JP2002161752A - Internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a structure capable of reinforcing the lack in the rigidity of the totally lengthwise direction because direct connection between a cylinder block and a flywheel housing of an internal combustion engine by fastening results in the weak structure in a prior internal combustion engine when directly connecting the bodies of the internal combustion engine and the generator. SOLUTION: In the constitution where the internal combustion engine and the generator are directly connected via the flywheel housing, an end face reinforcing plate 8 is set to the side of the flywheel housing 7 of an oil pan 10 and the end face reinforcing plate 8 and the flywheel housing 7 are tightened with bolts.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a structure of a connecting portion when an internal combustion engine is directly connected to a generator in an internal combustion engine.

[0002]

2. Description of the Related Art Conventionally, when an internal combustion engine and a generator were directly connected to a fuselage, they were directly connected to each other by fixing a cylinder block of the internal combustion engine and a flywheel housing. .

[0003]

According to the present invention, in order to reinforce this insufficient strength portion, an end face reinforcing plate is formed on the end face of the oil pan, and the end face reinforcing plate is attached to the flywheel housing 7.
, The portion directly connected to the internal combustion engine and the generator is reinforced.

[0004]

The problem to be solved by the present invention is as described above. Next, means for solving the problem will be described. In a configuration in which the internal combustion engine and the generator are directly connected via the flywheel housing 7, an end face reinforcing plate 8 is attached to the oil pan 10 on the side of the flywheel housing 7, and the end face reinforcing plate 8 and the flywheel housing 7 are bolted to each other. It is constituted so that it may be fastened.

[0005] The lack of rigidity in the entire longitudinal direction when the internal combustion engine and the generator were directly connected to the body and supported at four points could be reinforced. Also, the oil pan 10 could be constructed firmly.

[0006]

Next, examples will be described. FIG.
A crankshaft 5 showing a configuration in which a torsional vibration natural frequency adjusting weight 2a of a shaft system is attached to a balance weight 2
FIG. 2 is a side sectional view showing a direct connection structure between the internal combustion engine and the generator, and FIG. 3 is a front view showing a fixed portion of the flywheel housing 7 and the end face reinforcing plate 8. 4 is a side sectional view of the oil pan 10, FIG.
FIG. 6 is a front sectional view of the end face reinforcing plate 8, FIG. 6 is a front sectional view of the oil pan 10, FIG. 7 is a side sectional view showing the flywheel housing 7 and the spigot fitting section 16, and FIG. 9 is a front view showing a special shape of the engine, FIG. 9 is a side sectional view showing a structure in which the shaft of the internal combustion engine and the generator are directly connected without using a flange, a coupling or a bolt, and FIG. And FIG. 11 is a side sectional view showing a conventional direct connection structure between a crankshaft 5 and a rotor shaft.

Referring to FIG. 1, a description will be given of a configuration in which the balance weight 2 is provided with a torsional vibration natural frequency adjusting weight 2a of the shaft system. Conventionally, connecting rod 3
It is well known that the balance weight 2 corresponding to the rotational weight of the crankshaft 5 and the rotational weight of the crankshaft 5 are attached to the opposite side of the connecting rod 3 of the crankshaft 5 to cancel the weight.

In the shaft system of the engine, there is a natural frequency, and this natural frequency coincides with the unique torsional vibration resonance frequency of the internal combustion engine, so that the torsional vibration of the shaft system does not generate large resonance. It is also known to provide a vibration-specific frequency adjusting weight to avoid a resonance frequency.

However, in the prior art, the torsional vibration natural frequency adjustment weight of the shaft system is attached to the end of the crankshaft opposite to the side on which the flywheel is supported by the shaft system torsional vibration natural frequency adjustment. Only one weight was attached. As described above, in the case where the weight for adjusting the natural frequency of the torsional vibration of the shaft system is provided on the side opposite to the flywheel, it is a portion protruding from the cylinder block, and in order to provide the weight for adjusting the natural frequency, the coupling is required. This was necessary, and the cylinder block 17 needed oil drainage. In this configuration, the natural frequency adjustment weight 2a is divided for each cylinder,
The balance weight 2 conventionally provided is extended at a position corresponding to a position above the bearing center line 27.

