Vibration reducing system for internal combustion engine

• US 6,192,851 B1
• Filed: 05/19/1999
• Issued: 02/27/2001
• Est. Priority Date: 05/19/1998
• Status: Expired due to Term

• Current Assignee: Nissan Motor Co., Ltd.
• Original Assignee: Nissan Motor Co., Ltd.
• Inventors: Hirano, Izuho, Asahara, Yasuyuki
• Primary Examiner(s): Wolfe, Willis R.
• Assistant Examiner(s): Harris, Katrina B.
• Application Number:
  US09/314,168
• Time in Patent Office: 650 Days
• Field of Search: 123/192.1, 123/192.2, 74/574
• US Class Current: 123/192.2
• CPC Class Codes: F02B 67/06 driven by means of chains, belts, or like endless members
• CPC Class Codes: F02B 75/06 Engines with means for equalising torque
• CPC Class Codes: F16F 15/12 using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon F16F15/14 , F16F15/16 take precedence
• CPC Class Codes: F16F 15/20 Suppression of vibrations of rotating systems by favourable grouping or relative arrangements of the moving members of the system or systems F16F15/24 takes precedence

Abstract

A vibration reducing system of an internal combustion engine for an automotive vehicle. The vibration reducing system comprises a roll vibration system which generates a roll vibration of an engine main body, the roll vibration having a first vibration mode. Additionally, a rotational vibration system is provided to generate a rotational vibration having a second vibration mode, and includes a crankshaft of the engine, for generating a rotational driving force, a main flywheel fixedly connected to the crankshaft, a driving force transmitting mechanism through which the rotational driving force of the crankshaft is transmitted, the driving force transmitting mechanism being movably secured to the engine main body, and an inertial mass member drivably connected to the driving force transmitting mechanism and rotatable to generate an inertial force upon receiving the rotational driving force transmitted through the driving force transmitting mechanism. In the vibration reducing system, the first and second vibration modes cause antiresonance at an antiresonance frequency. Additionally, the rotational vibration system is adjusted to cause the antiresonance frequency to be generally coincident with one of frequencies which are obtained respectively by multiplying an engine-revolutional frequency at a predetermined engine speed by values each being represented by (a natural number/2).

Claims

1. A vibration reducing system of an internal combustion engine, comprising:

a roll vibration system which generates a roll vibration of an engine main body, the roll vibration having a first vibration mode; and

a rotational vibration system which generates a rotational vibration having a second vibration mode, and includes

a crankshaft of the engine, for generating a rotational driving force,

a main flywheel fixedly connected to said crankshaft,

a driving force transmitting mechanism through which the rotational driving force of said crankshaft is transmitted, said driving force transmitting mechanism being movably secured to said engine main body, and

an inertial mass member drivably connected to said driving force transmitting mechanism and rotatable to generate an inertial force upon receiving the rotational driving force transmitted through said driving force transmitting mechanism;

wherein said first and second vibration modes cause antiresonance at an antiresonance frequency;

wherein said rotational vibration system is adjusted to cause said antiresonance frequency to be generally coincident with one of frequencies which are obtained respectively by multiplying an engine-revolutional frequency at a predetermined engine speed by values each being represented by (a natural number/2).

2. A vibration reducing system as claimed in claim 1, wherein said rotational vibration system is adjusted to cause said antiresonance frequency to be coincident with a frequency which is obtained by multiplying an engine-revolutional frequency at a predetermined engine speed by a value (a number of cylinders of the engine/2).

3. A vibration reducing system as claimed in claim 1, wherein said predetermined engine speed is an engine speed in an idling operating condition of the engine.

4. A vibration reducing system as claimed in claim 1, wherein said driving force transmitting mechanism includes a crankshaft pulley connected to the crankshaft of the engine so as to be rotatable as a single body, a driven pulley disposed coaxial with said inertial mass member so as to be rotatable as a single body, and an elastic belt for connecting said crankshaft pulley with said driven pulley to drive said driven pulley.

5. A vibration reducing system as claimed in claim 1, wherein said inertial mass member and said driven pulley are fixedly mounted on a rotational shaft of an engine accessory so as to be rotatable as a single body.

6. A vibration reducing system as claimed in claim 4, wherein said inertial mass member is connected through an elastic member with said driven pulley so as to be rotatable as a single body.

7. A vibration reducing system as claimed in claim 5, wherein said inertial mass member is connected through an elastic member with said driven pulley so as to be rotatable as a single body.

