JP2001214922A - Bearing of crank pin - Google Patents
Bearing of crank pinInfo
- Publication number
- JP2001214922A JP2001214922A JP2000024144A JP2000024144A JP2001214922A JP 2001214922 A JP2001214922 A JP 2001214922A JP 2000024144 A JP2000024144 A JP 2000024144A JP 2000024144 A JP2000024144 A JP 2000024144A JP 2001214922 A JP2001214922 A JP 2001214922A
- Authority
- JP
- Japan
- Prior art keywords
- bearing
- oil
- connecting rod
- large end
- oil groove
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
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
- F16C9/00—Bearings for crankshafts or connecting-rods; Attachment of connecting-rods
- F16C9/04—Connecting-rod bearings; Attachments thereof
-
- 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
- F16C33/00—Parts of bearings; Special methods for making bearings or parts thereof
- F16C33/02—Parts of sliding-contact bearings
- F16C33/04—Brasses; Bushes; Linings
- F16C33/06—Sliding surface mainly made of metal
- F16C33/10—Construction relative to lubrication
- F16C33/1025—Construction relative to lubrication with liquid, e.g. oil, as lubricant
- F16C33/106—Details of distribution or circulation inside the bearings, e.g. details of the bearing surfaces to affect flow or pressure of the liquid
- F16C33/1065—Grooves on a bearing surface for distributing or collecting the liquid
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Sliding-Contact Bearings (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、クランクピンから
ピストンにかけて潤滑油供給経路が形成された往復動機
関において、クランクピンと連接棒大端部の間に設ける
軸受けに関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a bearing provided between a crankpin and a large end of a connecting rod in a reciprocating engine in which a lubricating oil supply path is formed from a crankpin to a piston.
【０００２】[0002]
【従来の技術】図５は連接棒１の小端部３が連結された
ピストン４を示す。図６は、大端部２付近の構造を模式
的に示す断面図である。FIG. 5 shows a piston 4 to which a small end 3 of a connecting rod 1 is connected. FIG. 6 is a cross-sectional view schematically showing a structure near the large end 2.
【０００３】往復動内燃機関においては、ピストン４及
びこれに連結された連接棒１の慣性力により、図６に示
すクランクピン５の慣性力側Ａに大きな荷重が加わる。
通常、この部分に相当する連接棒の大端部２の下側の軸
受Ｂ（以下、下軸受けと呼ぶ）には、潤滑油をクランク
ピン５から連接棒１に通油するための油溝Ｃが設けてあ
る。油溝Ｃは、慣性力側Ａに相対する燃焼圧力側Ｆを除
き、下軸受けＢの内周面に周状に連続して形成されてい
る。In a reciprocating internal combustion engine, a large load is applied to the inertial force side A of the crank pin 5 shown in FIG. 6 due to the inertial force of the piston 4 and the connecting rod 1 connected thereto.
Normally, a bearing B (hereinafter, referred to as a lower bearing) below the large end 2 of the connecting rod corresponding to this portion is provided with an oil groove C for allowing lubricating oil to flow from the crankpin 5 to the connecting rod 1. Is provided. The oil groove C is formed continuously on the inner peripheral surface of the lower bearing B in a circumferential manner except for the combustion pressure side F opposite to the inertia force side A.
【０００４】クランクピン５には通油穴６が形成されて
いる。この通油穴６は、クランクピン５の中心に軸方向
に形成されるとともに、径方向に連続して形成されて回
転方向に１８０°離れた位置に開口している。このクラ
ンクピン５の通油穴６から供給された潤滑油は、クラン
クピン５と軸受けＢの間に油膜Ｅ１を形成する。この潤
滑油は、軸受けＢに形成された油穴７を経て軸受けＢと
大端部２の間の通油溝Ｅ２に入る。そして、この潤滑油
は、連接棒１の通油穴８を経てピストン４側に供給され
る。即ち、図５に示すように、潤滑油はピストンピン９
と小端部３の間にあるピストンピンメタル１０を経てピ
ストン４のオイルギャラリー１１に供給される。[0004] The crank pin 5 has an oil passage hole 6 formed therein. The oil passage hole 6 is formed in the center of the crank pin 5 in the axial direction, is formed continuously in the radial direction, and is opened at a position 180 ° apart in the rotation direction. The lubricating oil supplied from the oil hole 6 of the crank pin 5 forms an oil film E1 between the crank pin 5 and the bearing B. This lubricating oil enters an oil passage E2 between the bearing B and the large end 2 through an oil hole 7 formed in the bearing B. The lubricating oil is supplied to the piston 4 through the oil passage hole 8 of the connecting rod 1. That is, as shown in FIG.
