DE10218922A1 - Crankshaft for ten-cylinder 100-120 degree V-engine has crank offset of respective crank pins in crank throws in direct dependence upon V-angle and derived from mathematical expression - Google Patents

Abstract

The crankshaft (16) for a ten-cylinder V-engine has the crank offset of the respective crank pins (1-10) in the crank throws (11-15) in direct dependence upon the V-angle and derived from a mathematical expression whereby the offset equals twice the V-angle minus 180 degrees. Two counterweights (25-34) connected to each crank throw form an angle of 360 degrees in relation to each other, and each counterweight forms with the crank center of the associated crank throw an angle of 180 degrees.

Description

The invention relates to the crankshaft for a ten-cylinder V-engine with a V-angle from about 100 ° to 120 °, especially for a Formula 1 engine.

Formula 1 engines are mostly V10 engines with a V-angle of 90 °. The crankshaft of these engines has five crank crankings, mostly each two slightly offset crank pins for one cylinder from both cylinder rows included, is supported in six crankshaft bearings and has ten counterparts lighten up.

Lower-lying rear wings will in future require lower-build engines a larger v-angle.

The invention has for its object, in particular for a V10 Formula 1 engine to specify a crankshaft with a V-angle of approximately 100 ° to 120 °, which a high degree of compensation with minimal use of compensation mass in the counterweights achieved.

The object of the invention is achieved by the features of claim 1 solved.

Other important features and advantageous developments of the invention he give themselves from claims 2 to 8, from the drawings and the appropriate descriptions of figures.

The invention is shown schematically in the drawings.  

The following premises apply when solving the problem according to the invention:

Because of the high speeds, the balance of mass forces is paramount Priority to prevent free forces and moments or to be as small as possible hold.

At the same time, the mass balance should be with a minimum of balance mass done in the counterweights to the weight and momentum keep the crankshaft mass small.

Counterweights have a constant balancing mass, so can with them even completely constant large mass forces completely balanced become.

According to the invention, therefore, a crank pin offset of the crank pins ( 1 to 10 ) in the crank crankings ( 11 to 15 ) is determined for any V-angle of approximately 100 ° to 120 °, with which during a full rotation of the crankshaft ( 16 ) in the crank cranks ( 11 to 15 ) a constantly large oscillating mass force of the 1st order is generated.

The complete balance of this constant force 1 . Order as well as the equal to the also constant, caused by the offset crank pin ( 1 to 10 ) in the crank crank ( 11 to 15 ) rotating inertial forces with low balancing mass in the counterweights ( 25 to 34 ) is given according to claim 2, if each two counterweights ( 25 to 34 ) connected to the crank crankings ( 11 to 15 ) form an angle of 360 ° to each other and each counterweight ( 25 to 34 ) with the cranking center ( 35 ) in the associated crank crank ( 11 to 15 ) an angle of 180 ° forms.

( Fig. 1) shows the crank star of the crankshaft ( 16 ) according to the invention with the position of the crank pins ( 1 to 10 ) depending on the V-angle according to claim 1 and the arrangement of the counterweights ( 25 to 34 ) according to claim 2.

( Fig. 2) shows the longitudinal view of the crankshaft ( 16 ) with the arranged intermediate cheeks ( 17 ) in the crank cranks ( 11 to 15 ) according to the two claims 3 and 4.

In an advantageous development, a weakening of the crankshaft ( 16 ) by the offset crank pin ( 1 to 10 ) in the cranking center ( 35 ) is avoided in claims 3 and 4 by an intermediate cheek ( 17 ) in the crank crankings ( 11 to 15 ).

Without the intermediate cheek ( 17 ), the crank pin diameter would have to be increased for reasons of rigidity, which would lead to higher frictional output, to a larger crank pin weight and to heavier connecting rods, combined with significantly higher rotating inertia forces and ultimately larger counterweights.

A designed according to claims 1 and 5 V10 engine results in the Claim 7 a uniform firing interval of 72 °.

The uniform firing interval, however, represents for the invention V10 engine is not a requirement.

For example, the ignition distances for a V10- 110 ° motor with 40 ° crank pin offset 70 ° and 74 °. Would you in this The crank pin could allow a small free torque of the 1st order offset can be changed in the direction of a more uniform ignition distance.

The compensation quantity of the counterweights ( 25 to 34 ) in claim 8 is calculated in a known manner with the moment equation.

It should be noted that ten equal counterweights ( 25 to 34 ) according to claims 2 and 8 is the simplest form of a counterweight arrangement, but also a very favorable compromise between crankshaft bearing load and counterweight size.

There are computer programs available which, with unequal counterweight sizes at the expense of the crankshaft bearing loads, lead to a small reduction in the total balancing mass in the counterweights. With the crankshaft ( 16 ) according to the invention, a crankpin offset calculated from the V-angle creates a V10 engine which, with a V-angle of more than 90 °, is particularly suitable as a Formula 1 engine.

LIST OF REFERENCE NUMBERS

1

to

10

crank pins

11

to

15

cranks

16

crankshaft

17

between cheeks

18

Hubzapfenwangen

19

to

24

crankshaft bearings

25

to

34

counterweights

35

Kröpfungsmitte
a Cylinder spacing
b Center distance of the crank pins

Claims (8)

1.Crankshaft for a ten-cylinder V-engine with a V-angle of approximately 100 ° to 120 °, with five crank crankings, two offset crank pins for one cylinder from each cylinder row being arranged in each crank crank and in the crank star of the crankshaft from the first Crank pins seen in the direction of the last crank pins and in a clockwise direction, the crank pins are arranged in the order 1 , 6 , 2 , 7 , 4 , 9 , 5 , 10 , 3 , 8 , the ignition sequence of the V10 engine 1-6- 5-10-2-7-3-8-4-9 is, furthermore with ten counterweights and six crankshaft bearings, in particular for a V10 Formula 1 engine, characterized in that in the crankshaft ( 16 ) the crank pin offset of each in the crank bend ( 11 to 15 ) arranged crank pin ( 1 to 10 ) is directly dependent on the V-angle and results from the relationship:
2 (V-angle) -180 ° = crank pin offset. 2. Crankshaft according to claim 1, characterized in that the respective two counterweights ( 25 to 34 ) connected to the crank crankings ( 11 to 15 ) form an angle of 360 ° to one another and each counterweight ( 25 to 34 ) with the cranking center ( 35 ) of the associated crank crank ( 11 to 15 ) forms an angle of 180 °. 3. Crankshaft according to claim 1 or 2, characterized in that an intermediate cheek ( 17 ) is arranged in the crank cranks ( 11 to 15 ) between the respectively offset crank pins ( 1 to 10 ). 4. Crankshaft according to claim 3, characterized in that in the crank cranks ( 11 to 15 ) the center distance (b) of the respective crank pin ( 1 to 10 ) is about 30% of the cylinder distance (a). 5. crankshaft according to the preamble of claim 1, characterized, that the V-angle of the two rows of cylinders is 108 °. 6. Crankshaft according to one or more of claims 1 to 5, characterized in that in the crank crank ( 11 to 15 ) the crank pin offset of the crank pin arranged ( 1 to 10 ) is 36 °. 7. crankshaft according to claims 5 and 6, characterized, that the ignition intervals of the V10 engine are 72 °. 8. Crankshaft according to claims 5 to 7, characterized in that each counterweight ( 25 to 34 ) balances approximately 95.1% of the rotating mass force of a cylinder and approximately 47.55% of the oscillating mass force of the first order of a cylinder.