KR100192908B1 - An automotive crankshaft for improving rotational equilibrium rate - Google Patents
An automotive crankshaft for improving rotational equilibrium rate Download PDFInfo
- Publication number
- KR100192908B1 KR100192908B1 KR1019950055471A KR19950055471A KR100192908B1 KR 100192908 B1 KR100192908 B1 KR 100192908B1 KR 1019950055471 A KR1019950055471 A KR 1019950055471A KR 19950055471 A KR19950055471 A KR 19950055471A KR 100192908 B1 KR100192908 B1 KR 100192908B1
- Authority
- KR
- South Korea
- Prior art keywords
- inertia
- crankshaft
- rotational
- moving
- center
- Prior art date
Links
- 238000013459 approach Methods 0.000 claims description 2
- 238000002485 combustion reaction Methods 0.000 description 4
- 238000010586 diagram Methods 0.000 description 4
- 230000008878 coupling Effects 0.000 description 2
- 238000010168 coupling process Methods 0.000 description 2
- 238000005859 coupling reaction Methods 0.000 description 2
- 239000002360 explosive Substances 0.000 description 2
- 230000005484 gravity Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C3/00—Shafts; Axles; Cranks; Eccentrics
- F16C3/04—Crankshafts, eccentric-shafts; Cranks, eccentrics
- F16C3/20—Shape of crankshafts or eccentric-shafts having regard to balancing
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/28—Counterweights, i.e. additional weights counterbalancing inertia forces induced by the reciprocating movement of masses in the system, e.g. of pistons attached to an engine crankshaft; Attaching or mounting same
- F16F15/283—Counterweights, i.e. additional weights counterbalancing inertia forces induced by the reciprocating movement of masses in the system, e.g. of pistons attached to an engine crankshaft; Attaching or mounting same for engine crankshafts
- F16F15/286—Adjustable weights
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C2360/00—Engines or pumps
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Physics & Mathematics (AREA)
- Acoustics & Sound (AREA)
- Aviation & Aerospace Engineering (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
Abstract
본 발명은 회전평형율을 향상시킨 자동차의 크랭크샤프트에 관한 것으로써, 크랭크샤프트(3)의 하부를 이루는 관성부(5)에 양쪽으로 개구된 개구홈(5b)이 형성되어 그 중앙부가 대략 뒤집힌 T자 형상의 티(T)단부(5a)가 형성되거나 또는 중앙을 개구시킨 개구홈(5')만을 형성시키는 한편, 이 티(T)단부(5a)를 형성하는 양쪽 개구홈(5b)또는 중앙을 개구시킨 개구홈(5')으로 한쪽 부위가 힌지핀(6b, 6b')에 의해 힌지결합됨과 더불어 다른 쪽이 스프링(6c, 6c')에 고정된 이동추(6a, 6a')로 구성된 이동관성추(6, 6')가 구비 되어져, 크랭크샤프트(3)의 회전속도에 따라 관성부의 관성력 크기를 적절히 변화시켜 회전평형율의 값을 항상 1에 근접시켜 회전시 보다 안정된 평형을 유지시 킬 수 있도록 된 것이다.The present invention relates to a crankshaft of an automobile having improved rotational balance rate, wherein opening grooves (5b) open to both sides are formed in an inertial portion (5) forming a lower portion of the crankshaft (3), and the center portion thereof is substantially inverted. T-shaped tee (T) end 5a is formed or both opening grooves 5 'which open the center thereof are formed, while both opening grooves 5b which form this tee (T) end 5a or One opening is hinged by the hinge pins 6b and 6b 'with the opening groove 5' open at the center, and the moving weights 6a and 6a 'fixed to the springs 6c and 6c'. When the inertia weights 6 and 6 'are provided, the inertia force magnitude of the inertia portion is appropriately changed according to the rotational speed of the crankshaft 3 so that the value of the rotational equilibrium is always close to 1 to maintain a more stable equilibrium during rotation. It is possible to kill.
Description
제1도는 일반적인 엔진의 구성을 나타낸 단면도.1 is a cross-sectional view showing the configuration of a general engine.