The oil is supplied to an oil gallery 11 of the piston 4 through a piston pin metal 10 located between the small end 3 and the piston pin metal 10.
【０００５】[0005]
【発明が解決しようとする課題】この下軸受けＢが上記
慣性力によりクランクピン慣性力Ａ側に強く押しつけら
れると、次第に下軸受けＢの溝の形がクランクピン慣性
力Ａ側に転写され、数十μｍｍ〜数百μｍｍの凸カム状
摩耗Ｄ（以下、カムウエアーと称す）を生じる。When the lower bearing B is strongly pressed against the crankpin inertia force A by the above-mentioned inertia force, the shape of the groove of the lower bearing B is gradually transferred to the crankpin inertia force A side. A convex cam-shaped wear D (hereinafter, referred to as cam wear) of tens μm to several hundred μmm is generated.
【０００６】このカムウエアーＤが油膜Ｅ１の厚さ（通
常数μｍｍ）より大きく成長すると、クランクピン５と
下軸受けＢ間の油膜Ｅ１を破壊し、クランク軸の回転に
より油溝の設けられていない大端部２の上側軸受Ｈ（以
下、上軸受けと呼ぶ）の燃焼圧力側Ｆに帯状の擦過痕Ｇ
を生じさせ、上軸受けＨの損傷、あるいはクランクピン
５の焼損、折損などの重大事故を引き起こす危険性が大
きくなる。When the cam wear D grows larger than the thickness of the oil film E1 (usually several μmm), the oil film E1 between the crankpin 5 and the lower bearing B is broken, and the oil groove is not provided due to the rotation of the crankshaft. A band-like abrasion trace G is formed on a combustion pressure side F of an upper bearing H (hereinafter, referred to as an upper bearing) of the large end 2.
And the risk of causing a serious accident such as damage to the upper bearing H or burnout or breakage of the crankpin 5 increases.
【０００７】そこで本発明者等は、前述したカムウエア
ーＤの発生を防止するために、前記下軸受けＢの油溝Ｃ
の内、クランクピン５の慣性力Ａ側に対応する一部を埋
めることを案出した。しかしながら、このようにする
と、クランクピン５の表面に周方向に１８０°の間隔で
開口している両方の通油穴６が、下軸受けＢと上軸受け
Ｈによって同時に閉止されるクランク角度が発生する。
機関が駆動すると、このクランクピン５の通油穴６が周
期的に開閉することとなり、これによって潤滑油系の急
激で周期的な圧力の上昇と下降（以下脈動と称する）が
発生する。この脈動が潤滑油配管の振動を増大させ、ま
た圧力降下によって潤滑油内にキャビテーションを誘発
し、油溝を部分的に埋めたところと残された油溝との間
の油溝きりあがり部分等に侵食を発生させる要因となっ
た。また、大端部２から小端部３への潤滑油の流れが断
続的になり、途切れる時期が生じるため、ピストン４の
潤滑性低下によってピストンピン軸受け１０の寿命が低
下し、またピストン４のオイルギャラリー１１の冷却効
果が低減してカーボン堆積１２が増大するという問題も
見られた。Therefore, the present inventors have proposed an oil groove C of the lower bearing B in order to prevent the above-mentioned cam wear D from being generated.
Of these, it has been proposed to fill a part of the crankpin 5 corresponding to the inertia force A side. However, in this case, a crank angle occurs in which both the oil passage holes 6 that are opened at 180 ° circumferential intervals on the surface of the crankpin 5 are simultaneously closed by the lower bearing B and the upper bearing H. .
When the engine is driven, the oil passage hole 6 of the crank pin 5 opens and closes periodically, thereby causing a sudden and periodic increase and decrease of the pressure of the lubricating oil system (hereinafter referred to as pulsation). This pulsation increases the vibration of the lubricating oil pipe, and induces cavitation in the lubricating oil due to the pressure drop, so that the oil groove clears up between the part where the oil groove is partially filled and the remaining oil groove. Erosion. Further, since the flow of the lubricating oil from the large end 2 to the small end 3 is intermittent and interrupted, a period of interruption occurs. Therefore, the life of the piston pin bearing 10 is reduced due to the decrease in lubrication of the piston 4, and There was also a problem that the cooling effect of the oil gallery 11 was reduced and the carbon deposit 12 was increased.
