JP2009036058A - Multiple cylinder engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve shortage of oiling quantity in a cylinder block of a multiple cylinder engine. <P>SOLUTION: The multiple cylinder engine is characterized by providing: a main lubricating oil channel 2 provided in a substantially lateral direction in a front surface side wall part 1a of a cylinder block 1 in order to supply lubricating oil to the following parts; a crankshaft oiling path 4 communicating to the crankshaft bearing part 3; and a camshaft oiling path 6 communicating to the camshaft bearing part 5. The multiple cylinder engine is characterized by arranging an idling gear bearing part 7 at a middle of the main lubricating oil channel 2 to supply lubricating oil to the idling gear bearing part 7. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a multi-cylinder engine, and particularly belongs to a lubricating oil branch path.

Conventionally, in a V-type engine of a motorcycle, the crankshaft is lubricated from the main lubricating oil path (main gallery) through the crankshaft lubricating path, and further, the camshaft is lubricated by extending the crankshaft lubricating path. The thing etc. are disclosed (for example, refer patent document 1).

Also in a vertical multi-cylinder engine, conventionally, as shown in FIG. 7, when the crank bearing in the cylinder block and the cam bearing that supports the camshaft are lubricated, main lubrication is performed. An oil is supplied from the oil path a to the crank bearing part b through the first oil supply path, and further to the cam bearing part c by the next oil supply path via the crank bearing part b. Yes. In addition, the idle gear bearing portion d is also disclosed in which oil is supplied via the crank bearing portion b.
JP 2003-161130 A

  However, as for the lubricating oil paths of the crank bearing part b and the cam bearing part c in such a motorcycle V-type engine and vertical multi-cylinder engine, the oil is first lubricated to the crank bearing part b from the main lubricating oil path a. Next, the oil is supplied to the cam bearing portion c via the crank bearing portion b, so that the lubricating oil path to the cam bearing portion c is secondary, Since the lubricating oil path is located on the upper side with respect to the bearing portion b and opposes the direction of gravity, the amount of lubrication is difficult to be supplied sufficiently, causing problems such as seizure of the shaft portion.

  Therefore, the present invention is intended to improve the shortage of the amount of oil supplied to the cam bearing portion in such a cylinder block.

  According to the first aspect of the present invention, in the multi-cylinder engine, the main lubricating oil passage (2) disposed substantially laterally on the front side wall (1a) of the cylinder block (1) communicates with the crank bearing (3). The multi-cylinder engine has a structure in which the crankshaft lubrication passage (4) and the camshaft lubrication passage (6) communicating with the cam bearing portion (5) are branched to supply lubricating oil.

  With such a configuration, when supplying lubricating oil to the crank bearing (3) that supports the crankshaft disposed in the cylinder block (1) and the cam bearing (5) that supports the camshaft, respectively, Crankshaft lubrication passage (4) dedicated to the crank bearing portion (3) branched from the main lubricating oil passage (2) disposed substantially laterally in the front side wall portion (1a) of the cylinder block (1). ) And the cam shaft oil supply passage (6) dedicated to the cam bearing portion (5), it is possible to smoothly supply the lubricating oil to the crank bearing portion (3) and the cam bearing portion (5), respectively.

  In the invention of claim 2, an idle gear bearing portion (7) is arranged at a midway position of the main lubricating oil passage (2), and the idle gear bearing portion (7) is arranged so as to be able to supply lubricating oil. The multi-cylinder engine according to claim 1 is provided.

  With such a configuration, when lubricating oil is supplied to the idle gear bearing portion (7) that supports the idle gear shaft disposed in the cylinder block (1), the front side wall portion (1a) of the cylinder block (1) is provided. By providing the idle gear bearing portion (7) in the middle position of the main lubricating oil passage (2) arranged substantially in the lateral direction, the lubricating oil can be directly and smoothly supplied to the idle gear bearing portion (7). Can be done.

  In the first aspect of the invention, as described above, when the lubricating oil is supplied to the crank bearing portion (3) and the cam bearing portion (5) arranged in the cylinder block (1), the cylinder block (1) is provided. Since the dedicated crankshaft lubrication path (4) and the dedicated camshaft lubrication path (6) are branched separately from the disposed main lubricating oil path (2), each crank bearing portion (3) Lubricating oil can be smoothly supplied to the cam bearing portion (5), so that the amount of lubrication is insufficient and a problem due to seizure of the shaft portion does not occur. For the cam bearing portion (5), which is located on the upper side and is a disadvantageous lubricating oil path against the direction of gravity, the camshaft lubricating path (6) is directly branched from the main lubricating oil path (2). Therefore, there will be no shortage of oil.

  According to the second aspect of the present invention, as described above, when the lubricating oil is supplied to the idle gear bearing portion (7) disposed in the cylinder block (1), the main lubricating oil disposed in the cylinder block (1). By providing the idle gear bearing portion (7) in the middle position of the route (2), the lubricating oil can be directly and smoothly supplied to the idle gear bearing portion (7). Since the drilling for the dedicated idle gear shaft lubrication path that has been provided is not required, the number of machining steps can be reduced.