제2도는 본 발명에 따른 실시예 1로써 이동관성추가 구비된 크랭크샤프트의 정면도.2 is a front view of the crankshaft provided with a moving inertia as Example 1 according to the present invention.
제3도는 본 발명의 실시예 1에 따른 이동관성추의 작동 상태도로서 (a)는 엔진의 회전수가 저속일 경우이고, (b)는 엔진의 회전수가 고속일 경우.3 is an operating state diagram of a moving inertia weight according to Embodiment 1 of the present invention, where (a) is a low speed of the engine and (b) is a high speed of the engine.
제4도는 본 발명에 따른 실시예 2로서 다른 구조의 이동관성추가 구비된 크랭크샤프트의 정면도.4 is a front view of a crankshaft provided with moving inertia of another structure as a second embodiment according to the present invention.
제5도는 본 발명의 실시예 2에 따른 이동관성추의 작동상태도로서 (a)는 엔진의 회전수가 저속일 경우이고, (b)는 엔진의 회전수가 고속일 경우.5 is an operating state diagram of the moving inertia weight according to Embodiment 2 of the present invention, where (a) is a low speed of the engine and (b) is a high speed of the engine.
제6도는 종래구조로서, 이동관성추가 구비되지 않은 크랭크샤프트의 정면도.6 is a front view of a crankshaft, which is a conventional structure and is not provided with a moving inertia additional portion.
제7도는 크랭크샤프트를 간략하게 도시화한 것으로서 (a)는 개략적인 상태도이고, (b)는 더욱 간략화 시킨 상태도이다.Figure 7 is a simplified illustration of the crankshaft, (a) is a schematic state diagram, (b) is a simplified state diagram.
* 도면의 주요부분에 대한 부호의 설명* Explanation of symbols for main parts of the drawings
1 : 엔진 2 : 피스톤1: engine 2: piston
3 : 크랭크샤프트 4 : 캠3: crankshaft 4: cam
5 : 관성부 5a : 티(T)단부5: inertia part 5a: tee (T) end
5b, 5' : 개구홈 6, 6' : 이동관성추5b, 5 ': opening groove 6, 6': moving inertia
6a, 6a' : 이동추 6b, 6b' : 힌지핀6a, 6a ': Moving weight 6b, 6b': Hinge pin
6c, 6c' : 스프링6c, 6c ': spring
본 발명은 엔진의 가동시 피스톤의 직선적 동력을 커넥팅로드를 통해 회전력으로 변환시켜주는 다수의 편심된 캠으로 이루어진 크랭크샤프트에 관한 것으로, 특히 회전운동시 편심되어진 크랭크아암에 의한 회전평형율을 회전수에 따라 가변적으로 변화시켜 회전에 따른 평형(Balance)을 더욱 향상 시킬 수 있도록 된 회전평형율을 향상시킨 자동차의 크랭크샤프트에 관한 것이다.The present invention relates to a crankshaft composed of a plurality of eccentric cams for converting the linear power of the piston to the rotational force through the connecting rod when the engine is running, in particular the rotational balance rate by the crank arm eccentric during rotational movement The present invention relates to a crankshaft of an automobile having an improved rotational balance ratio, which can be changed variably according to the rotation to further improve the balance of rotation.
일반적으로 자동차의 동력을 발생시키는 엔진은 왕복운동하는 피스톤에 의해 열에너지를 기계적에너지로 변환하여 주도록 피스톤행정의 약 2배의 길이로 원통형으로 만들어진 실린더로 이루어짐과 더불어 크랭크 샤프트가 구비되는 크랭크 케이스를 일체로 형성한 실린더블럭과, 이 실린더블럭의 상부로 결합되어 실린더와 함께 연소실의 일부를 형성하면서 밸브기구와 흡/배기 매니폴드 및 점화 플러그등이 구비된 실린더헤드로 크게 구성되어 진다.In general, an engine for generating power of an automobile is composed of a cylinder made of a cylinder having a length of about twice the length of a piston stroke to convert thermal energy into mechanical energy by a reciprocating piston, and includes a crank case provided with a crank shaft. It consists of a cylinder block formed of a cylinder head and a cylinder head which is coupled to the upper part of the cylinder block and forms a part of the combustion chamber together with the cylinder and is provided with a valve mechanism, an intake / exhaust manifold, a spark plug, and the like.