【０００８】本発明は、前述したカムウエアーによる問
題点を解決することを目的としており、そのためにクラ
ンクピンの慣性力側に対応する軸受けの油溝の一部を埋
めても潤滑油の脈動が発生しないクランクピンの軸受け
を提供することを目的としている。SUMMARY OF THE INVENTION An object of the present invention is to solve the above-mentioned problems caused by the cam wear. Therefore, even if a part of the oil groove of the bearing corresponding to the inertia force side of the crankpin is filled, the pulsation of the lubricating oil is generated. It is intended to provide a crankpin bearing that does not occur.
【０００９】[0009]
【課題を解決するための手段】請求項１に記載されたク
ランクピン（５）の軸受け（２１，２２）は、連接棒
（１）の大端部（２）と該大端部に挿入されるクランク
ピン（５）との間に設けられ、その内周面の一部に周方
向に沿って油溝が形成された軸受けにおいて、駆動時に
連接棒の慣性力がクランクピンを介して作用する前記内
周面の下部に、前記油溝の未形成領域（２４）を設け、
前記未形成領域には前記内周面と外周面を連通させる第
１油穴（２６）を形成したことを特徴としている。The bearings (21, 22) of the crankpin (5) according to the first aspect are inserted into the large end (2) of the connecting rod (1) and the large end. In the bearing, which is provided between the crank pin (5) and an oil groove formed in a part of the inner circumferential surface along the circumferential direction, the inertia force of the connecting rod acts via the crank pin during driving. An unformed region (24) of the oil groove is provided at a lower portion of the inner peripheral surface,
In the non-formed area, a first oil hole (26) for communicating the inner peripheral surface and the outer peripheral surface is formed.
【００１０】請求項２に記載されたクランクピン（５）
の軸受け（２１，２２）は、ピストン（４）と、クラン
ク軸と、ピストンに連結された小端部（３）及びクラン
クピンを介してクランク軸に連結された大端部（２）を
備えた連接棒（１）と、連接棒の大端部の内周面に形成
された大端部油溝（２０）と、連接棒の内部に形成され
て大端部油溝を小端部に連通させる連接棒通油穴（８）
と、クランクピンの内部に形成されて潤滑油の吐出口が
外周面に開口したピン通油穴（６）とを有する往復動内
燃機関に適用され、連接棒の大端部の内周面と前記大端
部に挿入されるクランクピンの外周面との間に設けら
れ、その内周面の一部に周方向に沿う軸受け油溝が形成
された軸受けである。そして、その特徴は、駆動時に連
接棒の慣性力がクランクピンを介して作用する前記軸受
けの内周面の下部に、前記軸受け油溝の未形成領域（２
４）を設け、前記未形成領域には、連接棒の大端部油溝
と前記クランクピンのピン通油穴とを連通させる少なく
とも１本の第１油穴（２６）を貫通して形成したことに
ある。[0010] The crankpin (5) according to claim 2
Bearings (21, 22) include a piston (4), a crankshaft, a small end (3) connected to the piston, and a large end (2) connected to the crankshaft via a crankpin. Connecting rod (1), a large-end oil groove (20) formed on the inner peripheral surface of the large end of the connecting rod, and a large-end oil groove formed inside the connecting rod at the small end. Connecting rod oil hole for communication (8)
And a reciprocating internal combustion engine having a pin oil hole (6) formed inside the crank pin and having a lubricating oil discharge port opened on the outer peripheral surface, and an inner peripheral surface at a large end of the connecting rod. A bearing is provided between an outer peripheral surface of a crank pin inserted into the large end and a bearing oil groove formed in a part of an inner peripheral surface thereof along a circumferential direction. The feature is that the bearing oil groove is formed in the lower part of the inner peripheral surface of the bearing where the inertia force of the connecting rod acts via the crank pin during driving.
4) is provided, and the unformed area is formed by penetrating at least one first oil hole (26) for connecting the large end oil groove of the connecting rod and the pin oil hole of the crankpin. It is in.
