Crankshaft of piston crank mechanism

Abstract

A crankshaft mechanism is disclosed that takes advantage of component makeup and orientation to cancel out inertial force. A crankshaft of the crankshaft mechanism includes at least one counterweight that is arranged in combination with the rest of the mechanism to cancel out the inertial force particularly at a timing in front of a bottom dead center of a piston where the inertial force becomes a maximum.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

While the claims are not limited to the illustrated embodiments, an appreciation of various aspects is best gained through a discussion of various examples thereof. Referring now to the drawings, illustrative embodiments are shown in detail. Although the drawings represent the embodiments, the drawings are not necessarily to scale and certain features may be exaggerated to better illustrate and explain an innovative aspect of an embodiment. Further, the embodiments described herein are not intended to be exhaustive or otherwise limiting or restricting to the precise form and configuration shown in the drawings and disclosed in the following detailed description. Exemplary embodiments of the present invention are described in detail by referring to the drawings as follows.

FIG. 1 is a sectional view of the main portion of an internal combustion engine including a crankshaft according to a first exemplary embodiment;

FIG. 2 is a sectional view taken along line II-II shown in FIG. 1;

FIG. 3 shows the internal combustion engine shown in FIG. 1 without a piston;

FIG. 4 is a sectional view of the crankshaft taken along line IV-IV shown in FIG. 2;

FIG. 5 is a sectional view that is similar to FIG. 4 illustrating a second exemplary embodiment;

FIG. 6 is a sectional view that is similar to FIG. 4 illustrating a third exemplary embodiment;

FIG. 7 is a sectional view that is similar to FIG. 4 illustrating a fourth exemplary embodiment;

FIG. 8 is a vertical sectional view of an in-line four-cylinder combustion engine;

FIG. 9 is a characteristic diagram showing the difference between piston acceleration of a simple-link type and that of a multiple-link type; and

FIG. 10 illustrates the forces of respective parts at a moment when inertial force in the multiple-link-type piston crank mechanism becomes a maximum.

Claims

1. A crankshaft mechanism, comprising: an upper link having a first end that is adapted to be connected to a piston through a piston pin;a crankshaft having a crank pin and at least one counterweight;a control link having a first end that is adapted to be rotatably supported on an eccentric cam provided at a control shaft supported by a cylinder block; anda lower link rotatably mounted on the crank pin, and having a first end that is adapted to be connected to a second end of the upper link through an upper pin, a second end that is adapted to be connected to a second end of the control link through a control pin, in which the crank pin is arranged to be located between the upper pin and the control pin,wherein the upper pin is disposed on the right of the control pin when viewed in an axial direction of the crankshaft where the crankshaft rotates counterclockwise, and a center of gravity of the at least one counterweight of the crankshaft existing at a forward side in the direction of rotation of the crankshaft.

2. The crank mechanism according to claim 1, wherein a volume of the at least one counterweight at the forward side in the direction of rotation of the crankshaft is larger than a volume of the at least one counterweight at a rearward side in the direction of rotation of the crankshaft.

3. The crank mechanism according to claim 2, wherein the at least one counterweight has at least one thin-wall portion that is provided at the rearward side in the direction of rotation of the crankshaft, a thickness of the at least one thin-wall portion being smaller than a thickness of the forward side of the at least one counterweight in the direction of rotation of the crankshaft.

4. The crank mechanism according to claim 3, wherein the at least one counterweight comprises a pair of opposing counterweights, the at least one thin-wall portion comprises thin-wall portions, the thin-wall portions of the counterweights being disposed at respective opposing surfaces of the counterweights.

5. The crank mechanism according to claim 4, wherein the thin-wall portions of the counterweights are sized to overlap axial sides of a piston pin boss of the piston when the piston is at a bottom dead center, the distance between the thin-wall portions of the opposing counterweights being larger than an intended distance between axial ends of the piston pin boss.

6. The crank mechanism according to claim 2, wherein the at least one counterweight of the crankshaft is dimensioned such that a distance from a main journal center of the crankshaft to an outer periphery of the counterweight is greater at the forward side in the direction of rotation of the crankshaft than at the rearward side in the direction of rotation of the crankshaft.

7. The crank mechanism according to claim 6, wherein the at least one counterweight of the crankshaft dimensioned is such that, when a piston is at a bottom dead center, a distance between the main journal center of the crankshaft and the outer periphery of the at least one counterweight that is adapted to be closest to a piston pin boss of the piston is smaller than a distance from the main journal center of the crankshaft to a lower end of the piston pin boss of the piston.

8. A crank mechanism, comprising: an upper link having a first end adapted to be connected to a piston through a piston pin;a crankshaft having a crank pin and at least one counterweight;a lower link connecting a second end of the upper link to the crank pin of the crankshaft; anda control link having a first end adapted to be rotatably supported by an eccentric cam provided at a control shaft supported by a cylinder block, the control link having a second end connected to the lower link;an upper pin, wherein the upper link and the lower link are rotatably connected to each other through the upper pin; anda control pin, wherein the control link and the lower link are rotatably connected to each other through the control pin;wherein the crank pin is disposed between the upper pin and the control pin,wherein a load from the lower link to the crank pin acts forwardly in a direction of rotation of the crankshaft when the piston is situated in front of a bottom dead center of the piston, andwherein a center of gravity of the at least one counterweight of the crankshaft exists at a forward side in the direction of rotation of the crankshaft.