그리고, 엔진(1)의 동력은 통상적인 내부를 도시한 제1도와 같이, 실린더블럭의 실린더내에 기밀을 유지하면서 연소시 폭발력에 의해 피스톤(2)이 직선 왕복운동하게 되면, 이 피스톤(2)에 커넥팅로드를 매개로 고정된 크랭크샤프트(3)에 의해 피스톤(2)의 직선적 동력을 회전력으로 변환 하면서 다른 행정에서는 반대로 피스톤(2)에 회전력을 가하므로 연속적으로 동력을 발생하도록 되게 된다.When the piston 2 is linearly reciprocated by the explosive force during combustion while maintaining the airtightness in the cylinder of the cylinder block, as shown in FIG. 1 showing the normal interior of the power of the engine 1, the piston 2 By converting the linear power of the piston (2) to the rotational force by the crankshaft (3) fixed via the connecting rod to the other stroke, the rotational force is applied to the piston (2) on the contrary, the power is continuously generated.
이때, 상기 피스톤(2)의 직선적운동을 회전운동으로 변환 시켜주도록 회전운동되는 크랭크샤프트(3)는 크랭크핀과 크랭크저널 및 크랭크아암들이 일체로 피스톤(2)의 수량과 상응하도록 형성되어 진다.At this time, the crankshaft (3) which is rotated to convert the linear movement of the piston (2) into a rotary motion is formed so that the crank pin, the crank journal and the crank arms integrally correspond to the number of the piston (2).
이 크랭크샤프트(3)의 크랭크아암(4)은 제4도에 도시된 바와같이, 그 하단부로 넓게 퍼져 회전시 다른 행정에서 피스톤(2)을 밀어올려 연소실내의 혼합기를 압축시켜주도록 관성부(5)가 일체로 형성되어 오뚜기 형상으로 성형된다.The crank arm 4 of the crankshaft 3 spreads widely to the lower end thereof, as shown in FIG. 4, to inflate the piston 2 on another stroke during rotation to compress the mixer in the combustion chamber. 5) is integrally formed and molded into a pentagonal shape.
이때, 상기 크랭크샤프트(3)는 회전시 진동이 없이 통상, 회전물체에서 중심을 기준으로 상/하부위의 관성력의 차이가 없는 즉, 회전평형율 = 하부관성력(Fcw)/항부관성력(Fo)의 값이 1인 경우가 가장 안정되게 회전된다.At this time, the crankshaft (3) has no vibration during rotation, usually, there is no difference in the inertia force of the upper and lower parts with respect to the center of the rotating object, that is, the rotational equilibrium ratio = lower inertia force (Fcw) / anti-inertial force (Fo) The value of 1 rotates most stably.
하지만, 일반적으로 상기 크랭크샤프트(3)는 크랭크저널과 크랭크핀의 중심이 편심되게 되어져 결합점과 무게중심이 다르다.However, in general, the crankshaft (3) is the center of the crank journal and the crank pin is eccentric, the coupling point and the center of gravity is different.
따라서, 회전력(W)이 가해지게 되면, 제5도의 (a)와 같이 무게중심점을 기준으로 상부간격(r)부위를 상부질량(mo)과 하무간격(rcw)부위를 하부질량(mcw)으로 간략화시킨 상태에서, 이 두질량(mo, mcw)은 제5도의 (b)에 도시된 바와같이 각각 반대방향으로 서로 다른 크기의 관성력(Fo, Fcw)을 갖게 된다.Therefore, when the rotational force (W) is applied, as shown in (a) of FIG. 5, the upper interval r portion as the upper center mass mo and the lower nominal gap rcw portion as the lower mass mcw as shown in FIG. In the simplified state, these two masses (mo, mcw) have different magnitudes of inertia (Fo, Fcw) in opposite directions, respectively, as shown in (b) of FIG.