【００１１】請求項３に記載されたクランクピン（５）
の軸受けは、請求項２記載のクランクピンの軸受けにお
いて、前記軸受け油溝（２３）が、前記軸受け油溝の未
形成領域（２４）と該未形成領域に相対する第２の未形
成領域（２５）の間の２つの領域に形成されており、連
接棒の大端部油溝に連通する第２油穴（２７）をこの軸
受け油溝の底に貫通して形成したことを特徴としてい
る。[0011] The crankpin (5) according to claim 3
The bearing according to claim 2, wherein the bearing oil groove (23) has an unformed area (24) of the bearing oil groove and a second unformed area (22) opposed to the unformed area. 25), and is characterized in that a second oil hole (27) communicating with the oil groove at the large end of the connecting rod penetrates the bottom of the bearing oil groove. .
【００１２】請求項４に記載されたクランクピン（５）
の軸受けは、請求項３記載のクランクピンの軸受けにお
いて、前記未形成領域（２４）に形成された第１油穴
（２６）の位置と個数が、クランクピンのピン通油穴
（６）が軸受けの内周面によって閉止されるクランク角
度が発生しないように選定されていることを特徴として
いる。Crank pin (5) according to claim 4
The bearing according to claim 3, wherein the position and the number of the first oil holes (26) formed in the unformed area (24) are the same as those of the crankpin pin oil holes (6). It is characterized in that it is selected so that a crank angle closed by the inner peripheral surface of the bearing does not occur.
【００１３】[0013]
【発明の実施の形態】本発明の実施の形態の一例を図１
〜図４を参照して説明する。本例は、往復動内燃機関の
連接棒１の大端部２とクランクピン５の間に設ける軸受
けに関する。この往復動内燃機関は、ピストン４と、ク
ランク軸と、ピストン４とクランク軸を連結する連接棒
１を有している。連接棒１は、ピストン４に小端部３で
連結され、大端部２でクランクピン５を介してクランク
軸に連結される。FIG. 1 shows an example of an embodiment of the present invention.
This will be described with reference to FIGS. This embodiment relates to a bearing provided between the large end 2 of the connecting rod 1 of the reciprocating internal combustion engine and the crankpin 5. This reciprocating internal combustion engine has a piston 4, a crankshaft, and a connecting rod 1 connecting the piston 4 and the crankshaft. The connecting rod 1 is connected to a piston 4 at a small end 3 and at a large end 2 to a crankshaft via a crankpin 5.
【００１４】図１は、本発明の実施の形態における連接
棒１の大端部２付近の構造を模式的に示す断面図であ
る。図１に示すように、連接棒１の大端部２の内周面に
は大端部油溝２０が形成されている。大端部油溝２０
は、小端部３側の上部を除いて周方向に沿って連続して
形成されている。また連接棒１の内部には、大端部油溝
２０と小端部３を連通する連接棒通油穴８が形成されて
いる。FIG. 1 is a sectional view schematically showing a structure near a large end 2 of a connecting rod 1 according to an embodiment of the present invention. As shown in FIG. 1, a large end oil groove 20 is formed on the inner peripheral surface of the large end 2 of the connecting rod 1. Large end oil groove 20
Are formed continuously along the circumferential direction except for the upper portion on the small end portion 3 side. Further, inside the connecting rod 1, a connecting rod oil hole 8 that connects the large end oil groove 20 and the small end 3 is formed.
【００１５】大端部２に連結されるクランクピン５の内
部にはピン通油穴６が形成されている。ピン通油穴６は
吐出口で外周面に開口している。A pin oil hole 6 is formed inside the crank pin 5 connected to the large end 2. The pin oil hole 6 is a discharge port and is opened on the outer peripheral surface.
