Patent Application
20140102248
This application relates to the field of motor-vehicle engineering, and more particularly, to balancing a pendulum-absorber crankshaft of a motor-vehicle engine.
In an internal combustion engine, a crankshaft may be used to convert the reciprocating motion of the pistons into rotational motion. The crankshaft may include, offset from its rotational axis, a plurality of crankpins. Each crankpin is coupled through a bearing to a piston rod, which is linked to a corresponding piston. The crankshaft itself is supported by two or more main bearings, in which it rotates.
To prevent excessive vibration while rotating, the crankshaft must be accurately balanced. To this end, the crankshaft may include a series of counterweights that counterbalance the mass of each crankpin, associated piston, piston rod, and entrained lubricant. In a traditional approach, the crankshaft may be constructed with initially oversized counterweights. Then, in a subsequent balancing step, lightening bores may be drilled into the counterweights to remove mass and thereby bring the crankshaft into balance. In this approach, the lightening bores may be arranged virtually anywhere on the counterweight, with no adverse effect on the operation of the crankshaft.
The approach summarized above may prevent excessive vibration of a crankshaft perpendicular to its rotational axis, but does not address the torsional vibration that may occur about the rotational axis. More specifically, each piston rod transmits a torsional impulse to its attached crankpin during the power stroke of the associated piston. With each torsional impulse received, the crankshaft twists slightly about its rotational axis, then twists back after the power stroke. In this manner, periodic torsional impulses from each of the piston rods may drive a complex torsional vibration in the crankshaft. Depending on conditions, such vibration may coincide with an order of natural resonance frequency of the crankshaft. When this occurs, the vibration may increase in amplitude, such that the crankshaft is inelastically deformed, causing material failure.
Certain crankshaft components may be used to suppress torsional vibration and thereby protect the crankshaft from material failure—flywheels and torsional dampeners, as examples. Another approach is to install one or more so-called ‘pendulum absorbers’ on the crankshaft. A pendulum absorber is a mass non-rigidly linked to the crankshaft at a predetermined distance from the rotational axis of the crankshaft. When the crankshaft receives a torsional impulse at a crankpin, that impulse is partly absorbed in accelerating the mass of the pendulum absorber in the direction of the impulse. Likewise, when the crankshaft relaxes after the impulse, the relaxation is opposed by the inertia of the mass that was accelerated. In order to suppress natural vibrational modes of a crankshaft, a pendulum absorber may be ‘tuned’ by adjustment of its mass M and of the distance L between its center-of-mass and the rotational axis of the crankshaft.
In some crankshafts, pendulum absorbers may replace some or all of the traditional counterweights, providing balance as well as torsional-vibration absorption. With this configuration, however, it is not possible to use the traditional balancing approach—i.e., to oversize the pendulum absorber and then drill an appropriately sized lightening bore into it, to reduce the mass. This is because the mass M of the pendulum absorber affects the order to which it is tuned for a given rotational speed and cylinder firing order.
Accordingly, one embodiment of this disclosure provides an altogether different method of balancing a crankshaft. The method includes connecting a torsion-absorbing pendulum to a cheek of the crankshaft, which is coupled to a crankpin. The pendulum connected to the cheek has insufficient mass to balance the crankshaft. A lightening bore is then formed through a bisection plane of the cheek. In forming the lightening bore, enough material is removed from the cheek so that the mass of the pendulum becomes sufficient to balance the crankshaft. In this example method, the bisection plane includes both a rotation axis of the crankpin and a rotation axis of the crankshaft. By boring into the cheek instead of the pendulum, the desired torsional-vibration absorbing properties of the pendulum are unchanged by the balancing procedure. Moreover, the placement of the lightening bore within the bisection plane of the cheek preserves the structural integrity of the crankshaft.
The summary above is provided to introduce a selected part of this disclosure in simplified form, not to identify key or essential features. The claimed subject matter, defined by the claims, is limited neither to the content of this summary nor to implementations that address the problems or disadvantages noted herein.
Crankshaft 16 includes a plurality of pendulum absorbers—pendula 28, hereinafter'which provide torsional-vibration absorption for the crankshaft. Each pendulum may be of a predetermined mass; it may be connected at a predetermined distance from the rotation axis of the crankshaft, so as to absorb torsional vibration of a predetermined order in the rotating crankshaft. More specifically, the mass M of each pendulum and the distance L between the center-of-mass of the pendulum and the rotational axis S of the crankshaft may be adjusted in order to provide vibration absorption at any chosen order—e.g., an integer or half-integer order torsional deflection of the crankshaft.
Pendula 28 may serve a double purpose in engine 10. In addition to providing torsional-vibration absorption, these pendula may counterbalance the mass of crankpins 20, piston rods 14, pistons 12, and the entrained lubricant. In the illustrated embodiment, additional counterbalancing is provided by cheeks 22C and 22D, which do not include pendula, but may be counterweighted.