즉, 서로 다른 상부관성력 Fo=morW2과 하부 관성력 Fcw=mcwrcwW2이 발생되어 지게되고, 이에 따라 통상적으로 회전평형율=하부관성력(Fcw)/상부관성력(Fo)의 값이 0.6 - 0.7정도의 값을 갖는 불균형 상태로 유지된다.That is, different upper inertia forces Fo = morW 2 and lower inertia forces Fcw = mcwrcwW 2 are generated, and accordingly, the rotational equilibrium ratio = lower inertia force (Fcw) / upper inertia force (Fo) is about 0.6 to 0.7. The value remains unbalanced.
따라서, 엔진의 구조상 상기와 같은 회전평형율을 갖는 크랭크샤프트(30)의 회전평형율을 보상하여 회전시 평형(Balance)를 유지하기 위해 일정 중량을 갖춘 밸런스웨이트를 크랭크아암(4)부위에 구비하는 것이 널리 이용되고 있는 실정이다.Therefore, a balance weight having a predetermined weight is provided on the crank arm 4 to compensate for the rotational balance of the crankshaft 30 having the rotational balance as described above in order to maintain balance during rotation. It is a situation that is widely used to.
그러나, 이와같은 밸런스웨이트는 보통 상기 크랭크아암(4)의 관성부(5)에 일체로 제작한 후 다시 적절하게 가공수정 하거나 별도로 제작하여 보울트 등을 매개로 부착하게 되어 추가적인 가공공정이 요구될 뿐만 아니라, 엔진의 구조상 타부품과의 간섭을 방지하면서 부착시켜야만 되므로 회전평형율도 일정치 이상에 도달하지 못하는 문제가 있게 된다.However, such a balance weight is usually manufactured integrally with the inertia portion 5 of the crank arm 4, and then again appropriately processed or modified separately to be attached via a bolt or the like, which requires additional processing. In addition, since the structure of the engine must be attached while preventing interference with other parts, there is a problem that the rotational balance ratio does not reach a predetermined value or more.
이에 본 발명은 상기와 같은 문제를 해소하기 위해 발명된 것으로서, 크랭크샤프트의 회전속도에 따라 관성부의 관성력 크기를 적절히 변화시켜 회전평형율의 값을 항상 1에 근접시켜 회전시 평형을 유지 시키도록 회전 평형율을 향상시킨 자동차의 크랭크샤프트를 제공하는데 그 목적이 있다.Therefore, the present invention was invented to solve the above problems, the inertia force of the inertia portion is appropriately changed according to the rotational speed of the crankshaft, so that the value of the rotational equilibrium is always close to 1 to maintain the equilibrium during rotation. The object is to provide a crankshaft of an automobile having an improved balance ratio.
상기와 같은 목적을 달성하기위한 본 발명은, 크랭크샤프트의 하부를 이루는 관성부에 양쪽으로 개구된 개구홈이 형성되어 그 중앙부가 대략 뒤집힌 T자 형상의 티(T)단부가 형성되거나 또는 중앙을 개구시킨 개구홈만을 형성시키는 한편, 이 티(T)단부를 형성하는 양쪽 개구 또는 중앙을 개구시킨 개구홈으로 한쪽 부위가 힌지핀에 의해 힌지결합됨과 더불어 다른 쪽이 스프링에 고정된 이동추로 구성된 이동관성추가 구비되어진 구조로 되어 있다.In order to achieve the above object, the present invention provides an opening groove formed at both sides of an inertia portion forming a lower portion of the crankshaft so that a T-shaped end of the T shape having a centrally inverted shape is formed or a center thereof is formed. It forms only the opening groove which is opened, and it consists of both openings which form this tee end, or the opening groove which opened the center, one side is hinged by the hinge pin, and the other consists of the moving weight fixed to the spring. The moving inertia is provided.
이하 본 발명을 첨부한 도면을 참조로 상세히 설명한다.Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.
