JP2006242113A - Engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an engine having an oil pan with increased capacity for storing a large amount of oil. <P>SOLUTION: A lower end face 21a of a timing transmission case 21 is extended to the front of a lower end face 1a of a crankcase 1, an oil pan 3 is expanded to under the timing transmission case 21, a mounting flange 22 of an upper edge of an expanded part 3a of the oil pan 3 is attached to the lower end face 21a of the timing transmission case 21 with mounting bolts 43. A chamfered part 25 is formed to at least one of lower end parts of joint faces 1b and 21b of the crankcase 1 and the timing transmission case 21, and a clearance 29 from which liquid gasket intrudes is formed to a lower end part between the joint faces 1b, 21b so that the clearance 29 has the width 28 larger than the width 27 of a portion 26 for pinching a solid gasket. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an engine, and more particularly to an engine that can increase the amount of oil in an oil pan.

  As in the case of the present invention, as in the present invention, the crankshaft is installed in the front-rear direction, one of which is the front, a timing transmission case is attached to the front end of the crankcase, and the oil pan upper edge is attached to the lower end surface of the crankcase. There is one in which the mounting flange is mounted with an oil pan mounting bolt (see, for example, Patent Document 1).

  In this type of engine, the auxiliary machine is interlocked with the transmission device in the timing transmission case, and the sliding portion can be lubricated with the oil in the oil pan.

  However, this conventional engine has a problem because the oil pan is only below the crankcase.

JP-A-9-280030 (see FIG. 3)

The above prior art has the following problems.
<Problem> The amount of oil in the oil pan is low.
Since the oil pan is only below the crankcase, the amount of oil in the oil pan is small, and if the output is increased, the sliding resistance that increases with this cannot be accommodated. For this reason, it is difficult to increase the output.

  An object of the present invention is to provide an engine that can solve the above problems, that is, an engine that can increase the amount of oil in an oil pan.

Invention specific matters of the invention according to claim 1 are as follows.
As illustrated in FIG. 6, a timing transmission case (21) is attached to the front end of the crankcase (1) with the erection direction of the crankshaft (4) as the front-rear direction and one of them as the front, and the crankcase (1 In the engine in which the mounting flange (22) at the upper edge of the oil pan (3) is attached to the lower end surface (1a) of the oil pan with the oil pan mounting bolt (43).

  As shown in FIG. 6, the lower end surface (21 a) of the timing transmission case (21) is extended to the front of the lower end surface (1 a) of the crankcase (1), and the oil is extended below the timing transmission case (21). The pan (3) is extended, and the upper flange (22) of the extension (3a) of the oil pan (3) is connected to the oil pan mounting bolt (43) on the lower end surface (21a) of the timing transmission case (21). Install with

As shown in FIG. 6, a solid gasket (23) is sandwiched between the mating surfaces (1b) and (21b) of the crankcase (1) and the timing transmission case (21), and the crankcase (1) and the timing transmission case are arranged. When the liquid gasket (24) solidified with time is interposed between the lower end surfaces (1a) (21a) of (21) and the mounting flange (22) of the oil pan (3),
A chamfered portion (25) is formed on at least one of the lower ends of the mating surfaces (1b) and (21b) of the crankcase (1) and the timing transmission case (21), and the lower ends between the mating surfaces (1b) and (21b). An engine, characterized in that a liquid gasket intrusion gap (29) having a width (28) wider than a width (27) of a solid gasket sandwiching portion (26) is provided in a portion.

(Invention according to Claim 1)
<Effect> The amount of oil in the oil pan can be increased.
As illustrated in FIG. 6, since the oil pan (3) is extended below the timing transmission case (21), the amount of oil that can be stored in the oil pan (3) can be increased and the output can be increased. Accordingly, it is possible to cope with the sliding resistance of each sliding portion which increases along with the above.

<Effect> The strength of the oil pan can be increased.
As illustrated in FIG. 6, the oil pan (3) is extended below the timing transmission case (21), and the mounting flange (22) of the extension (3a) of the oil pan (3) is connected to the timing transmission case. Since the oil pan mounting bolt (43) is attached to the lower end (21a) of (21), the strength of the oil pan (3) can be increased.

