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- 주제어 : 3 cylinder engine(3기통 엔진) (검색결과 2 건)
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3기통 엔진 NVH 개선을 위한 신개념 엔진마운팅 시스템 개발
방정환(Jung-Hwan Bang),김도현(Do-Hyun Kim),윤희욱(Hee-Wook Yoon),이민섭(Min-Sup Lee),이병혁(Byung-Hyuk Lee) 한국자동차공학회 2012 한국자동차공학회 부문종합 학술대회 Vol.2012 No.5
To reduce fuel cost and vehicle weight, non BSM 3-cylinder engine is increasing, but non BSM 3-cylinder engine has C1 pitch and yaw moment excitation. So compare to 4-cylinder engine vehicle, non 3-cylinder engine vehicle has more NVH problems. In this paper to solve 3-cylinder engine vehicle’s NVH problem, engine exciting force and moment equations were derived. The most effective engine mount design method was selected by engine motion equation analysis. To reduce the engine pitch moment response, engine yaw moment excitation was removed by using outer balancer and the main engine mounts were positioned powertrain pitch axis. To consider engine firing C1.5 roll excitation response, front and rear roll mount span was reduced. The new engine mount system vehicle’s idle vibration was better than 4-cylinder engine vehicle.
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밸런스샤프트 모듈을 갖는 직렬 3기통 엔진의 동역학적 모델 기반 진동해석
김태호(Tae Ho Kim),송현승(Hyun Seung Song) 한국소음진동공학회 2017 한국소음진동공학회 논문집 Vol.27 No.3
The paper presents the dynamic model of a balance shaft module for an in-line three cylinders engine that has each cylinders phase interval of 120 deg. The balance shaft module (in addition to counter weights on crank arms) plays a key role to compensate for the engine vibrations caused by the pistons, crank arms and connecting rods which rotate or reciprocate in the engine. For three cylinders engines, the vibrations are attributed to pitching and yawing moments because all lateral forces (horizontal and vertical) cancel each other out. Therefore, the balance shaft is designed to compensate for those moments in three cylinders engines. First, the paper predicts the excitation forces from each cylinder and then assembles them to predict the total excitation forces and moments. Prediction shows that the resultant forces are null and the maximum amplitude of the pitching moment is 1225 N-m at 3000 r/min. Installation of the counter weights to the crank arms and the balance shaft (with out-of-phase unbalance) to the engine removes the major vibration component arising due to the primary pitching moment. Additional two balance shafts (with lightweight unbalance) to the engine are suggested to remove the minor vibration component arising due to the secondary pitching moment. The model predictions show that the no vibration occurs due to the engine pitching moment and the pitching moment reduction per added unbalance are very high, thus implying the effectiveness of the suggested balance shaft module.
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