본 발명의 크랭크샤프트(3)는 일반적인 엔진(1)의 구성을 나타낸 제1도에 도시된 바와같이, 연소시 폭팔력에 의해 직선 왕복운동하는 피스톤(2)에 커넥팅로드를 매개로 고정되어 이 피스톤(2)의 직선적 동력을 회전력으로 변환 하면서 다른 행정에서는 반대로 피스톤(2)에 운동을 가하므로 연속적으로 동력을 발생하는 한편, 회전시 회전속도에 따라 변화는 관성력의 크기를 조절하여 회전평형율의 값이 항상 1에 근접되도록 이동관성추(6)가 구비되어진다.The crankshaft 3 of the present invention is fixed through a connecting rod to a piston 2 linearly reciprocating by explosive force during combustion, as shown in FIG. While converting the linear power of (2) to the rotational force, the other stroke moves the piston (2) on the contrary to generate power continuously, while the change according to the rotational speed during rotation controls the magnitude of the rotational equilibrium by adjusting the magnitude of the inertia force. The moving inertia 6 is provided so that the value always approaches 1.
즉, 이를 본 발명의 실시예 1인 제2도를 참조로 상세히 설명하면, 상기 크랭크샤프트(3)의 크랭크암(4)의 하부를 이루는 관성부(5)에 양쪽으로 개구된 개구홈(5b)이 형성되어 그 중앙부가 대략 뒤집힌 T자 형상의 티(T)단부(5a)가 형성되는 한편, 이 티(T)단부(5a)를 형성하는 양쪽 개구홈(5b)으로 한쪽 부위가 힌지핀(6b)에 의해 힌지결합됨과 더불어 다른 쪽이 스프링(6c)에 고정된 이동추(6a)로 구성된 이동관성추(6)가 구비되어 진다.That is, this will be described in detail with reference to FIG. 2 of Embodiment 1 of the present invention. The opening grooves 5b which are open to both sides of the inertia portion 5 forming the lower portion of the crank arm 4 of the crankshaft 3 are described. Is formed to form a T-shaped tee (T) end portion 5a, the center portion of which is turned upside down, while a hinge pin on one side of both opening grooves 5b forming the tee end portion 5a. In addition to the hinge coupling by 6b, a moving inertia weight 6 composed of a moving weight 6a fixed to the spring 6c is provided.
이에 따라, 상기 크랭크샤프트(3)의 회전시 발생되는 관성력(Fo, Fcw)은 회전속도 즉, 원심력의 크기에 따라 상기 이동관성추(6)에 의해 변화되는 바, 즉, 이를 제3도를 참조로 상세히 설명하면 저속회전시인 제3도의 (a)에 도시된 바와같이 회전에 의해 발생되는 원심력에 의해 이동추(6a)의 이동이 스프링에 의해 저지된다.Accordingly, the inertial forces Fo and Fcw generated when the crankshaft 3 rotates are changed by the moving inertia weight 6 according to the rotational speed, that is, the size of the centrifugal force. In detail, the movement of the moving weight 6a is prevented by the spring by the centrifugal force generated by the rotation as shown in FIG.
따라서, 이로인해 크랭크암(4)의 중심에서 관성부(5)의 중심까지의 하부간격(rcw)이 짧아 질량(mo)과 상부간격(r)이 일정한 상부관성력 Fo=morW2이 발생되어 회전평형율=하부관성력(Fcw)/상관성력(Fo)의 값이 대략 1정도 유지되어 진다.Thus, the lower interval rcw from the center of the crank arm 4 to the center of the inertia portion 5 is short, so that the upper inertia force Fo = morW 2 with constant mass mo and upper interval r is generated and rotated. The equilibrium ratio = lower inertia force (Fcw) / correlation force (Fo) is maintained at about 1.