In the approach presented herein, one or more pendula 28 may be insufficiently massive to counterbalance the mass of the crankpins, piston rods, pistons, and entrained lubricant. Therefore, mass is removed from the attached cheek 22—on the opposite side of the rotational axis of the crankshaft—during the balancing procedure. More specifically, a predetermined (e.g., computed) mass of material may be removed from the cheek by drilling, milling, or any other form of machining. Accordingly,
To preserve the structural integrity of crankshaft 16, lightening bores 34 may not be formed just anywhere on a cheek, but only in allowed locations. One allowed location is toward the center of the cheek—e.g., along the bisection plane of a cheek. In this disclosure, the bisection plane is the plane that passes through the cheek and contains both the rotational axis C of the attached crankpin and the rotational axis S of the crankshaft. In one embodiment, the lightening bore may lie along the bisection plane, as shown in
Ideally, a single lightening bore formed along a bisection plane of a cheek can be appropriate in size and position to balance the crankshaft. Thus, a lightening bore 34 may be formed in a position computed for material removal in the crankshaft, to balance the crankshaft. Due to variability in crankshaft manufacture, however, it is possible that the position of the lightening bore required to achieve crankshaft balance may not lie exactly along the bisection plane of the cheek. Nevertheless, the bisection plane may be the only locus where a lightening bore can be formed without excessively weakening the crankshaft. To address this issue, some embodiments include side balance pads attached to any cheek in which a lightening bore is formed. Accordingly, cheeks 22A, 22B, 22E, and 22F of
In embodiments in which side balance pads 36 are used, additional nudging bores may be formed therein, as necessary, to nudge the required (i.e., computed) position of lightening bore 34 toward the center of the cheek. This action may entail nudging the computed position closer to the bisection plane, for example. Thus, if the computed position of the lightening bore is to the left of the bisection plane, an nudging bore may be formed in the left balance pad to nudge the computed position to the right, aligning it with the bisection plane. In this manner, the computed position for material removal in the crankshaft eventually coincides with a position where the lightening bore can actually be formed. This approach is also illustrated in
The embodiment of
No aspect of the drawings should be interpreted in a limiting sense, for numerous other embodiments are contemplated as well. In one embodiment, for example, a center-of-mass of each balance pad may lie outside of an orbit circumscribed by the crankpin when the crankshaft rotates. Moreover, nudging bores formed in the balance pads may have any desired orientation and any suitable length. If there is enough material in the cheek, the nudging bores may penetrate into the cheek. In some embodiments, the balance pads may be omitted entirely and nudging bores drilled directly into the cheeks, for the same purpose described above.
The configurations described above enable various methods for balancing a crankshaft. Accordingly, some such methods are now described, by way of example, with continued reference to the above configurations. It will be understood, however, that the methods here described, and others within the scope of this disclosure, may be enabled by different configurations as well.
At 46 the size and position of a required lightening bore to be formed in the cheek is computed. The mass to be removed, as well as the radial position of the lightening bore along the bisection plane, may be determined using a state-of-the-art crankshaft balancing machine, further employing any suitable modeling/computational approach. In one embodiment, the lightening bore may be formed with at least five millimeters clearance from any undercut of the crankpin or oiling bore, as shown in
At 48 it is determined whether the computed position is suitable. A computed position is suitable, for example, if it lies somewhere on the cheek, at a location where boring would not compromise the integrity of the crankshaft above a tolerable limit. In one embodiment, a suitable position may be a position that lies along bisection plane P, toward the center of the cheek. If the computed position is suitable, then the method advances to 52. However, if the computed position is not suitable, then the method advances to 50.
At 50 nudging bore is formed in the left or right balance pad to nudge the computed position towards the center of the cheek. In one embodiment, the nudging bore may make the computed position lie along the bisection plane P. In one embodiment, the nudging bore may be formed and extended in a closed-loop manner, with iterative recomputation of the lightening-bore position.
At 52 a lightening bore is formed in the cheek at the computed position. In one embodiment, the lightening bore may be drilled along a bisection plane of the cheek, the bisection plane including a rotation axis of the crankpin and a rotation axis of the crankshaft, as shown in
In the various embodiments considered herein, the crankshaft may optionally be returned to the balancing machine to verify that it is balanced within acceptable limits. If the crankshaft is not balanced, then method 40 may be entered again at 46, whereby the lightening and nudging bores may be extended to achieve balance. In this manner, the various boring and assessing actions may be repeated, again in a closed-loop manner, until enough material is removed from the cheek to balance the crankshaft.
Aspects of this disclosure are set forth by example, with reference to the illustrated embodiments described above. Components, process steps, and other elements that may be substantially the same in one or more embodiments are identified coordinately and are described with minimal repetition. It will be noted, however, that elements identified coordinately may also differ to some degree. It will be further noted that the drawing figures included in this disclosure are schematic and generally not drawn to scale. Rather, the various drawing scales, aspect ratios, and numbers of components shown in the figures may be purposely distorted to make certain features or relationships easier to see.
In the methods illustrated and/or described herein, some of the indicated process steps may be omitted without departing from the scope of this disclosure. Likewise, the indicated sequence of the process steps may not always be required to achieve the intended results, but is provided for ease of illustration and description. One or more of the illustrated actions, functions, or operations may be performed repeatedly, depending on the particular strategy being used.
It will be understood that the articles, systems, and methods described hereinabove are embodiments of this disclosure—non-limiting examples for which numerous variations and extensions are contemplated as well. This disclosure also includes all novel and non-obvious combinations and sub-combinations of the above articles, systems, and methods, and any and all equivalents thereof.