【００１６】連接棒１の大端部２の内周面と、大端部２
に挿入されるクランクピン５の外周面との間には、軸受
けが設けられている。この軸受けは上下に２分割されて
おり、それぞれ上軸受け２１及び下軸受け２２と呼ばれ
る。軸受けの内周面の一部には周方向に沿って軸受け油
溝２３が形成されている。従来の軸受け油溝Ｃは周方向
に連続していたが、本例では前述したようにカムウエア
ー発生を防止するために、従来の軸受け油溝Ｃの内、ク
ランクピン５の慣性力Ａ側に対応する一部を埋めて軸受
け油溝２３の未形成領域２４としてある。よって、本例
の軸受け油溝２３は、軸受け油溝２３の未形成領域２４
と該未形成領域２４に相対する第２の未形成領域２５の
間の２つの部分に分かれて形成されている。The inner peripheral surface of the large end 2 of the connecting rod 1 and the large end 2
A bearing is provided between the crank pin 5 and the outer peripheral surface of the crank pin 5 to be inserted into the bearing. This bearing is divided into upper and lower parts, and is called an upper bearing 21 and a lower bearing 22, respectively. A bearing oil groove 23 is formed in a part of the inner peripheral surface of the bearing along the circumferential direction. The conventional bearing oil groove C is continuous in the circumferential direction, but in this example, as described above, in order to prevent the occurrence of cam wear, the conventional bearing oil groove C is provided on the side of the inertial force A of the crank pin 5 in the conventional bearing oil groove C. A corresponding part is filled to form an unformed region 24 of the bearing oil groove 23. Therefore, the bearing oil groove 23 of this example is formed in the unformed area 24 of the bearing oil groove 23.
And a second unformed region 25 opposite to the unformed region 24.
【００１７】前記未形成領域２４には、連接棒１の大端
部油溝２０とクランクピン５のピン通油穴６とを連通さ
せる少なくとも１本（本例では図示のように３本）の第
１油穴２６が貫通して形成されている。第１油穴２６の
位置と個数は、クランクピン５のピン通油穴６が軸受け
２１，２２の内周面によって閉止されるクランク角度が
発生しないように選定されている。The unformed region 24 has at least one (three in this example, as shown) communicating the large end oil groove 20 of the connecting rod 1 and the pin oil hole 6 of the crank pin 5. The first oil hole 26 is formed to penetrate. The position and number of the first oil holes 26 are selected so that a crank angle at which the pin oil holes 6 of the crankpin 5 are closed by the inner peripheral surfaces of the bearings 21 and 22 does not occur.
【００１８】また、軸受け油溝２３には、連接棒１の大
端部油溝２０に連通する第２油穴２７が軸受け油溝２３
の底を貫通して形成されている。In the bearing oil groove 23, a second oil hole 27 communicating with the large end oil groove 20 of the connecting rod 1 is provided.
Is formed to penetrate the bottom.
【００１９】図２は、本例の往復動内燃機関における潤
滑油供給系の系統図である。潤滑油サンプタンク３０の
潤滑油はポンプ３１から吐出され、クーラ３２、温調弁
３３、調圧弁３４を経て機関本体３５の主管３６に入
る。FIG. 2 is a system diagram of a lubricating oil supply system in the reciprocating internal combustion engine of the present embodiment. The lubricating oil in the lubricating oil sump tank 30 is discharged from the pump 31 and enters the main pipe 36 of the engine body 35 via the cooler 32, the temperature control valve 33, and the pressure control valve 34.
【００２０】所定の油圧で主管３６に供給された潤滑油
は、クランクピン５のピン通油穴６に供給され、図１に
示すように軸受け２１，２２とクランクピン５の間に油
膜２８を作る。さらに第１及び第２油穴２６，２７を通
過して大端部油溝２０に入り、連接棒通油穴８から小端
部３に送られる。The lubricating oil supplied to the main pipe 36 at a predetermined oil pressure is supplied to the pin oil hole 6 of the crankpin 5, and the oil film 28 is formed between the bearings 21 and 22 and the crankpin 5 as shown in FIG. create. Further, the oil passes through the first and second oil holes 26 and 27 and enters the large end oil groove 20, and is sent from the connecting rod oil hole 8 to the small end 3.
【００２１】本例の構造によれば、クランクピン５のピ
ン通油穴６が間欠的に開閉されることがなくなり、常に
ピストン４に潤滑油が安定して供給される状態を保つこ
とができる。よって、潤滑油に急激な圧力低下が発生し
なくなり、これによってキャビテーションの発生が抑制
され、これによる侵食が解消される。According to the structure of this embodiment, the pin oil hole 6 of the crank pin 5 is not intermittently opened and closed, and a state in which lubricating oil is constantly supplied to the piston 4 can be maintained. . Therefore, a sudden pressure drop does not occur in the lubricating oil, thereby suppressing the occurrence of cavitation and eliminating erosion due to this.