<Effect> The sealing performance between the mating surfaces of the crankcase and the timing transmission case is enhanced.
As shown in FIG. 6, a chamfered portion (25) is formed on at least one of the lower ends of the mating surfaces (1b) and (21b) of the crankcase (1) and the timing transmission case (21). ) (21b) Since the liquid gasket intrusion gap (29) having a width (28) wider than the width (27) of the solid gasket sandwiching portion (26) is provided at the lower end between the oil pans (21b), the oil pan (3) is attached. Sometimes, the liquid gasket (24) smoothly flows into the liquid gasket intrusion gap (29) having a wide width (28), and the mating surfaces (1b) (21b) of the crankcase (1) and the timing transmission case (21) The sealing performance in between increases.

<Effect> Deformation of the mounting flange is suppressed.
As shown in FIG. 6, a liquid gasket intrusion gap (29) having a width (28) wider than the width (27) of the solid gasket clamping portion (26) is formed at the lower end between the mating surfaces (1b) and (21b). Therefore, when the lower end surface (21a) of the timing transmission case (21) is lower than the lower end surface (1a) of the crankcase (1), the oil pan mounting bolt (43 ), The separation distance (30) from the oil pan mounting bolt (43) closest to the liquid gasket penetration gap (29) to the lower end edge (21c) of the mating surface (21b) of the timing transmission case (21) is long. Accordingly, the elevation angle (Θ) of the bent portion of the mounting flange portion (22) below the liquid gasket intrusion gap (29) is reduced, and deformation of the mounting flange (22) is suppressed.

(Invention according to Claim 2)
In addition to the effect of the invention according to claim 1, the following effect is achieved.
<Effect> The turning radius of the crankpin can be increased.
As shown in FIGS. 2, 4, and 5, the radius of rotation from the crankshaft central axis (4a) to the outermost part of the crankpin (17) is determined by the intermediate bearing holes (14a) (15a) and the end bearing holes ( 16a) is larger than the inner diameter of the intermediate bearing hole (14a) (15a) and the peripheral edge of the end bearing hole (16a), and is provided with thinned portions (14d), (15d), (16d), and the crankshaft (4) When the outermost part of the crankpin (17) is allowed to pass through the respective thinning portions (14d) (15d) (16d) when the crankcase (1) is accommodated in the crankcase (1). To increase the piston stroke and increase the output.

(Invention according to claim 3)
In addition to the effect of the invention according to claim 2, the following effect is achieved.
<Effect> The problem that oil is splashed by the crankshaft is suppressed.
As illustrated in FIGS. 2 and 5, the thinned portions (14 d) and (15 d) of the intermediate bearing holes (14 a) and (15 a) are disposed above the intermediate bearing holes (14 a) and (15 a). The parts (14d) and (15d) are not blocked by the undulating oil (9) in the oil pan (3), and the compartments of the crankcase (1) are always connected by the thinning parts (14d) and (15d). In communication, pressure fluctuations in each compartment due to piston pumping are leveled. For this reason, the malfunction that the oil (9) levitated by the pressure fluctuation in each compartment is splashed by the crankshaft (4) is suppressed. For this reason, horsepower loss, oil deterioration, and oil consumption are suppressed.

Embodiments of the present invention will be described with reference to the drawings.
1 to 6 are diagrams illustrating an engine according to an embodiment of the present invention. In this embodiment, a three-cylinder water-cooled vertical diesel engine will be described.

The outline of this engine is as follows.
As shown in FIG. 1, the cylinder block (19) which integrally molded the crankcase (1) and the cylinder (34) is provided. A cylinder head (35) is assembled to the upper part of the cylinder (34), and a head cover (36) is assembled to the upper part of the cylinder head (35). An oil pan (3) is assembled to the lower part of the crankcase (1). The crankshaft (4) is accommodated in the crankcase (1), the installation direction of the crankshaft (4) is the front-rear direction, and one of them is the front, and the timing transmission case ( 21) is assembled. Moreover, as shown in FIG. 6, the mounting flange (22) of the upper edge of the oil pan (3) is attached to the lower end surface (1a) of the crankcase (1) with an oil pan mounting bolt (43).

