaft, 146a...main shaft, 146b...main journal, 146c...first crank pin, 146d...first counterweight, 146e...connecting portion, 146f...second crank pin, 146g...second counterweight.

Claims

1. 1. A load assembly for use with an internal combustion engine, comprising: an idle gear that rotates in conjunction with the rotation of the power gear of the internal combustion engine; a driven gear disposed between the idle gear and the power gear and rotates by receiving the rotational force of the power gear via the idle gear; a load device having a shaft that rotates integrally with the driven gear and serves as a load for the power gear; Equipped with The inertia of the driven gear and the shaft is set to a second inertia greater than a first inertia due to a first mass of the driven gear and the shaft combined, which is at least necessary to rotate the shaft of the load device, and the second inertia is increased so as to approach the inertia of the power gear; the idle gear has a plurality of openings, and a third inertia caused by rotation of the idle gear is reduced compared to a fourth inertia in the absence of the plurality of openings; Loading device assembly.

2. the shaft is a crankshaft, The second inertia is at least twice as large as the first inertia. The load device assembly of claim 1 .

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

4. the plurality of openings are formed at equal intervals in a circumferential direction and symmetrically with respect to an imaginary line extending radially from a central axis of the idle gear, The distances between the center of the idle gear and the plurality of openings are the same.

3. A load device assembly according to claim 1 or claim 2.

5. When the plurality of openings are circular and have the same diameter, a distance between the plurality of openings and an inner peripheral edge of the idle gear is longer than a distance between the plurality of openings and an outer peripheral edge of the idle gear; 3. A load device assembly according to claim 1 or claim 2.

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

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

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