【００２２】本例による効果を確認するため、本例の往
復動内燃機関を駆動して潤滑油供給系を作動させ、要所
に設置した圧力センサで潤滑油の圧力変動の状態を計測
した。比較のため、軸受け以外は本例と同一の機関にお
いて、本例と同一の油圧、温度等の条件下、同一の測定
位置で潤滑油圧を測定した。測定位置は、図２において
Ｐ１で示す機関入口側、Ｐ２で示す主管中央、Ｐ３で示
す主管出口側である。表１は、本例と従来例の各測定位
置・各条件での測定結果をグラフの振幅で示し、同時に
本例の従来例に対する振幅の減衰率を示したものであ
る。また、測定位置をＰ３とした場合の測定結果のグラ
フを図３及び図４に示す。図３は本例の結果であり、図
４は従来の機関における結果である。In order to confirm the effect of the present embodiment, the lubricating oil supply system was operated by driving the reciprocating internal combustion engine of the present embodiment, and the state of pressure fluctuation of the lubricating oil was measured by a pressure sensor installed at a key point. For comparison, the lubricating oil pressure was measured at the same measurement position under the same conditions as the oil pressure, temperature, and the like, in the same engine as in this example except for the bearing. The measurement positions are the engine inlet side indicated by P1, the main pipe center indicated by P2, and the main pipe outlet side indicated by P3 in FIG. Table 1 shows the measurement results at each measurement position and each condition of the present example and the conventional example in the amplitude of the graph, and also shows the attenuation rate of the amplitude of the present example with respect to the conventional example. 3 and 4 show graphs of the measurement results when the measurement position is P3. FIG. 3 shows the result of this example, and FIG. 4 shows the result of a conventional engine.
【００２３】[0023]
【表１】 [Table 1]
【００２４】これらの表及び図から分かるように、本例
の機関における潤滑油圧の圧力変動の振幅は、従来に比
べて６０〜７０％低減している。即ち、従来問題とされ
ていた潤滑油の脈動が大幅に低減している。また、キャ
ビテーションにより軸受けに発生する侵食も本例では認
められなかった。As can be seen from these tables and figures, the amplitude of the fluctuation of the lubricating oil pressure in the engine of the present embodiment is reduced by 60 to 70% as compared with the prior art. That is, the pulsation of the lubricating oil, which has been conventionally regarded as a problem, is greatly reduced. In addition, erosion generated in the bearing due to cavitation was not observed in this example.
【００２５】[0025]
【発明の効果】本発明によれば、連接棒の大端部とクラ
ンクピンとの間に設けられた軸受けにおいて、連接棒の
慣性力がクランクピンを介して作用する内周面の下部に
油溝の未形成領域を設け、ここに内周面と外周面を連通
させる第１油穴を形成したので、次のような効果が得ら
れた。According to the present invention, in the bearing provided between the large end of the connecting rod and the crankpin, the oil groove is formed at the lower portion of the inner peripheral surface where the inertial force of the connecting rod acts via the crankpin. Since the first oil hole that connects the inner peripheral surface and the outer peripheral surface is formed in the non-formed region, the following effects are obtained.
【００２６】即ち、従来問題とされていたカムウエアー
の発生、潤滑油配管の振動、軸受けの侵食が解消され、
もしくは耐久上問題ないレベルに低減した。That is, the occurrence of cam wear, vibration of the lubricating oil pipe, and erosion of the bearings, which have been conventionally regarded as problems, are eliminated.
Alternatively, it has been reduced to a level that has no problem in durability.
【００２７】また、連接棒大端部からピストンへの通油
が間断なく確保されるため、ピストンの潤滑性が向上し
てピストン軸受けの寿命が向上し、ピストンオイルギャ
ラリーの冷却向上によってカーボン堆積の低減が認めら
れた。In addition, since oil flow from the large end of the connecting rod to the piston is ensured without interruption, the lubrication of the piston is improved and the life of the piston bearing is improved. Reduction was observed.
【図１】本発明の実施の形態の一例における連接棒大端
部の断面図である。FIG. 1 is a sectional view of a large end of a connecting rod according to an example of an embodiment of the present invention.
【図２】本発明の実施の形態の一例における潤滑油供給
系を示す系統図である。FIG. 2 is a system diagram showing a lubricating oil supply system according to an example of an embodiment of the present invention.
【図３】本発明の実施の形態の一例において潤滑油供給
系の主管出口側の圧力変動を示す図である。FIG. 3 is a diagram showing a pressure fluctuation on a main pipe outlet side of a lubricating oil supply system in an example of an embodiment of the present invention.