The oil pan mounting structure is as follows.
As shown in FIG. 6, the lower end surface (21 a) of the timing transmission case (21) is extended to the front of the lower end surface (1 a) of the crankcase (1), and the oil is extended below the timing transmission case (21). The pan (3) is extended, and the upper flange (22) of the extension (3a) of the oil pan (3) is connected to the oil pan mounting bolt (43) on the lower end surface (21a) of the timing transmission case (21). It is attached with.

  As shown in FIG. 6, a solid gasket (23) is sandwiched between the mating surfaces (1b) and (21b) of the crankcase (1) and the timing transmission case (21), and the crankcase (1) and the timing transmission case are arranged. When the liquid gasket (24) solidified with time is interposed between the lower end surfaces (1a) (21a) of the oil pan (21) and the mounting flange (22) of the oil pan (3), the crankcase (1) A chamfered portion (25) is formed on the lower end portion of the mating surface (21b) of the timing transmission case (21) among the lower end portions of the mating surfaces (1b) and (21b) of the timing transmission case (21). A liquid gasket intrusion gap (29) having a width (28) wider than the width (27) of the solid gasket clamping part (26) is provided at the lower end between the surfaces (1b) and (21b). The chamfered portion (25) may be provided at the lower end of the mating surface (1b) of the crankcase (1), or each mating surface (1b) (21b) of the crankcase (1) and the timing transmission case (21). You may provide in both of each lower end part. In this embodiment, the chamfered portion (25) is formed only in the timing transmission case (21). This is because the cylinder block (19) constituting the crankcase (1) is a sand casting, and the timing transmission is performed. Since the case (21) is a die-cast molded product, the chamfered portion (25) is provided only in the timing transmission case (21) capable of forming the chamfered portion (5) simultaneously with the molding, thereby facilitating the manufacture. . As shown in FIG. 1, the oil pan (3) is made of sheet metal and can be attached to the crankcase (1) even if it is reversed forward and backward. An oil drain (44) is provided near the front and rear ends of the bottom wall of the oil pan (3) so that the oil pan (44) can be selected from the front or rear by inverting the oil pan (3). It has become.

The configuration of the lubrication apparatus is as follows.
As shown in FIG. 1, the crankcase (1) is provided with a lower opening (2), the lower opening (2) is covered with an oil pan (3) from below, and the installation direction of the crankshaft (4) is changed back and forth. 2 and 3A, a pair extending in the front-rear direction along the left and right lateral walls (5), (6) of the crankcase (1) with the width direction of the crankcase (1) as the left-right direction. Left and right oil passages (7) and (8), and as shown in FIG. 1, the oil (9) in the oil pan (3) is sucked into the oil pump (10) through the left oil passage (7). Oil is pumped from the oil pump (10) to the sliding portion (11) via the right oil passage (8). The sliding part (11) is a bearing part of the crankshaft (4).

The flow of oil from the oil pan to the sliding part is as follows.
The oil in the oil pan (3) passes from the oil strainer (37) shown in FIG. 1 through the left oil passage (7) along the left side wall (5) of the crankcase (1), and the timing transmission case (21) Right oil passage (8) along the right lateral wall (6) of the crankcase (1) shown in FIGS. 2 and 3 (A). Is supplied to each sliding part.

  As shown in FIGS. 2 and 3 (A), left and right ribs (12) and (13) extending in the front-rear direction are provided on the left and right lateral walls (5) and (6) of the crankcase (1). 13) is lifted inward from the left and right lateral walls (5) and (6) of the crankcase (1), and the left and right ribs (12) and (13) are provided with left and right oil passages (7) and (8). The left and right ribs (12) and (13) are positioned in the lower opening (2) of the crankcase (1). As shown in FIG. 2, the height of the left and right ribs (12) and (13) is such that the height positions (12a) and (13a) at the center in the vertical direction are the lower end (1a) of the crankcase (1) and the intermediate bearing. It sets so that it may come between the height position (14e) of the lowest end part of a hole (14a). The upper surfaces of the left and right ribs (12) and (13) are set to a position equal to or lower than the height position (14e) of the lowermost end portion of the bearing hole (14a) between the first cylinder and the second cylinder. .