한편, 제3도의(b)와 같이 고속회전시에는 회전에 의해 발생되는 원심력에 의한 이동추(6a)가 스프링의 반발력을 이기고 아래로 이동되어지므로, 이로인해 크랭크암(4)의 중심에서 관성부(5)의 중심까지의 하부간격(rcw)이 상대적으로 길어져 회전속도(W)에 의해 보다 증가된 상부관성력Fo=morW2과 거의 일치되도록 하부관성력 Fcw=mcwrcwW2이 발생되어 회전평형율=하부관성력(Fcw)/상부관성력(Fo)의 값이 전술한 바와같이 대략 1 정도로 유지되어 지게된다.On the other hand, as shown in (b) of FIG. 3, during the high speed rotation, the moving weight 6a caused by the centrifugal force is moved downward to overcome the repulsive force of the spring, thereby inertia from the center of the crank arm 4 The lower inertia force Fcw = mcwrcwW 2 is generated such that the lower distance rcw to the center of the part 5 is relatively long, so that the upper inertia force Fo = morW 2 increased by the rotational speed W, and thus the rotational equilibrium ratio = The value of the lower inertia force Fcw / upper inertia force Fo is maintained at about 1 as described above.
또한, 제4도는 본발명의 실시예 2로서, 크랭크샤프트(3)의 하부를 이루는 관성부(5)의 하부를 개구시킨 개구홈(5')이 형성되어 그 양쪽에서 한쪽 부위가 힌지핀(6b')에 의해 힌지결합됨과 더불어 다른 쪽이 스프링(6c')에 고정된 이동추(6a')로 구성된 이동관성추(6')가 구비된 구조로 된다.4 is a second embodiment of the present invention, in which an opening groove 5 'is formed in which a lower portion of the inertia portion 5 forming the lower portion of the crankshaft 3 is opened so that one side of the hinge pin ( 6b ') has a hinge-integrated weight and a moving inertia weight 6' composed of a moving weight 6a 'fixed to the spring 6c'.
상기와 같은 실시예 2와 같이 구성된 이동관성추(6')는 제5도의 (a)와 (b)에 도시된 바와같이, 크랭크샤프트(3)의 회전속도에 따라 이동추(6a')의 벌어지는 각도(α,β)의 크기에 따라 전술한 실시예 1의 경우와 같이 하부관성력 Fcw=mcwrcwW2의 크기를 조절하여 항상 회전평형율=하부관성력(Fcw)/상부관성력(Fo)의 값이 대략 1정도로 유지 되어지도록 한다.As shown in (a) and (b) of FIG. 5, the moving inertial weight 6 'configured as in Embodiment 2 as described above is opened according to the rotational speed of the moving weight 6a' according to the rotation speed of the crankshaft 3. According to the magnitudes of the angles α and β, the lower inertia force Fcw = mcwrcwW 2 is adjusted as in the case of the above-described embodiment 1 so that the rotational equilibrium ratio = lower inertia force (Fcw) / upper inertia force (Fo) is approximately Keep it at 1 degree.
이상 설명한 바와 같이 본 발명에 의하면, 크랭크암의 크기가 변하지 않게 되어 엔진의 설계에 영향을 주지 않으면서도 크랭크샤프트의 회전속도에 따라 관성부의 관성력 크기를 적절히 변화시켜 회전평형율의 값을 항상 1에 근접시켜 회전시 보다 안정된 평형을 유지 시킬 수 있게 되는 효과가 있다.As described above, according to the present invention, the size of the rotational equilibrium is always set to 1 by appropriately changing the magnitude of the inertia force according to the rotational speed of the crankshaft without affecting the design of the crank arm since the size of the crank arm does not change. It is effective to maintain a more stable equilibrium when rotating close.
