JP2003083077A - Transmission device for engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To miniaturize a gear train 14. SOLUTION: In a transmission device for an engine operating a pair of shafts 32, 34 in the interlocking relationship in this order through the gear train 14 from a crank shaft 1, a first gear train 14a including a crank gear 3 and a first gear 32a of an upper part shaft and having a one layer structure is arranged over the crank shaft 1 and the interlocking upper part shaft 32, and a second gear train 14b including a second gear 32b of the upper part shaft and an input gear 34a of a lower part shaft and having a one layer structure is arranged over the interlocking upper part shaft 32 and the interlocking lower part shaft 34 to realize the gear train 14 having a two layer structure. Diameters of the second gear 32b of the upper part shaft and the input gear 34a of the lower part shaft of the second gear train 14b are smaller than a diameter of the first gear 32a of the upper part shaft of the first gear train 14a.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a transmission device for an engine, and more particularly to a transmission device capable of downsizing a gear train.

[0002]

2. Description of the Related Art Conventionally, as an engine transmission device, FIG.
There is one shown in. In this conventional technique, like the present invention,
A pair of shafts (132) and (134) are sequentially linked from the crankshaft (101) through a gear train (114). In this prior art, the pair of shafts (132) (134)
Of these, the upper hand shaft gear (132a) is attached to the interlocking upper hand shaft (132), and the lower hand shaft gear (134a) is attached to the interlocking lower hand shaft (134).
Attach the crankshaft (101) and a pair of shafts (132)
A gear train (114) including a crank gear (103), an upper hand shaft gear (132a), and a lower hand shaft gear (134a) is arranged across (134).
(114) has a single layer structure. In addition, the reference numeral (1
29) is an idle gear.

[0003]

With the above-mentioned prior art, it is difficult to reduce the size of the gear train. That is,
As shown in FIG. 5, in the above conventional technique, the gear train
Since the (114) is a single layer structure, the crank gear (103)
Once the diameter of is determined, the upper shaft gear (132a) and the lower shaft gear
The diameter of (134a) is automatically determined. For example, a pair of shafts (132) that work together via a gear train (114)
When both (134) are rotated at a speed half that of the crankshaft (101), the diameters of the upper hand shaft gear (132a) and the lower hand shaft gear (134a) are automatically set to 2 mm of the crank gear (103). It will be doubled. In this way, the crank gear (1
03), the pair of gears (132a) (134)
Since the diameter of a) is automatically determined, the gear train
It is difficult to reduce the size of (114).

An object of the present invention is to provide a transmission device for an engine which can solve the above problems.

[0005]

The contents of the invention of claim 1 are as follows. 1, the crankshaft
A pair of shafts (32) from (1) through gear train (14)
In an engine transmission in which (34) are interlocked in order, in the pair of shafts (32) and (34), the interlocking upper hand shaft (32) is connected to the upper hand shaft first gear (32a) and the upper hand shaft second gear.
(32b), the lower hand shaft input gear (34a) is attached to the interlocking lower hand shaft (34), and the upper hand shaft interlocking with the crankshaft (1)
The first gear train (14) having a single-layer structure including the crank gear (3) and the upper shaft first gear (32a) over the (32).
a) is arranged, and the second gear train (14b) having a single-layer structure including the upper shaft second gear (32b) and the lower shaft input gear (34a) across the interlocking upper hand shaft (32) and the interlocking lower hand shaft (34). ), The gear train (14)
Is a two-layer structure, and the upper hand shaft second gear (32b) of the second gear train (14b) and the lower hand shaft input gear (24a) are arranged more than the upper hand shaft first gear (32a) of the first gear train (14a). Engine transmission characterized by having a small diameter.

