Mazda Motor Corporation

Akira Sumitani

Tsunehiro Mori

Koichi Hirata

Kiyonori Nagato

Toru Morishima

Rei Enokizono

Takuya Kikuchi

Yuichi Shirasuna

Rumiko Yamada

Yasunori Kanda

Shuji Takuma

Yukiyoshi Fukuda

Kouji Kubo

Masakazu Kikuchi

Masahiro Koizumi

Yasuhiro Sudou

Tetsuya Hanzawa

Kazuya Nishimori

Kazuo Toyoda

A second dynamic vibration absorber is higher in resonance frequency than a first dynamic vibration absorber. At least one of the resonance frequency of the first dynamic vibration absorber or the resonance frequency of the second dynamic vibration absorber is shifted from associated at least one of the first resonance frequency or the second resonance frequency such that a peak frequency of antiresonance occurring in a higher frequency region of the first dynamic vibration absorber than the resonance frequency of the first dynamic vibration absorber is substantially different from that of antiresonance occurring in a lower frequency region of the second dynamic vibration absorber than the resonance frequency of the second dynamic vibration absorber.

Engine reciprocative rotating mechanism and method for manufacturing the same

A second dynamic vibration absorber is higher in resonance frequency than a first dynamic vibration absorber. At least one of a ratio of a mass of a body of the first dynamic vibration absorber to a reciprocating inertial mass of the reciprocative rotation mechanism or a ratio of a mass of a body of the second dynamic vibration absorber to the reciprocating inertial mass of the reciprocative rotation mechanism is set such that a peak frequency of antiresonance occurring in a higher frequency region of the first dynamic vibration absorber than the resonance frequency of the first dynamic vibration absorber is substantially different from that of antiresonance occurring in a lower frequency region of the second dynamic vibration absorber than the resonance frequency of the second dynamic vibration absorber.

An engine piston structure includes: a piston (); a connecting rod () having a small end part () coupled to the piston (), and having a large end part () coupled to a crankshaft; a piston pin () through which the piston () and the small end part () of the connecting rod () are coupled together and which has a hollow cross section; and at least one dynamic vibration absorber () provided inside the piston pin () to reduce resonance of the piston (), the piston pin (), and the small end part () of the connecting rod () in combination with respect to the large end part () of the connecting rod () during a combustion stroke.

Piston structure for engine

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Higashihiroshima, Japan

Akira Sumitani