Claims (2)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR1019950055471A KR100192908B1 (en) | 1995-12-23 | 1995-12-23 | An automotive crankshaft for improving rotational equilibrium rate |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR1019950055471A KR100192908B1 (en) | 1995-12-23 | 1995-12-23 | An automotive crankshaft for improving rotational equilibrium rate |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| KR970045844A KR970045844A (en) | 1997-07-26 |
| KR100192908B1 true KR100192908B1 (en) | 1999-06-15 |
Family
ID=19443771
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| KR1019950055471A KR100192908B1 (en) | 1995-12-23 | 1995-12-23 | An automotive crankshaft for improving rotational equilibrium rate |
Country Status (1)
| Country | Link |
|---|---|
| KR (1) | KR100192908B1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| IT202000026834A1 (en) * | 2020-11-11 | 2022-05-11 | Cicchelero Daniela | VARIABLE MASS CRANKSHAFT |
-
1995
- 1995-12-23 KR KR1019950055471A patent/KR100192908B1/en not_active IP Right Cessation
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| IT202000026834A1 (en) * | 2020-11-11 | 2022-05-11 | Cicchelero Daniela | VARIABLE MASS CRANKSHAFT |
Also Published As
| Publication number | Publication date |
|---|---|
| KR970045844A (en) | 1997-07-26 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| EP1593822B1 (en) | Reciprocating internal combustion engine | |
| EP1126144B1 (en) | Reciprocating internal combustion engine | |
| US4819593A (en) | Pivoting balancer system | |
| JPH09228858A (en) | Reciprocating engine | |
| US4656981A (en) | Balancing mechanism for reciprocating piston engine | |
| US4301695A (en) | Reciprocating piston machine | |
| EP1090236B1 (en) | A reciprocating mechanism and engine including the same | |
| JP3911977B2 (en) | Double link mechanism of internal combustion engine | |
| US4819592A (en) | Engine balancer | |
| KR100192908B1 (en) | An automotive crankshaft for improving rotational equilibrium rate | |
| JP2002054468A (en) | Variable compression ratio mechanism for internal combustion engine | |
| KR100192906B1 (en) | Crankshaft of the car with improved rotational balance | |
| KR100192910B1 (en) | Crankshaft of the car with improved rotational balance | |
| WO2004053345A1 (en) | Crank mechanism of combustion engine___________________ | |
| KR100412606B1 (en) | Balance keeping apparatus of crank shaft | |
| WO2012082637A1 (en) | Crankpin including cam, connecting rod including follower, and internal combustion engine including crankpin and connecting rod | |
| GB2201747A (en) | Speed change device and valve timing and actuating device | |
| KR101886051B1 (en) | Systematic change valve lift device | |
| JPH08510038A (en) | Mutual conversion device between circular motion and reciprocating motion | |
| JPH11218032A (en) | Engine using mechanism of conversion from reciprocating motion to rotary motion, and piston assembly used for this engine | |
| KR200184252Y1 (en) | Variable balance weight have crank shaft | |
| JPS6220414B2 (en) | ||
| KR19980029655U (en) | Variable balance weight assembly structure of crankshaft for vehicle engine | |
| JPH03219144A (en) | Crankshaft for reciprocating engine | |
| JPH0452449Y2 (en) |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| A201 | Request for examination | ||
| PA0109 | Patent application |
Patent event code: PA01091R01D Comment text: Patent Application Patent event date: 19951223 |
|
| PA0201 | Request for examination |
Patent event code: PA02012R01D Patent event date: 19951223 Comment text: Request for Examination of Application |
|
| PG1501 | Laying open of application | ||
| E902 | Notification of reason for refusal | ||
| PE0902 | Notice of grounds for rejection |
Comment text: Notification of reason for refusal Patent event date: 19980724 Patent event code: PE09021S01D |
|
| E701 | Decision to grant or registration of patent right | ||
| PE0701 | Decision of registration |
Patent event code: PE07011S01D Comment text: Decision to Grant Registration Patent event date: 19981111 |
|
| GRNT | Written decision to grant | ||
| PR0701 | Registration of establishment |
Comment text: Registration of Establishment Patent event date: 19990201 Patent event code: PR07011E01D |
|
| PR1002 | Payment of registration fee |
Payment date: 19990202 End annual number: 3 Start annual number: 1 |
|
| PG1601 | Publication of registration | ||
| FPAY | Annual fee payment |
Payment date: 20020202 Year of fee payment: 4 |
|
| PR1001 | Payment of annual fee |
Payment date: 20020202 Start annual number: 4 End annual number: 4 |
|
| LAPS | Lapse due to unpaid annual fee | ||
| PC1903 | Unpaid annual fee |
Termination category: Default of registration fee Termination date: 20040110 |