[0006]

(Operation and effect of the invention) (Invention of claim 1) The invention of claim 1 has the following effects. << Effect 1 >> It is easy to downsize the gear train. Figure 1
As shown in FIG. 2, since the gear train (14) has a two-layer structure in the present invention, the second gear train (1) is independent of the diameter of the crank gear (3) of the first gear train (14a).
The diameter of the gear 4b) can be determined. For example, a pair of shafts (32) (34) that work together via a gear train (14)
If both are rotated at half the speed of the crankshaft (1), the upper hand shaft first gear of the first gear train (14a)
The diameter of (32a) must be twice as large as the crank gear (3), but the diameter of the gear of the second gear train (14b) can be determined independently of the diameter of the crank gear (3). ,
It is easy to reduce the size of the gear train (14). As shown in FIG. 1, according to the present invention, the diameters of the upper shaft second ni gear (32b) and the lower shaft input gear (34a) of the second gear train (14b) are
The gear train (14) is made smaller by making it smaller than the upper shaft first gear (32a) of the first gear train (14a).

(Invention of Claim 2) The invention of Claim 2 has the following effect in addition to the effect of the invention of Claim 1. << Effect 2 >> The gear train can be downsized even when the secondary balancer shaft is interlocked. As shown in FIG. 1, the secondary balancer shaft is connected through the second gear train (14b).
When the (35) is linked, the number of teeth of the upper shaft second gear (32b) of the second gear train (14b) increases. For example, the interlocking upper hand shaft (32) with the upper hand second gear (32b) attached
Is a valve operating camshaft, the number of teeth of the upper shaft second gear (32b) is four times that of the input gear (35a) of the secondary balancer shaft (35). Therefore, unlike the present invention, the second gear train
When the module of the gear of (14b) is enlarged, the diameter of the upper hand shaft second gear (32b) cannot be reduced,
The gear train (14) cannot be miniaturized. In the present invention, since the module of the gear of the second gear train (14b) is made smaller than the module of the gear of the first gear train (14a), the number of teeth of the upper shaft second gear (32b) increases. Also, the diameter of the upper shaft second gear (32b) can be reduced. Therefore, the gear train (14) can be downsized even when the secondary balancer shaft (35) is interlocked.

<Effect 3> Engine noise can be suppressed. If the gear module of the gear train (14) is large, the meshing of the gears becomes poor and the gear meshing noise becomes loud. Therefore, unlike the present invention, when both the module of the gears of the first gear train (14a) and the module of the gears of the second gear train (14b) are made large, both gear trains (14a) (14b) The large meshing noise generated in 1) overlaps and engine noise increases. In the present invention, the module of the gear of the second gear train (14b) is made smaller than the module of the gear of the first gear train (14a).
The gear meshing sound generated at the first gear train (1
4a), the engine noise can be suppressed as a whole by lowering the gear meshing noise.

<Effect 4> It is possible to suppress an increase in the manufacturing cost of the gear train. When the total number of gear teeth of the gear train (14) is large, the number of steps of gear cutting increases, and the manufacturing cost of the gear train (14) increases. Therefore, unlike the present invention, when both the module of the gears in the first gear train (14a) and the module of the gears of the second gear train (14b) are made small, the gear trains (14) Gear train with more teeth
The manufacturing cost of (14) becomes high. In the present invention, since the module of the gears of the first gear train (14a) is made larger than the module of the gears of the second gear train (14b), the increase in the total number of gear teeth of the gear train (14) is suppressed. Therefore, it is possible to suppress an increase in the manufacturing cost of the gear train (14).

(Invention of Claim 3) The invention of claim 3 has the following effect in addition to the effect of the invention of claim 2. << Effect 5 >> The durability of the gear train can be ensured even when the torque of the crankshaft is output to the work device. As shown in FIG. 1, when the rotational force of the crankshaft (1) is output to the work device (36) via the gear train (14), a large force is applied to the gear teeth of the gear train (14). Therefore, unlike the present invention, when the gear train (14) having a small gear module is used, the strength of the gear teeth may not be sufficient, and the durability of the gear train (14) may not be ensured. As shown in FIG. 1, in the present invention, the first gear train (1
Since 4a) is used by extension, the strength of the gear teeth can be secured. Therefore, even when the rotational force of the crankshaft (1) is output to the work device (36), the gear train (1
The durability of 4) can be secured.