8. A vibration reducing system as claimed in claim 7, wherein said inertial mass member is directly mounted through said elastic member on the rotational shaft.

9. A vibration reducing system as claimed in claim 7, wherein said inertial mass member is directly mounted on the rotational shaft, wherein said driven pulley is connected through the elastic member with said inertial mass member.

10. A vibration reducing system as claimed in claim 4, wherein said crankshaft pulley includes a central connecting section directly mounted on the crankshaft, a pass-on section on which said elastic belt is passed on, and a first elastic member disposed between said central connecting section and said pass-on section so as to securely connect said central connecting section and said pass-on section.

11. A vibration reducing system as claimed in claim 10, wherein said crankshaft pulley includes a dynamic damper for absorbing vibration of the crankshaft.

12. A vibration reducing system as claimed in claim 11, wherein said dynamic damper includes a mass member interposed between said first elastic member and said central connecting section so as to be securely connected to said first elastic member, and a second elastic member interposed between said mass member and said central connecting section to securely connect said mass member and said central connecting section.

13. A vibration reducing system as claimed in claim 1, said driving force transmitting mechanism includes a driving sprocket connected to the crankshaft so as to be rotatable as a single body, a driven sprocket coaxial with said inertial mass member so as to be rotatable as a single body, a driving chain for connecting said driven sprocket with said driving sprocket so as to drive said driven sprocket, and an elastic member interposed between said driving sprocket and said inertial mass member so as to transmit a rotational force of said driven sprocket through said elastic member to said inertial mass member.

14. A vibration reducing system as claimed in claim 1, wherein said driving force transmitting mechanism includes a gear mechanism having a driven gear coaxial with said inertial mass member so as to be rotatable as a single body, said driven gear being driven to rotate under a rotational force of the crankshaft, an elastic member interposed between said driven gear and said inertial mass member so as to transmit a rotational force of said driven gear through said elastic member to said inertial mass member.

15. A vibration reducing system as claimed in claim 13, wherein said inertial mass member is mounted on a rotational shaft of an engine accessory, so as to be rotatable as a single body.

16. A vibration reducing system as claimed in claim 14, wherein said inertial mass member is mounted on a rotational shaft of an engine accessory, so as to be rotatable as a single body.

17. A vibration reducing system as claimed in claim 13, wherein said elastic member is a metal spring.

18. A vibration reducing system as claimed in claim 14, wherein said elastic member is a metal spring.

19. A vibration reducing system as claimed in claim 1, wherein said inertial mass member is rotatable in an opposite direction to a rotational direction of the crankshaft.

20. A vibration reducing system as claimed in claim 1, wherein said driving force transmitting mechanism includes an elastic body serving as a spring component of said rotational vibration system, the rotational driving force from said crankshaft being transmitted through said elastic body to said inertial mass member, wherein said vibration reducing system further comprises a spring constant variably controlling device for variably controlling a spring constant of said elastic member in accordance with an operating condition of the engine.

21. A vibration reducing system as claimed in claim 20, wherein said elastic body has a spring constant at which said antiresonance frequency is generally coincident with a frequency which is obtained by multiplying an engine-revolutional frequency at a predetermined engine speed by a value (a number of cylinders of the engine/2), wherein said spring constant variably controlling device includes a clutch mechanism which has an operative state to restrain said elastic body from deformation, and an inoperative state to allow said elastic body to deform, and a controller adapted to put said clutch mechanism in the inoperative state under a predetermined engine operating condition at said predetermined engine speed, and to put said clutch mechanism in the operative state under engine operating conditions other than said predetermined engine operating condition.

22. A vibration reducing system as claimed in claim 20, wherein said predetermined engine speed is at least one of an idling engine speed, and a high idling engine speed which is higher said idling engine speed.

23. A vibration reducing system as claimed in claim 20, wherein said elastic body includes first and second elastic members which are independent from each other and connected to each other so that the rotational driving force from said crankshaft is transmissible through said first and second elastic members to said inertial mass member, said first and second elastic members being cooperative to provide a composite spring constant at which said antiresonance frequency is generally coincident with a frequency which is obtained by multiplying an engine-revolutional frequency at a first predetermined engine speed by a value (a number of cylinders of the engine/2), said second elastic member having a spring constant at which said antiresonance frequency is generally coincident with a frequency which is obtained by multiplying an engine-revolutional frequency at a second predetermined engine speed by a value (the number of cylinders of the engine/2), wherein said spring constant variably control device includes a clutch mechanism which has an operative state to restrain said first elastic member from deformation, and an inoperative state to allow said first elastic member to deform, and a controller adapted to put said clutch mechanism in the inoperative state under a first predetermined engine operating condition at said first predetermined engine speed, and to put said clutch mechanism in the operative state under a second predetermined engine operating condition at said second predetermined engine speed.