  In a cylinder block 1 of a multi-cylinder engine, a crankshaft lubrication passage 4 and a cam bearing portion 5 communicated with a crank bearing portion 3 from a main lubricating oil passage 2 disposed substantially laterally on a front side wall portion 1a of the cylinder block 1. And a camshaft oil supply passage 6 communicating with each other are provided so as to be able to supply lubricating oil. The cylinder block 1 is provided so as to be able to supply the lubricating oil directly to the idle gear bearing portion 7 at a midway position of the main lubricating oil passage 2 arranged substantially laterally on the front side wall portion 1a of the cylinder block 1.

Embodiments of the present invention will be described below with reference to the drawings.
As shown in FIG. 3, an outline of a multi-cylinder diesel engine E adopting a common rail type (accumulation type fuel injection) will be described with reference to a system diagram. In the common rail type, fuel is supplied to a fuel injection device that injects fuel into each cylinder through a common rail 10 (pressure accumulating chamber) having a required pressure.

  The fuel in the fuel tank 11 is sucked into the fuel injection pump 13 driven by the engine E through the fuel filter 12 through the suction passage, and the high-pressure fuel pressurized by the injection pump 13 is discharged to the common rail through the discharge passage 14. It is led to 10 and stored.

The high-pressure fuel in the common rail 10 is supplied to the injectors 17 for the number of cylinders through the high-pressure fuel supply pipes 15, and the injectors 17 are opened for each cylinder based on a command from an engine control unit 18 (hereinafter referred to as ECU). In operation, high-pressure fuel is injected into each combustion chamber of the engine E, and surplus fuel (return fuel) in each injector 17 is guided to a common return passage 20 by each return passage 19. Returned to the fuel tank 11.

  In addition, a pressure control valve 21 is provided in the fuel injection pump 13 to control the fuel pressure in the common rail 10 (common rail pressure). The pressure control valve 21 receives fuel from the fuel injection pump 13 by a duty signal from the ECU 18. The flow area of the return passage 20 for surplus fuel to the tank 11 is adjusted, and thereby the fuel discharge amount to the common rail 10 side can be adjusted to control the common rail pressure.

  Specifically, the target common rail pressure is set according to the engine operating conditions, and the common rail pressure is feedback-controlled through the pressure control valve 21 so that the common rail pressure detected by the rail pressure sensor 22 matches the target common rail pressure. .

  Conventionally, in a diesel engine, it is known to perform pilot injection that injects a small amount of fuel in a pulse manner prior to main injection, thereby shortening the ignition delay and reducing the so-called knocking noise unique to the diesel engine. .

  This pilot injection is performed once or twice before the main injection. However, by using the system of the common rail 10, the state of the pilot injection is changed according to the state of the engine. The generation of white smoke or black smoke due to noise reduction or incomplete combustion can be suppressed.

  As shown in FIG. 4, the ECU 18 of the common rail diesel engine E in an agricultural machine or the like has three types of control modes, a traveling mode M1, a normal working mode M2, and a heavy working mode M3 in relation to the rotational speed and the output torque. .

  The traveling mode M1 is used when traveling without farming as droop control in which the output fluctuates due to fluctuations in the rotational speed. For example, when the traveling speed is reduced or stopped by applying a brake, As the traveling load increases, the engine speed decreases, so the traveling speed can be reduced or stopped safely.

  The normal work mode M2 is used when performing normal farm work as isochronous control in which the rotation speed is constant even when the load fluctuates and the output is changed according to the load. Sometimes, when the cultivated land is hard and resistance is applied to the cultivating blade, the combine makes it easy for the operator to control the output and maintain the number of rotations even when there is a lot of harvest during harvesting and the load increases.

  In the heavy work mode M3, as in the normal work mode M2, the isochronous control that changes the output according to the load at a constant rotation speed even when the load fluctuates, and when the load limit is approached, the rotation speed is increased to increase the output. Control with heavy load control, especially used when farming near the load limit.For example, when plowing with a tractor, engine output even when encountering hard cultivated land Increases beyond the normal limit, so work is not interrupted.

  These work modes M1, M2, and M3 are configured to be switched by an operation of a work mode changeover switch, a shift operation of a travel shift lever, an operation of turning on and off a work clutch, or the like.

As shown in FIGS. 5 and 6, a common rail type multi-cylinder diesel engine E includes a gear case 25 in which a cylinder head 23 is disposed at an upper portion of a cylinder block 1, an oil pan 24 is disposed at a lower portion, and a gear train is disposed at a front portion. A cooling fan 26 and a flywheel 27 are disposed at the rear. Reference numeral 28 denotes a crankshaft.

A box-shaped intake manifold 29 without a branch pipe is connected to one side of the cylinder head 23, and the common rail 10 is mounted and disposed in the vicinity of the intake manifold 29 in parallel with the intake manifold 29. The fuel injection pump 13 driven by the gear case 25 is disposed below the common rail 10, and the turbocharger 31 is connected to the exhaust manifold 30.