(Invention of Claim 4) The invention of claim 4 has the following effect in addition to the effect of the invention of claim 3. << Effect 6 >> The meshing of the gears of the first gear train can be optimized. 1, the crankshaft
Since the rotational force of (1) is output to the working device (36) via the first gear train (14a), the first gear train (14a)
Shaft to which each gear (3) (32a) (27a) that composes
A great deal of force is applied to (1) (32) (27). Therefore, unlike the present invention, when the cantilevered shafts are used for these shafts, they tend to tilt and the first gear train (14a)
The gear meshes poorly. As shown in FIG. 1, in the present invention, each gear (3) (32) of the first gear train (14a) is
a) (27a) is attached to the shaft (1) (32) (27),
Since each uses a shaft bearing at a plurality of locations, the inclination of these shafts (1), (32) and (27) can be suppressed, and the meshing of the gears of the first gear train (14a) can be optimized. it can.

(Invention of Claim 5) The invention of claim 5 has the following effect in addition to the effect of any one of claims 1 to 4. << Effect 7 >> Optimal materials can be used for the crank gear and the crankshaft, respectively. Generally, steel is the most suitable material for the crank gear (3) because of its strength requirements.
For the material of (1), cast iron is the most suitable because of cost requirements. In this way, the crank gear (3) and the crankshaft (1)
In general, since the optimum materials are different from each other, unlike the present invention, when these are integrally formed, the optimum materials are used for the crank gear (3) and the crankshaft (1), respectively. I can't. As shown in FIG. 3, in the present invention, since the crank gear (3) is formed as a separate component from the crank shaft (1), the crank gear (3) and the crank shaft (1) are formed.
The optimum material can be used for each.

(Invention of Claim 6) The invention of claim 6 has the following effect in addition to the effect of any one of claims 1 to 5. << Effect 8 >> Vibration of the gear train is suppressed. As shown in FIG. 3, in the crankshaft (1), the vicinity of the flywheel (2) serves as a node of vibration, and the crankshaft end opposite to the flywheel (2) serves as an antinode of vibration. Therefore, unlike the present invention, when the crank gear (3) is arranged at the end of the crank shaft opposite to the flywheel (2), the vibration of the crank gear (3) becomes large and the gear train (14) becomes Easy to vibrate.
As shown in FIG. 3, according to the present invention, since the crank gear (3) is arranged at a position adjacent to the flywheel (2), the vibration of the crank gear (3) is reduced and the vibration of the gear train (14) is reduced. Suppressed.

(Invention of Claim 7) The invention of claim 7 has the following effect in addition to the effect of the invention of claim 6. << Effect 9 >> The crankshaft and crank gear can be easily manufactured. Unlike the present invention, the crankshaft (1) has a crank gear
When shrink-fitting (3), it is necessary to manufacture the outer diameter of the crank shaft (1) and the inner diameter of the crank gear (3) with high dimensional accuracy, and the crank shaft (1) and the crank gear (3) Is difficult to manufacture. In the present invention, since the crank gear (3) is fitted in the crank shaft (1) with a clearance, it is not necessary to manufacture the outer diameter of the crank shaft (1) and the inner diameter of the crank gear (3) with high dimensional accuracy, and The shaft (1) and the crank gear (3) can be easily manufactured.

(Invention of Claim 8) The invention of claim 8 has the following effect in addition to the effect of the invention of claim 7. << Effect 10 >> Even when the crank gear and the flywheel are fastened together, the gear train can be downsized. As shown in FIG. 3, a plurality of mounting bolts (8) are arranged on an imaginary circle (7) centered on the crankshaft axis (5), and the fastening force of the mounting bolts (3) is applied to the crankshaft (1). When tightening together the flywheel (2) and the flywheel (2), it is necessary to secure the transmission torque from the crankshaft (1) to the crank gear (3),
The radius (r) of (7) needs to be equal to or greater than a predetermined length. Therefore, unlike the present invention, when the mounting bolt (8) is inserted into the crank gear fitting shaft portion (6), the outer diameter of the crank gear fitting shaft portion (6) increases, and accordingly the crank gear
The diameter of (3) becomes large and the gear train (14) also becomes large. As shown in FIG. 3, in the present invention, the crank gear (3)
Since the mounting bolt (8) is penetrated through, the outer diameter of the crank gear fitting shaft portion (6) is smaller than when the mounting bolt (8) is inserted into the crank gear fitting shaft portion (6). The diameter of the crank gear (3) can be small. Because of this, the crank gear
Even when the (3) and the flywheel (2) are fastened together, the gear train (14) can be downsized.