  As shown in FIG. 3 (B), a positioning reference hole (18) is formed on the right lateral wall (6) of the crankcase (1) upward from its lower surface, and this reference hole ( A positioning pin is inserted into 18) so that the cylinder block (19) can be positioned on a predetermined cylinder block mounting surface. The reference hole (18) communicating with the right oil passage (8) is sealed with a steel ball (20) driven after the cylinder block (19) is processed. In the case where the reference hole (18) is opened in the left lateral wall (5) and the reference hole (18) and the left oil passage (7) communicate with each other, the reference hole (18) is similarly formed in the steel ball (20 ).

The bearing structure of the crankshaft is as follows.
As shown in FIG. 1, the crankcase (1) is partitioned into cylinders by partition walls (14) (15), and intermediate bearing holes (14a) (15a) are formed in the partition walls (14) (15). The intermediate journal holes (14c) and (15c) of the crankshaft (4) are supported in the intermediate bearing holes (14a) and (15a) via the bearing cases (14b) and (15b). An end bearing hole (16a) is formed in the wall (16), and the end journal portion (16c) of the crankshaft (4) is supported by the end bearing hole (16a) through a bearing case (16b). . In each of the bearing cases (14b), (15b), and (16b), a bearing metal that comes into contact with the journal portions (14c), (15c), and (16c) is fitted.

The method for accommodating the crankshaft in the crankcase is as follows.
While the bearing cases (14b), (15b) and (16b) are attached to the intermediate journal portions (14c) (15c) and the end journal portions (16c) of the crankshaft (4), the crankshaft (4) is attached to the end bearings. After passing through the hole (16a), the crankshaft (4) is accommodated in the crankcase (1) through the intermediate bearing holes (15a) (14a). In this way, when the crankshaft (4) is accommodated in the crankcase (1), as shown in FIGS. 2, 4, and 5, the crankshaft (17) is positioned from the crankshaft center axis (4a) to the end of the crankpin (17). The rotation radius to the outside is made larger than the inner diameters of the intermediate bearing holes (14a) (15a) and the end bearing holes (16a), and the peripheral edge portions of the intermediate bearing holes (14a) (15a) and the end bearing holes (16a). When the crankshaft (4) is housed in the crankcase (1), the outermost part of the crankpin (17) is the thinning part (14d) (14d) (15d) (16d). 15d) and 16d).

  As shown in FIG. 4, the end wall (16) of the crankcase (1) is provided with a thinned portion (16d) at one location, and this thinned portion (16d) is placed below the end bearing hole (16a). It is arranged. As shown in FIG. 2, two wall removal portions (14d) and (14d) are provided on the partition wall (14) between the first cylinder and the second cylinder of the crankcase. As shown in FIG. 5, two wall removal portions (15d) (15d) are also provided on the partition wall (15) between the second cylinder and the third cylinder. As shown in FIG. 4, the wall removal portions (15d) (15d) of the partition wall (15) between the second cylinder and the third cylinder are viewed in a direction parallel to the crankshaft central axis (4a). The end wall (16) is disposed with a phase difference of 120 ° in the clockwise direction and the counterclockwise direction with respect to the thinned portion (16d) of the end wall (16), and both are disposed above the intermediate bearing hole (15a). As shown in FIG. 2, the two thinned portions (14d) and (14d) of the partition wall (14) between the first cylinder and the second cylinder are viewed in a direction parallel to the crankshaft central axis (4a). Thus, the partition wall (15) is in a position overlapping with the thinned portions (15d) (15d). For this reason, the thinning portions (14d) and (14d) at these two locations are also arranged on the upper side of the intermediate bearing hole (14a). The phase difference between the thinned portions (14d), (15d), and (16d) is matched to the phase difference between the crank pins (17) of the crankshaft (4).

It is a vertical side view of the engine which concerns on embodiment of this invention. It is the II-II sectional view taken on the line of FIG. FIG. 3A is a bottom view and FIG. 3B is a cross-sectional view taken along the line BB of FIG. 3A. It is a rear view of the cylinder block of the engine of FIG. It is the VV sectional view taken on the line of FIG. It is a side view of the engine of FIG.

