Crankshaft Compensation Weight Design for Mass Balancing
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Solution Overview
Problem
Internal combustion engines face challenges in achieving complete mass compensation due to constricted spatial conditions in the crankcase, leading to increased costs, weight, and fuel consumption from external balancer shafts, which also contribute to friction power and noise issues.
Innovation Solution
The design of compensation weights with an arcuate form on the crankshaft, where the distance from the crankshaft's longitudinal axis increases outwardly, allowing a longer effective lever arm and reducing the need for external mass compensation, by introducing a reference axis parallel to and spaced from the crankshaft's axis, optimizing mass compensation within the available space.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If external balancer shafts are used for mass compensation, then mass compensation effectiveness is improved, but device complexity and weight increase
Solution Approach 1:
The patent combines the mass compensation function with the existing crankshaft structure by integrating compensation weights directly into the crankshaft. This merging eliminates the need for separate external balancer shafts, thereby reducing device complexity while maintaining mass compensation effectiveness.
Solution Approach 2:
The crankshaft is designed to serve multiple functions: it performs the primary function of converting piston motion to rotary motion while simultaneously providing mass compensation through integrated compensation weights. This multi-functionality eliminates the need for dedicated balancer shafts, reducing overall device complexity.
2Reliability
If external balancer shafts are used for mass compensation, then mass compensation effectiveness is improved, but weight increases
Solution Approach 1:
The mass compensation function is merged with the crankshaft structure, eliminating the need for separate external balancer shafts. This integration reduces the total weight of the engine while maintaining effective mass compensation through strategically positioned compensation weights on the crankshaft.
3Reliability
If external balancer shafts are used for mass compensation, then mass compensation effectiveness is improved, but fuel consumption increases
Solution Approach 1:
The patent integrates mass compensation into the crankshaft structure, eliminating external balancer shafts that would add weight and friction. This reduction in overall weight and frictional losses decreases the energy required to operate the engine, thereby reducing fuel consumption while maintaining mass compensation effectiveness.
4Reliability
If external balancer shafts are used for mass compensation, then mass compensation effectiveness is improved, but friction power increases
Solution Approach 1:
The mass compensation function is integrated into the crankshaft, eliminating separate external balancer shafts. This integration reduces the number of moving parts and contact points, thereby reducing frictional losses and energy dissipation while maintaining effective mass compensation.
5Reliability
If external balancer shafts are used for mass compensation, then mass compensation effectiveness is improved, but noise increases
Solution Approach 1:
The patent integrates mass compensation into the existing crankshaft structure, eliminating external balancer shafts that would generate additional noise. This integration reduces the number of separate rotating components and potential noise sources, thereby maintaining mass compensation effectiveness while reducing overall noise levels.
Data Source
AI summary
The invention concerns an internal combustion engine and a method of producing the engine in which the engine has at least one cylinder and with a crank drive comprising a crankshaft, in which the crankshaft mounted in the crankcase has an associated crankshaft throw, the crankshaft throws being arranged spaced apart along the longitudinal axis of the crankshaft, and at least one compensation weight serving as imbalance is arranged on the crankshaft on the side opposite at least one crankshaft throw. The compensation weight has an arcuate form on the outward-facing side, the outside of which running in the peripheral direction has a constant distance S from a reference axis which runs parallel to and spaced by a distance Δ from the longitudinal axis of the crankshaft, wherein the reference axis is arranged on the side facing away from the compensation weight, starting from the longitudinal axis of the crankshaft.