24. A vibration reducing system as claimed in claim 23, wherein said first predetermined engine speed is an idling engine speed, and said second predetermined engine speed is a high idling engine speed which is higher than said idling engine speed.

25. A vibration reducing system as claimed in claim 21, wherein said driving force transmitting mechanism includes a crankshaft pulley fixedly coaxially connected to said crankshaft to as to rotatable with said crankshaft as a single body, and a driven pulley axially connected to said inertial mass member so as to be rotatable with said inertial mass member as a single body, and a driving belt passed on said crankshaft pulley and driven belt so that said driven pulley is drivably connected with said crankshaft pulley.

26. A vibration reducing system as claimed in claim 25, wherein said elastic body and said clutch mechanism are coaxially connected to said driven pulley.

27. A vibration reducing system as claimed in claim 25, wherein said elastic body and said clutch mechanism are coaxially connected to said crankshaft pulley.

28. A vibration reducing system of an internal combustion engine, comprising:

a roll vibration system which generates a roll vibration of an engine main body, the roll vibration having a first vibration mode; and

a rotational vibration system which generates a rotational vibration having a second vibration mode, and includes

a crankshaft of the engine, for generating a rotational driving force;

a main flywheel fixedly connected to said crankshaft;

a driving force transmitting mechanism through which the rotational driving force of said crankshaft is transmitted, said driving force transmitting mechanism being movably secured to said engine main body, and

an inertial mass member drivably connected to said driving force transmitting mechanism and rotatable to generate an inertial force upon receiving the rotational driving force transmitted through said driving force transmitting mechanism;

means for causing said first and second vibration modes to make antiresonance at an antiresonance frequency; and

means for adjusting said rotational vibration system to cause said antiresonance frequency to be generally coincident with one of frequencies which are obtained respectively by multiplying an engine-revolutional frequency at a predetermined engine speed by values each being represented by (a natural number/2).

29. A vibration reducing system of an internal combustion engine having a roll vibration system which generates a roll vibration of an engine main body, the roll vibration having a first vibration mode, said vibration reducing system comprising:

a rotational vibration system which generates a rotational vibration having a second vibration mode which is coactive with the first vibration mode to occur an antiresonance, said rotational vibration system including

a crankshaft of the engine, for generating a rotational driving force,

a main flywheel fixedly connected to said crankshaft,

a driving force transmitting mechanism through which the rotational driving force of said crankshaft is transmitted, said driving force transmitting mechanism being movably secured to said engine main body, and

an inertial mass member drivably connected to said driving force transmitting mechanism and rotatable to generate an inertial force upon receiving the rotational driving force transmitted through said driving force transmitting mechanism;

wherein said rotational vibration system is adjusted to cause said antiresonance frequency to be generally coincident with one of frequencies which are obtained respectively by multiplying an engine-revolutional frequency at a predetermined engine speed by values each being represented by (a natural number/2).

30. A method of reducing vibration in an internal combustion engine including a roll vibration system which generates a roll vibration of an engine main body, the roll vibration having a first vibration mode;

and a rotational vibration system which generates a rotational vibration having a second vibration mode, and includes a crankshaft of the engine, for generating a rotational driving force;

a main flywheel fixedly connected to said crankshaft;

a driving force transmitting mechanism through which the rotational driving force of said crankshaft is transmitted, said driving force transmitting mechanism being movably secured to said engine main body, and an inertial mass member drivably connected to said driving force transmitting mechanism and rotatable to generate an inertial force upon receiving the rotational driving force transmitted through said driving force transmitting mechanism;

said method comprising;

causing said first and second vibration modes to coact so as to make antiresonance at an antiresonance frequency; and

adjusting said rotational vibration system so as to cause said antiresonance frequency to be generally coincident with one of frequencies which are obtained respectively by multiplying an engine-revolutional frequency at a predetermined engine speed by values each being represented by (a natural number/2).

31. A method as claimed in claim 30, wherein said driving force transmitting mechanism includes an elastic body serving as a spring component of said rotational vibration system, wherein said method further comprising

transmitting the rotational driving force from said crankshaft through said elastic body to said inertial mass member; and

variably controlling a spring constant of said elastic member in accordance with an operating condition of the engine.