Internal Combustion Engine Balancer Torque Control
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Solution Overview
Problem
Internal combustion engines with a smaller number of cylinders face issues with gear noises due to increased torque recoil force, leading to rotational fluctuations and clanking noises, which worsen with larger moments of inertia, affecting fuel efficiency and acceleration response.
Innovation Solution
An internal combustion engine configuration featuring a balancer driven by a crankshaft via a gear drive and an electric motor driven by a belt drive, with a clutch system that controls torque transmission and motor operation based on engine conditions to minimize torque recoil force and moment of inertia, thereby reducing gear noises and vibrations.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Stability of the object's composition
If a gear-driven balancer with larger moment of inertia is used to offset torque recoil force, then rolling vibrations are reduced, but gear noises (clanking noises) increase
Solution Approach 1:
The patent extracts the harmful gear-driven connection between the crankshaft and balancer, separating the vibration suppression function from the gear noise source. The balancer is made independently driveable via belt drive, allowing the gear drive to be disconnected or operated at reduced load, thereby reducing clanking noises while maintaining vibration offset capability
Solution Approach 2:
The patent introduces a belt drive system as an intermediary between the crankshaft and balancer, replacing the direct gear-driven connection. This intermediary allows smooth torque transmission without gear meshing, eliminating the clanking noises associated with gear backlash while still transmitting the necessary driving force to the balancer
2Stability of the object's composition
If moment of inertia on the driven side is increased to offset torque recoil force, then rolling vibrations are reduced, but fuel efficiency deteriorates
Solution Approach 1:
The patent makes the balancer's moment of inertia dynamically adjustable by allowing the belt drive tension to be varied based on operating conditions. During acceleration, the belt tension is reduced or the balancer is disconnected, decreasing the effective moment of inertia and improving fuel efficiency. During idle or steady-state operation, the balancer operates at full effectiveness for vibration suppression
3Stability of the object's composition
If moment of inertia on the driven side is increased to offset torque recoil force, then rolling vibrations are reduced, but acceleration response is delayed
Solution Approach 1:
The patent dynamically adjusts the coupling between the crankshaft and balancer based on acceleration demands. During acceleration, the belt drive is slackened or disengaged, reducing the effective moment of inertia and allowing faster acceleration response. During steady-state operation, the full moment of inertia is engaged for optimal vibration suppression
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This configuration effectively reduces gear noises and vibrations, improves fuel efficiency, and enhances acceleration response by dynamically managing the clutch and electric motor's power-driving or regenerative operation in response to engine conditions, particularly during normal running, idling, and acceleration.
Implementation Method 1
an electric motor which is driven by the balancer via a belt drive device
Implementation Method 2
controlling torque to be transmitted to the gear drive device via the belt drive device by engaging or disengaging the clutch
Implementation Method 3
power-driving or regeneratively driving the electric motor in accordance with a crank angular acceleration
Implementation Method 4
a balancer which is driven by a crankshaft of the internal combustion engine via a gear drive device
Data Source
AI summary
An engine including: a primary balancer driven by a crankshaft via a gear drive device and rotates in a direction reverse to a direction of the crankshaft; an electric motor driven by the primary balancer via a belt drive device to rotate in a direction reverse to the direction of the crankshaft; an auxiliary flywheel provided to a rotary shaft of the electric motor via a clutch. An engine control unit including a first device for increasing and decreasing effective moment of inertia around the crankshaft by engaging or disengaging the clutch in accordance with an operating condition of the engine, and a second device for controlling torque to be transmitted to the gear drive device via the belt drive device by power-driving or regeneratively driving the electric motor in accordance with a crank angular acceleration.