V-Configuration Engine Crankshaft Balancing
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Solution Overview
Problem
Internal combustion engines with 'V' cylinder configuration face significant vibrations due to reciprocating inertial forces, which are difficult to mitigate effectively using traditional balancing countershafts, leading to engine fatigue and occupant discomfort, and are hindered by the weight and dimensions of these countershafts.
Innovation Solution
The engine employs balancing bodies fixed to the crankshaft with specific inclination angles and phase shifts relative to the pistons, allowing first-order reciprocating inertial forces to cancel each other out without the need for balancing countershafts, using a combination of angle α between cylinders and phase angles γ1 and γ2 to align and oppose these forces.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Object-affected harmful factors
If balancing countershafts are used to reduce reciprocating inertial forces, then vibrations are reduced, but device complexity and weight increase
Solution Approach 1:
The patent extracts the balancing function from separate countershafts and integrates it directly into the crankshaft structure. The crankshaft itself is designed with specific geometry and mass distribution to generate counterbalancing forces, eliminating the need for additional balancing components while maintaining vibration reduction capability
Solution Approach 2:
The balancing function is merged with the crankshaft's primary function of converting piston motion to rotational motion. The crankshaft simultaneously performs both the motion conversion and the vibration balancing through its integrated design, reducing overall system complexity
2Object-affected harmful factors
If balancing countershafts are used to reduce reciprocating inertial forces, then vibrations are reduced, but weight increases
Solution Approach 1:
The patent removes the separate balancing countershafts and their associated drive mechanisms, extracting only the essential balancing function and embedding it within the crankshaft. This elimination of redundant components directly reduces the overall weight of the moving engine assembly
Solution Approach 2:
The crankshaft is designed to perform multiple functions simultaneously: converting piston linear motion to rotational motion, and generating counterbalancing forces to reduce vibrations. This multi-functionality eliminates the need for separate balancing components and their associated weight
3Object-affected harmful factors
If balancing countershafts are used to reduce reciprocating inertial forces, then vibrations are reduced, but manufacturing cost increases
Solution Approach 1:
The patent extracts the balancing function from separate manufactured components and integrates it into the crankshaft design. This reduces the total number of parts that need to be manufactured, assembled, and balanced, simplifying the manufacturing process and reducing costs
Solution Approach 2:
The crankshaft is designed to simultaneously perform motion conversion and vibration balancing functions. This merging of functions reduces the total component count and assembly steps, thereby easing manufacturing and reducing production costs
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 balances first-order reciprocating inertial forces, reducing engine vibrations and eliminating the drawbacks of traditional balancing systems, while partially reducing second-order forces, thus enhancing engine stability and reducing weight-related issues.
Implementation Method 1
The internal combustion engine comprises a crankshaft, which is mounted so as to rotate around a rotation axis and is provided with a crank for each piston; a balancing body fixed to the crankshaft at the crank of each piston
Data Source
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AI summary
An internal combustion engine (1) having two cylinders (2, 3), which are arranged in "V" configuration and accommodate respective pistons (4, 5), and a first balancing body (12), which is fixed to a crankshaft (6) at a first piston (4) so that the first order reciprocating inertial forces of the first piston (4) lie on a first straight line (L1) forming a first inclination angle (β1) which is not zero with the first cylinder (2); the combination of an angle (α) between the cylinders with the first inclination angle (β1) is such that the first straight line (L1) on which the first order reciprocating inertial forces generated by the first piston (4) lies is parallel to a second straight line (L2) on which the first order reciprocating inertial forces generated by the reciprocating motion of a second piston (5) lie.