(Invention of Claim 9) The invention of claim 9 has the following effect in addition to the effect of the invention of claim 8. <Effect 11> The overall length of the engine can be shortened. As shown in Fig. 3, insert a female screw into the crankshaft (1).
When (9) is provided, the radius (r) is a virtual circle with a predetermined length or more.
It is necessary to provide a female screw portion (9) on (7). For this reason,
Unlike the present invention, when the outer diameter of the end journal (4) is made equal to or smaller than the outer diameter of the other journal (10) of the crankshaft (1), the inner diameter of the end journal (4) There is no room to form a female thread (9) on the end journal
It is necessary to provide a female screw forming shaft portion between (4) and the crank gear fitting shaft portion (6), which increases the overall length of the engine. In the present invention, as shown in FIG.
The outer diameter of (4) to the other journal (10) of the crankshaft (1)
To form a female screw portion (9) in the end journal (4), so that a female screw is formed between the end journal (4) and the crank gear fitting shaft portion (6). Since it is not necessary to provide a shaft portion, the total length of the engine can be shortened.

<< Effect 12 >> The useful life of the crankshaft is extended. As shown in FIG. 3, when the crank gear (3) and the flywheel (2) are arranged near the end journal (4), the end journal (4) has a flywheel (2) and a gear train. A large stress is generated by the reaction force from (14). Therefore, unlike the present invention, when the outer diameter of the end journal (4) is made equal to or smaller than the outer diameter of the other journal (10) of the crankshaft (1), the end journal ( 4) becomes insufficient in strength, and the service life of the crankshaft (1) is shortened. As shown in FIG. 3, in the present invention, the outer diameter of the end journal (4) is made larger than the outer diameter of the other journal (10) of the crankshaft (1). ) Is secured, and the service life of the crankshaft (1) is extended.

(Invention of Claim 10) The invention of claim 10 has the following effect in addition to the effect of the invention of any one of claims 1 to 9. << Effect 13 >> The cylinder block having the divided structure can be easily assembled. As shown in FIG. 3, the cylinder block
When the (11) and the thrust bearing metal (12) are both divided structures at the boundary surface along the crankshaft axis (5), the divided metal parts (12a) and (12b) are divided block parts. (11a) and (11b) are temporarily fixed with grease or the like, the crankshaft (1) is installed on one of the divided block parts (11a), and the other divided block part is installed from above.
It is necessary to mount (11b) and assemble the cylinder block (11). Therefore, unlike the present invention, when the thrust bearing metal (12) is attached to the opening peripheral edge portion of the intermediate bearing hole (21), when the divided block component (11b) is placed, the divided metal component (12b) is Split block parts
Since it is hidden in (11b) and cannot be visually observed, the divided metal parts (12b) are likely to be displaced, which makes it difficult to assemble the cylinder block (11) having the divided structure. As shown in FIG. 3, in the present invention, a thrust flange portion (13) is provided between the end journal (4) and the crank gear fitting shaft portion (6), and an end bearing hole of the cylinder block (11) is provided. Thrust flange part on the periphery of the opening of (22)
Since the thrust bearing metal (12) that receives (13) is attached, when mounting the divided block component (11b),
Since the split metal component (12b) is not hidden in the split block component (11b) and can be visually observed, it is possible to avoid the displacement of the split metal component (12b), and the cylinder block having the split structure. Assembly of (11) becomes easy.