【図４】従来例において潤滑油供給系の主管出口側の圧
力変動を示す図である。FIG. 4 is a diagram showing pressure fluctuation on the main pipe outlet side of a lubricating oil supply system in a conventional example.
【図５】往復動内燃機関のピストンの断面図である。FIG. 5 is a sectional view of a piston of the reciprocating internal combustion engine.
【図６】本発明者が発明した本発明に関連するクランク
ピンの軸受けを示す連接棒大端部の断面図である。FIG. 6 is a sectional view of a large end portion of a connecting rod showing a bearing of a crankpin related to the present invention invented by the present inventor.
１…連接棒、２…大端部、３…小端部、５…クランクピ
ン ６…クランクピン通油穴、８…連接棒の通油穴、２０…
大端部油溝 ２１…上軸受け、２２…下軸受け、２３…軸受け油溝 ２４…油溝未形成領域、２５…第２の油溝未形成領域、
２６…第１油穴 ２７…第２油穴、２８…油膜DESCRIPTION OF SYMBOLS 1 ... Connecting rod, 2 ... Large end, 3 ... Small end, 5 ... Crank pin 6 ... Crank pin oil hole, 8 ... Oil hole of connecting rod, 20 ...
Large end oil groove 21: upper bearing, 22: lower bearing, 23: bearing oil groove 24: oil groove non-formed area, 25: second oil groove unformed area,
26: first oil hole 27: second oil hole, 28: oil film
───────────────────────────────────────────────────── フロントページの続き (72)発明者 佐藤 純一 新潟県新潟市岡山1300番地 株式会社新潟 鉄工所新潟内燃機工場内 (72)発明者 今井 藤一郎 新潟県新潟市岡山1300番地 株式会社新潟 鉄工所新潟内燃機工場内 (72)発明者 永澤 秀明 群馬県太田市西新町125−１ 株式会社新 潟鉄工所大田工場設計室内 (72)発明者 皿井 康雄 群馬県太田市西新町125−１ 株式会社新 潟鉄工所大田工場設計室内 Ｆターム(参考） 3J011 AA06 BA13 CA01 JA02 KA02 LA04 MA06 MA12 NA01 3J033 AA05 CA02 GA04 GA11 ──────────────────────────────────────────────────の Continuing on the front page (72) Inventor Junichi Sato 1300, Okayama, Niigata City, Niigata Prefecture Inside Niigata Iron Works Niigata Internal Combustion Engine Plant (72) Inventor Fujiichiro Imai 1300, Okayama, Niigata City, Niigata Prefecture Niigata Iron Works Niigata Co., Ltd. Inside the internal combustion engine plant (72) Inventor Hideaki Nagasawa 125-1, Nishishinmachi, Ota City, Gunma Prefecture Niigata Iron Works Co., Ltd.Ota Factory Design Room (72) Inventor Yasuo Sarai 125-1 Nishishinmachi, Ota City, Gunma Prefecture Niigata Iron Works Co., Ltd. Toda Ota Factory Design Room F-term (reference) 3J011 AA06 BA13 CA01 JA02 KA02 LA04 MA06 MA12 NA01 3J033 AA05 CA02 GA04 GA11
Claims (4)
クランクピンとの間に設けられ、その内周面の一部に周
方向に沿って油溝が形成された軸受けにおいて、 駆動時に連接棒の慣性力がクランクピンを介して作用す
る前記内周面の下部に、前記油溝の未形成領域を設け、 前記未形成領域には前記内周面と外周面を連通させる第
１油穴を形成したことを特徴とするクランクピンの軸受
け。1. A bearing provided between a large end of a connecting rod and a crankpin inserted into the large end, and having an oil groove formed in a part of an inner peripheral surface thereof in a circumferential direction, A region where the oil groove is not formed is provided below the inner peripheral surface where the inertial force of the connecting rod acts via a crankpin during driving, and a region where the inner peripheral surface and the outer peripheral surface communicate with each other is formed in the unformed region. A bearing for a crankpin, characterized by forming one oil hole.