In FIG. 1, connecting rod 3
Are supported on the crankshaft 5 by a connecting rod large end 3a and a connecting rod large end cap. Assuming that fastening bolts 31 are used to fasten the connecting rod large end 3a and the connecting rod large end cap 6, the balance weight 2 is attached to the balance weight fixing seat 5a of the crankshaft 5 opposite to the connecting rod 3. Fixed.

The balance weight 2 of this configuration is formed in a semicircular shape. However, since the balance weight 2 balances the rotating weight of the crankshaft 5 and the rotating weight of the connecting rod 3, if the weight is added above the bearing center line 27, the weight does not play a role of canceling the weight. This configuration dares to use the bearing center line 27
The torsional vibration natural frequency adjusting weight 2a of the shaft system is provided in conformity with the rotating space 1 of the balance weight 2 above.

Since the torsional vibration natural frequency adjusting weight 2a of the shaft system is provided in addition to the balance weight 2 for each cylinder, the torsional vibration natural frequency adjusting weight 2a of all shaft systems is added. The weight thus obtained serves as a weight for adjusting the natural frequency of the torsional vibration of the shaft system of the internal combustion engine.

Next, with reference to FIGS. 2 to 6, a description will be given of a reinforcing structure in a case where the internal combustion engine and the generator are directly connected. Conventionally, flywheel housing 7 and cylinder block 1
7 was directly connected. However, in this case, in the case of a four-point support structure directly connected to the fuselage of the internal combustion engine and the generator,
It is weak in strength. In the present invention, this point of insufficient strength is reinforced by providing an end face reinforcing plate 8 on the oil pan 10 and fastening the end face reinforcing plate 8 and the flywheel housing 7 by fastening bolts 9.

As shown in FIGS. 3, 4, 5 and 6, the oil pan 10 itself is often made of a thin iron plate or the like, but in the present invention, the flywheel housing 7 of the oil pan 10 is used. Is made of a thick iron plate as the end face reinforcing plate 8. And the end face reinforcing plate 8
Bolt holes 7 provided on the flywheel housing 7 side.
a is fixed so as to be sewn with the fastening bolt 9. In the present embodiment, the bolt holes 7a and the bolt holes 8a provided in the end face reinforcing plate 8 are respectively formed in three rows vertically and can be fastened by a large number of fastening bolts 9.

Next, referring to FIGS. 7 and 8, a description will be given of a configuration in which a deflection journal 15 is provided on the side of the flywheel housing 7 in a body directly connected to an internal combustion engine and a generator. In this configuration, the flywheel housing 7 and the deflection journal 15 are integrally formed. The cylinder block 17 has an insertion opening 17a through which the crankshaft 5 can be assembled from below.
It is opened as shown in FIG. Therefore, the spigot fitting portion 16 for positioning between the flywheel housing 7 and the cylinder block 17 cannot be formed in a full circle over the entire circumference. Therefore, the angle θ missing for the crankshaft insertion opening 17a is set to an angle of 180 degrees or less so as to enable positioning between circles.

As described above, a large notch is formed on the cylinder block 17 side of the outer diameter spigot fitting portion 16 due to the crankshaft insertion opening 17a, and the angle θ of the notch is set to 180 degrees or less. By doing so, positioning can be performed between the inner diameter spigot fitting portion on the side of the flywheel housing 7 having the entire circumference.

This configuration can solve the problem that the centering of the deflection journal 15 becomes difficult by this positioning. Next, a connection structure between the crankshaft 5 and the generator rotor shaft 26 will be described with reference to FIGS. When the internal combustion engine and the generator are directly connected, the connection configuration between the crankshaft 5 and the generator rotor shaft 26 is as shown in FIG.
And the prior art shown in FIG.