[0019]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described with reference to the drawings. 1 to 4 are views for explaining an embodiment of the present invention. In this embodiment, a vertical multi-cylinder diesel engine is used.

The structure of this engine is as follows.
As shown in FIG. 4, this engine has a cylinder block.
(11), a cylinder head (16), a head cover (17), an oil pan (not shown), and a crankshaft (1). A flywheel accommodating case (19) is attached to the rear of the cylinder block (11). The gear train (14) is housed between the cylinder block (11) and the flywheel housing case (19), and the flywheel (2) is housed in the flywheel housing case (19). Cylinder block
A cooling fan (41) and a belt transmission (42) for driving the cooling fan (41) are provided in the front part of (11).

The structure of the gear train (14) is as follows. As shown in FIG. 1, a pair of shafts (32) and (34) are interlocked with each other via a crank train (1) and a gear train (14). Among the pair of shafts (32) and (34), the interlocking upper hand shaft (32) is a valve cam shaft and the interlocking lower hand shaft (34) is a fuel injection cam shaft. Of these, the upper hand shaft first gear (32a) and the upper hand shaft second gear (32b) are attached to the interlocking upper hand shaft (32) so as to overlap in the front-rear direction. Cylinder block (11)
The side closer to is the upper shaft second gear (32b). Interlocking lower hand axis
A lower shaft input gear (34a) is attached to (34). A first gear train (14a) having a single-layered structure including a crank gear (3) and a first hand shaft first gear (32a) is arranged between the crank shaft (1) and the upper hand shaft (32), and the upper hand shaft (1) is interlocked. A second gear train having a single-layer structure including an upper hand shaft second gear (32b), an idle gear (29), and a lower hand shaft input gear (34a) across (32) and the interlocking lower shaft (34).
By disposing (14b), the gear train (14) has a two-layer structure.

The structure of the first gear train (14a) is as follows. As shown in FIG. 1, the upper shaft first gear (32
The output take-out gear (27a) to the working device (36) is meshed with the upper shaft first gear (32a) in (a), and the first gear train (1
4a) is extended to the output extraction shaft (27) with a single layer structure. This working device (36) is a working hydraulic pump,
Used as a hydraulic source for hydraulic equipment such as construction machinery. The output take-out shaft (27) is a full load take-out side PTO shaft, from which almost all of the external output is output. Crank gear
(3) and the output take-out gear (27a) are the upper shaft first gear (3
2a) is sandwiched between the upper shaft first gear from the opposite sides.
It meshes with (32a). Also, the upper shaft first gear (3
2a) meshes the input gear (37a) of the secondary balancer shaft (37), and attaches the first gear train (14a) to the secondary balancer shaft.
The structure is extended to (37). Crankshaft
Each gear (3) (32a) constituting the first gear train (14a) from the output take-out shaft (27) from (1) to the working device (36)
The shafts to which (27a) are attached are the crank shaft (1), the interlocking hand shaft (32), and the output take-out shaft (27). As shown in FIG. ing.

The structure of the second gear train (14b) is as follows. As shown in FIG. 1, the second gear train (1
4b) upper shaft second gear (32b) and lower shaft input gear (34b)
a) is the upper shaft first gear of the first gear train (14a)
The diameter is smaller than (32a). Input gear of the secondary balancer shaft (35) different from the one described above for the idle gear (29)
(35a) meshes with each other, and the second gear train (14b) extends to the secondary balancer shaft (35) with a single structure. The upper gear second gear (32b) is meshed with the input gear (38a) of the primary balancer shaft (38), and the second gear train (16
b) is extended to the primary balancer shaft (38) with a single layer structure. The gear module of the second gear train (14b) is smaller than the gear module of the first gear train (14a).

The bearing structure of the crankshaft (1) is as follows. As shown in FIG. 3 (A), the cylinder block (1
1) An intermediate bearing hole (21) and an end bearing hole (22) are provided. Intermediate bearing hole (21) has intermediate bearing metal
(23) is fitted inside, and this bears the intermediate journal (10) of the crankshaft (1) radially. End bearing hole (2
An end bearing metal (24) is fitted in 2) so that the end journal (4) of the crankshaft (1) is radially supported and the crankshaft (1) is thrust supported.
The end journal (4) is larger in diameter than the intermediate journal (10).