連結された小端部及びクランクピンを介してクランク軸
に連結された大端部を備えた連接棒と、連接棒の大端部
の内周面に形成された大端部油溝と、連接棒の内部に形
成されて大端部油溝を小端部に連通させる連接棒通油穴
と、クランクピンの内部に形成されて潤滑油の吐出口が
外周面に開口したピン通油穴とを有する往復動内燃機関
に適用され、 連接棒の大端部の内周面と前記大端部に挿入されるクラ
ンクピンの外周面との間に設けられ、その内周面の一部
に周方向に沿う軸受け油溝が形成された軸受けにおい
て、 駆動時に連接棒の慣性力がクランクピンを介して作用す
る前記軸受けの内周面の下部に、前記軸受け油溝の未形
成領域を設け、 前記未形成領域には、連接棒の大端部油溝と前記クラン
クピンのピン通油穴とを連通させる少なくとも１本の第
１油穴を貫通して形成したことを特徴とするクランクピ
ンの軸受け。2. A connecting rod having a piston, a crankshaft, a small end connected to the piston, and a large end connected to the crankshaft via a crankpin, and a connecting rod having a large end connected to the crankshaft. A large end oil groove formed on the peripheral surface, a connecting rod oil hole formed inside the connecting rod to connect the large end oil groove to the small end, and a lubricating oil formed inside the crank pin Applied to a reciprocating internal combustion engine having a pin oil hole whose discharge port is opened on the outer peripheral surface, wherein the inner peripheral surface of the large end of the connecting rod and the outer peripheral surface of the crankpin inserted into the large end are connected. A bearing oil groove formed along a circumferential direction on a part of the inner peripheral surface of the bearing, a lower portion of the inner peripheral surface of the bearing on which an inertial force of a connecting rod acts via a crankpin when driven. A non-formed area of the bearing oil groove is provided, and the non-formed area is provided with a large end oil groove of a connecting rod. A bearing for a crankpin, wherein the bearing is formed so as to penetrate at least one first oil hole which communicates with a pin oil hole of the crankpin.
形成領域と該未形成領域に相対する第２の未形成領域の
間の２つの領域に形成されており、連接棒の大端部油溝
に連通する第２油穴をこの軸受け油溝の底に貫通して形
成した請求項２記載のクランクピンの軸受け。3. The bearing oil groove is formed in two regions between an unformed region of the bearing oil groove and a second unformed region opposite to the unformed region, and a large end of a connecting rod. 3. The crankpin bearing according to claim 2, wherein a second oil hole communicating with the oil groove is formed through the bottom of the bearing oil groove.
位置と個数が、クランクピンのピン通油穴が軸受けの内
周面によって閉止されるクランク角度が発生しないよう
に選定されている請求項３記載のクランクピンの軸受
け。4. The position and the number of the first oil holes formed in the unformed area are selected so that a crank angle at which the pin oil hole of the crank pin is closed by the inner peripheral surface of the bearing does not occur. The crankpin bearing according to claim 3.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000024144A JP3676960B2 (en) | 2000-02-01 | 2000-02-01 | Crankpin bearing |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000024144A JP3676960B2 (en) | 2000-02-01 | 2000-02-01 | Crankpin bearing |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2001214922A true JP2001214922A (en) | 2001-08-10 |
| JP3676960B2 JP3676960B2 (en) | 2005-07-27 |
Family
ID=18550190
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2000024144A Expired - Lifetime JP3676960B2 (en) | 2000-02-01 | 2000-02-01 | Crankpin bearing |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3676960B2 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2416005A (en) * | 2004-05-14 | 2006-01-11 | Menard Competition Technologie | A bearing with means for increasing lubricant pressure |
| US7194995B2 (en) | 2004-05-14 | 2007-03-27 | Menard Competition Technologies, Ltd. | Bearing |
| KR101368015B1 (en) | 2010-02-25 | 2014-02-26 | 미츠비시 쥬고교 가부시키가이샤 | Main bearing of internal combustion engine |
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| JPS6359213U (en) * | 1986-10-07 | 1988-04-20 | ||
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2416005A (en) * | 2004-05-14 | 2006-01-11 | Menard Competition Technologie | A bearing with means for increasing lubricant pressure |
| US7194995B2 (en) | 2004-05-14 | 2007-03-27 | Menard Competition Technologies, Ltd. | Bearing |
| GB2416005B (en) * | 2004-05-14 | 2008-03-05 | Menard Competition Technologie | Bearing |
| KR101368015B1 (en) | 2010-02-25 | 2014-02-26 | 미츠비시 쥬고교 가부시키가이샤 | Main bearing of internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3676960B2 (en) | 2005-07-27 |
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