That is, in FIG. 10, a flange portion 30 is formed on this end face, and the spigot fitting portion 30a formed on the flange portion 30 is inserted into the spigot fitting hole 25a of the flywheel 25 to perform positioning. I was Also, the generator rotor shaft 26 side also constitutes a flange portion 31, and the spigot fitting portion 31a of the flange portion 31 is inserted into the spigot fitting hole 25b of the flywheel 25 to make the shaft center out.
Then, the flange portion 30, the flywheel 25, and the flange portion 31 are fastened by bolts 39 so as to be integrated with each other.

In FIG. 11, the flywheel 25 is fixed to the end flange portion 35 of the crankshaft 5 by bolts 50 and fastened to the coupling 51 shrink-fitted to the generator rotor shaft 26 by bolts 52. The flange 33 was fastened and connected to the flywheel 25 by bolts 40. As shown in FIGS. 10 and 11, when the flange and the coupling portion are formed between the crankshaft 5 and the generator rotor shaft 26, the end of the crankshaft 5 and the stator 29 and the rotor of the generator are connected. The distance to 28 becomes longer like L1 and L2.

On the other hand, in this configuration, as shown in FIG. 9, no bolt, coupling or flange is used. That is, the hydraulic fitting 34 is fixed to the end of the crankshaft 5, and the front end of the generator rotor shaft 26 is inserted into the hydraulic fitting 34 and hydraulically fitted.
In fixing the crankshaft 5 and the flywheel 25, the bolt 24 is used. However, this is a conventional structure and a bolt, and is not related to the present configuration. With this configuration, the distance L3 between the rear end of the internal combustion engine and the front end of the generator can be reduced.

[0021]

As described above, the present invention has the following advantages. In the configuration in which the internal combustion engine and the generator are directly connected via the flywheel housing 7, an end face reinforcing plate 8 is attached to the oil pan 10 on the side of the flywheel housing 7, and the end face reinforcing plate 8 and the flywheel housing 7 are bolted. Because of the configuration for fastening, it was possible to reinforce the lack of rigidity in the entire longitudinal direction when the internal combustion engine and the generator were directly connected to the body and supported at four points. Also, the oil pan 10 could be constructed sturdily.

[Brief description of the drawings]

FIG. 1 is a front view of a portion of a crankshaft 5 and a connecting rod 3 showing a configuration in which a torsional natural frequency adjusting weight 2a of a shaft system is attached to a balance weight 2;

FIG. 2 is a side sectional view showing a direct connection structure between an internal combustion engine and a generator.

FIG. 3 is a front view showing a fixed portion between the flywheel housing 7 and the end face reinforcing plate 8;

4 is a front side view of the oil pan 10. FIG.

FIG. 5 is a front view showing a part of an end face reinforcing plate 8;

FIG. 6 is a front sectional view of the oil pan 10.

FIG. 7: Flywheel housing 7 and spigot fitting part 1
FIG.

FIG. 8 is a front view showing a special shape of the spigot fitting portion 16;

FIG. 9 is a side sectional view showing a structure in which the shaft of the internal combustion engine and the generator is directly connected without using a flange, a coupling, a bolt, or the like.

FIG. 10 is a side sectional view showing a connection structure between a conventional crankshaft 5 and a rotor shaft of a generator.

FIG. 11 is a side sectional view showing a conventional direct connection structure between a crankshaft 5 and a rotor shaft.

[Description of Signs] 1 Rotation space of balance weight 2 Balance weight 2a Torsion vibration natural frequency adjustment weight of shaft system 3 Connecting rod 4 Piston 6 Connecting rod large end side cap 7 Flywheel housing 7a Bolt hole 8 End face reinforcing plate 9 Fastening Bolt 10 Oil pan 15 Deflection journal 16 Inlay fitting 17 Cylinder block 17a Crankshaft insertion opening

Claims (1)

[Claims] In an arrangement in which an internal combustion engine and a generator are directly connected via a flywheel housing, an oil pan is provided.
An internal combustion engine characterized in that an end face reinforcing plate 8 is provided on the side of the flywheel housing 7 and the end face reinforcing plate 8 and the flywheel housing 7 are fastened by bolts.