The structure of the end bearing metal (24) is as follows. As shown in FIGS. 3 (A) and 3 (C), the end bearing metal (24) includes a cylindrical radial bearing metal (25) that takes charge of the radial bearing and a pair of thrust bearing metals (12) that takes charge of the thrust bearing. Consists of. Figure 3
As shown in (A), a pair of thrust bearing metals (12)
Are provided in a flange shape on both ends of a cylindrical radial bearing metal (25). Because of this, the end bearing metal
(24) has an annular structure with a U-shaped cross section. Figure 3
As shown in (A), front thrust bearing metal (12)
Are arranged along the peripheral edge of the front end of the end bearing hole (22) and receive the crank arm (26) of the crankshaft (1). The rear thrust bearing metal (12) is arranged along the rear peripheral edge of the end bearing hole (22). A thrust flange portion (13) is provided between the end journal (4) and a crank gear fitting shaft portion (6) described later, and the thrust flange portion (13) is received by the rear thrust bearing metal (12). ing. As shown in FIG. 3 (A), the cylinder block (11) and the thrust bearing metal (12) are both divided into upper and lower parts by a boundary surface along the crankshaft axis (5). Therefore, as shown in FIG. 3 (C), the end bearing metal (24) is divided into a pair of split metal parts having a semi-annular structure, and the split end bearing holes are in a half shape.
Fitted in (22).

The mounting structure of the crank gear (3) is as follows. As shown in FIG. 3 (A), the crank gear fitting shaft portion (6) is projected from the end journal (4) on the flywheel (2) side of the crankshaft (1) in the direction of the crankshaft axis (5). The crank gear (3) is externally fitted to the gear fitting shaft portion (6) with a clearance fit. As shown in Fig. 3 (B), the crankshaft axis (5)
When viewed in a direction parallel to, a predetermined radius from the crank axis (5)
Seven mounting bolts (8) are arranged at equal intervals on the virtual circle (7) of (r). As shown in FIG. 3 (A), these mounting bolts (8) are passed through the flywheel (2) and the crank gear (3), and are screwed into the female screw portion (9) in the end journal (4). The crank gear (3) is sandwiched and fixed between the flywheel (2) and the end journal (4) by the fastening force of these mounting bolts (8). The crankshaft (1) is made of cast iron and the crank gear (3) is made of steel.

[Brief description of drawings]

FIG. 1 is a vertical sectional rear view of an engine according to an embodiment of the present invention.

2 is a cross-sectional plan view of the engine of FIG. 1. FIG.

3 is a diagram illustrating a crank gear of the engine of FIG. 1 and a peripheral portion thereof, FIG. 3 (A) is a longitudinal side view, and FIG. 3 (B) is a gear taken along the line BB of FIG. 3 (A). FIG. 3 (C) is an exploded view of the end bearing metal, showing an assembled state of the fitting shaft portion and the crank gear.

4 is a vertical side view of the engine of FIG.

FIG. 5 is a partially longitudinal front view of an engine according to a conventional technique.

[Explanation of symbols]

(1) ... crankshaft, (2) ... flywheel, (3) ... crank gear, (4) ... end journal, (5) ... crankshaft axis,
(6) ... Crank gear fitting shaft, (r) ... Predetermined radius, (7) ...
Virtual circle, (8) ... Mounting bolt, (9) ... Female thread, (10) ...
Intermediate journal, (11) ... Cylinder block, (11a)
(11b) ... Each division block component, (12) ... Thrust bearing metal, (12a) (12b) ... Each division metal component, (1
3) ... Thrust flange part, (14) ... Gear train, (1
4a) first gear train, (14b) ... second gear train, (22) ... end bearing hole, (27) ... output extraction shaft, (2)
7a) ... output take-out gear, (32) ... interlocking hand shaft, (32a)
… Hand shaft first gear, (32b)… Hand shaft second gear, (34)
… Interlocking lower shaft, (35)… Secondary balancer shaft, (36)… Working device.