Explanation of symbols

(1) Crank case
(1a) Lower end surface
(1b) Mating surface
(3) Oil pan
(3a) Extension
(4) Crankshaft
(14) Partition wall
(14a) Intermediate bearing hole
(14b) Bearing case
(14c) Intermediate journal section
(14d) Meat removal part
(15) Partition wall
(15a) Intermediate bearing hole
(15b) Bearing case
(15c) Intermediate journal section
(15d) Meat removal part
(16) End wall
(16a) End bearing hole
(16b) Bearing case
(16c) End journal
(16d) Meat removal part
(17) Crank pin
(21) Timing transmission case
(21a) Lower end surface
(21b) Mating surface
(22) Mounting flange
(23) Solid gasket
(24) Liquid gasket
(25) Chamfer
(26) Solid gasket sandwiched area
(27) Width
(28) Width
(29) Liquid gasket penetration gap
(43) Oil pan mounting bolt

Claims (3)

A cranking transmission case (21) is attached to the front end of the crankcase (1) with the installation direction of the crankshaft (4) as the front-rear direction, and one of the crankshafts (4) as the front. In the engine in which the mounting flange (22) at the upper edge of the oil pan (3) is mounted with the oil pan mounting bolt (43)
The lower end surface (21a) of the timing transmission case (21) is extended to the front of the lower end surface (1a) of the crankcase (1), and the oil pan (3) is extended below the timing transmission case (21). The mounting flange (22) at the upper edge of the extension (3a) of the oil pan (3) is attached to the lower end surface (21a) of the timing transmission case (21) with an oil pan mounting bolt (43).
Solid gaskets (23) are sandwiched between the mating surfaces (1b) (21b) of the crankcase (1) and the timing transmission case (21), and the lower end surfaces of the crankcase (1) and the timing transmission case (21). (1a) When a liquid gasket (24) that solidifies with time is interposed between the oil pan (3) and the mounting flange (22) of the oil pan (3),
A chamfered portion (25) is formed on at least one of the lower ends of the mating surfaces (1b) and (21b) of the crankcase (1) and the timing transmission case (21), and the lower ends between the mating surfaces (1b) and (21b). An engine, characterized in that a liquid gasket intrusion gap (29) having a width (28) wider than a width (27) of a solid gasket sandwiching portion (26) is provided in a portion. The engine according to claim 1,
The inside of the crankcase (1) is partitioned for each cylinder by partition walls (14) and (15), and intermediate bearing holes (14a) and (15a) are formed in the partition walls (14) and (15). 14a) and 15a are supported by intermediate journal portions (14c) and (15c) of the crankshaft (4) through bearing cases (14b) and (15b), and end portions are formed on the end wall (16) of the crankcase (1). A bearing hole (16a) is opened, and the end journal portion (16c) of the crankshaft (4) is supported through the bearing case (16b) in the end bearing hole (16a).
While the bearing cases (14b), (15b) and (16b) are attached to the intermediate journal portions (14c) (15c) and the end journal portions (16c) of the crankshaft (4), the crankshaft (4) is attached to the end bearings. When the crankshaft (4) is accommodated in the crankcase (1) by being inserted through the hole (16a) and then inserted into the intermediate bearing holes (15a) (14a),
The radius of rotation from the crankshaft center axis (4a) to the outermost part of the crankpin (17) is made larger than the inner diameters of the intermediate bearing holes (14a) (15a) and the end bearing holes (16a), and the intermediate bearing holes (14a ) (15a) and a peripheral portion of the end bearing hole (16a) are provided with thinning portions (14d), (15d) and (16d), and when the crankshaft (4) is housed in the crankcase (1), An engine characterized in that the outermost part of the pin (17) is allowed to pass through the thinning portions (14d) (15d) (16d). The engine according to claim 2,
An engine characterized in that the thinned portions (14d) and (15d) of the intermediate bearing holes (14a) and (15a) are disposed above the intermediate bearing holes (14a) and (15a).

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