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Shigeyoshi Yamanaka             3-8 Chikko Shinmachi, Sakai City, Osaka Prefecture             Bota Sakai coastal factory F term (reference) 3J009 DA18 EA04 EA11 EA21 EA35                       EA44 FA10

Claims (10)

[Claims] 1. A crank train (1) to a gear train (14)
A pair of shafts (32) and (34) are linked in order through the engine transmission device. In the above-mentioned pair of shafts (32) and (34), the interlocking hand shaft (32) is the upper hand shaft first. The gear (32a) and the upper hand shaft second gear (32b) are attached, and the lower hand shaft input gear (34a) is attached to the interlocking lower hand shaft (34).
The first gear train (14a) having a single layer structure including the crank gear (3) and the upper hand shaft first gear (32a) is arranged over the crank shaft (1) and the interlocking upper hand shaft (32), and By disposing the second gear train (14b) having a one-layer structure including the upper hand shaft second gear (32b) and the lower hand shaft input gear (34a) across the interlocking upper hand shaft (32) and the interlocking lower hand shaft (34), The gear train (14) has a two-layer structure, and the upper shaft second gear (32b) and the lower shaft input gear (34a) of the second gear train (14b) are connected to the first gear train (14).
An engine transmission characterized by having a smaller diameter than the upper shaft first gear (32a) of a). 2. The engine transmission device according to claim 1, wherein the secondary balancer shaft (3) is provided through the second gear train (14b).
When interlocking 5), the gear module of the second gear train (14b) is made smaller than the gear module of the first gear train (14a). 3. The engine transmission device according to claim 2, wherein the gear module is large when the rotational force of the crankshaft (1) is output to the working device (36) through the gear train (14). An engine transmission device characterized in that one gear train (14a) is extended to the output device shaft (27) to the work device (36) with a single structure. 4. The engine transmission device according to claim 3, wherein the output take-out shaft (2) from the crank shaft (1) to the working device (36).
Each gear constituting the first gear train (14a) leading to 7)
(3) Shaft (1) (32) (27) to which (32a) (27a) is attached
As for each of the above, an engine transmission characterized by using a shaft bearing at a plurality of locations. 5. The engine transmission device according to any one of claims 1 to 4, wherein the crank gear (3) is a separate component from the crankshaft (1). 6. The engine transmission according to any one of claims 1 to 5, wherein the crank gear (3) is arranged at a position adjacent to the flywheel (2). Transmission. 7. The engine transmission device according to claim 6, wherein a crank gear (3) is fitted in the crankshaft (1) with a clearance. 8. The engine transmission device according to claim 7, wherein a plurality of mounting bolts (8) are arranged on a virtual circle (7) centered on the crankshaft axis (5), and these mounting bolts (8) are arranged. ) Is penetrated into the flywheel (2) and screwed into the female screw portion (9) in the crankshaft (1), and the fastening force thereof causes the crankshaft (1) to rotate the crank gear (3) and the flywheel (2). ), Tighten the bolt (8) through the crank gear (3), flywheel (2) and flywheel (2) end journal (4)
An engine transmission characterized in that a crank gear (3) is sandwiched between and. 9. The engine transmission device according to claim 8, wherein the outer diameter of the end journal (4) is larger than the outer diameter of the other journal (10) of the crankshaft (1). A transmission device for an engine, characterized in that a female screw portion (9) is formed in an end journal (10). 10. The engine transmission according to claim 1, wherein the cylinder block (11) and the thrust bearing metal (12).
And (3) are divided structures at the boundary surface along the crankshaft axis (5), the thrust flange portion (6) is provided between the end journal (4) and the crank gear fitting shaft portion (6). 13) is provided, and a thrust bearing metal (12) for receiving the thrust flange portion (13) is attached to the opening peripheral edge portion of the end bearing hole (22) of the cylinder block (11). apparatus.