As shown in FIGS. 1 and 2 (a) and 2 (b), the cylinder block 1 has a main lubricating oil passage for supplying lubricating oil of the engine E substantially laterally around a wall portion at a substantially central position on the upper and lower sides. 2 of the main lubricating oil path 2 and the crankshaft oiling path 4 communicating with the crank bearing part 3 that supports the crankshaft 28 is directed downward from the main lubricating oil path 2 of the front side wall portion 1a. In addition to branching, the camshaft lubrication passage 6 communicating with the cam bearing portion 5 that pivotally supports a camshaft (not shown) is branched upward so that lubricating oil can be supplied.

  With such a configuration, when supplying lubricating oil to the crank bearing portion 3 and the cam bearing portion 5, respectively, the dedicated crankshaft oiling passage 4 and the dedicated camshaft oiling passage 6 are connected to each other from the main lubricating oil passage 2. Since they are separately branched, it is possible to smoothly supply the lubricating oil to the crank bearing portion 3 and the cam bearing portion 5 respectively, and the amount of lubrication is insufficient, causing problems such as seizure of the shaft portion. There is no.

  As shown in FIG. 7, the cam shaft oil supply path 6 is also the main lubricating oil path 2 for the cam bearing portion 5 that has been located on the upper side and thus has a disadvantageous lubricating oil path against the direction of gravity. Since the oil quantity is not shortened and the lubricating oil can be supplied from the cam bearing portion 5 to the cylinder head 23, the oil is supplied to the cylinder head 23 portion. The amount can be secured.

  Further, as described above, the idle gear can be directly supplied from the main lubricating oil path 2 to the midway position in the main lubricating oil path 2 disposed substantially in the lateral direction of the front side wall portion 1a of the cylinder block 1. By arranging and configuring the bearing portion 7, when supplying the lubricating oil to the idle gear bearing portion 7, the lubricating oil can be directly and smoothly supplied to the idle gear bearing portion 7. As shown in FIG. 7, since a hole for a dedicated idle gear shaft lubrication path provided separately is not required, the number of machining steps can be reduced.

  Further, as described above, when lubricating oil is supplied to the crank bearing portion 3 and the cam bearing portion 5, the dedicated crankshaft lubricating passage 4 and the dedicated camshaft lubricating passage 6 are connected from the main lubricating oil passage 2. In the case where each branch is provided separately, the crankshaft lubrication path 4 and the camshaft lubrication path 6 that are opposed to each other across the main lubricant path 2 are arranged so as to be in a straight line with each other. As shown in the figure, two steps of drilling are required for the crank bearing portion 3 and the cam bearing portion 5, respectively. For example, in the case of four cylinders, ten holes are required for five bearing portions. Therefore, the number of processing steps can be greatly reduced because five holes are processed in one half of the process.

  Conventionally, the main lubricating oil path disposed in the cylinder block 1 and the cooling water jacket are generally separated from each other, and an oil cooler is provided as a separate part for cooling the lubricating oil. The cost was increased by using

  For this reason, as a cost reduction measure, as shown in FIGS. 8A and 8B, a main lubricating oil path 2 disposed substantially laterally around the wall portion of the cylinder block 1 and a water jacket 32 through which cooling water flows. Are arranged adjacent to each other, heat exchange between the cooling water in the jacket 32 and the lubricating oil is easy, and the lubricating oil temperature can be cooled well without using an oil cooler. The effect of warming the lubricating oil temperature quickly can be obtained.

  Conventionally, the turbocharger 31 is equipped with the turbocharger 31, and the turbocharger 31 alone requires an event that the low-speed side supercharging is insufficient, or a temperature increase is required when the DPF catalyst is cold. In this case, the turbocharger 31 alone is insufficient, and output and rotation fluctuation due to intake pressure fluctuation are likely to occur.

  For this reason, in the common rail type multi-cylinder diesel engine E, as shown in FIG. 9, in addition to the turbocharger 31 for supercharging connected to the air cleaner 33, a supercharger 31a is arranged in parallel, A configuration in which the chargers 31 and 31a are connected to the surge tank 34 separately, and intake air is guided from the tank 34 to the engine E through the intercooler 35, and exhaust is performed from the turbine side of the turbocharger 31 through the DPF 36. And

  With such a configuration, the temperature increase can be improved by the supercharger 31a when the catalyst of the DPF 36 is cold, and it is also effective in improving smoke at a low speed. In addition, the ECU 18 can optimally control the electromagnetic clutch (not shown) of the supercharger 31a to achieve optimization to the engine load and clean exhaust, as well as stable intake pressure and intake system noise. It is also effective in reducing this.

  Further, as shown in FIG. 10, for the diesel engine E having a different arrangement of the common rail 10, a boss portion 29a is provided on the upper surface of the intake manifold 29 located on the upper side of the fuel injection pump 13, and the common rail is provided by the boss portion 29a. 10 is attached along the side wall of the cylinder head 23, and the high-pressure fuel supply pipe 14 for supplying high-pressure fuel from the fuel injection pump 13 to the common rail 10 is clamped by a clamp portion 29b provided on the front surface of the intake manifold 29. it can.

  In this way, by clamping the high pressure fuel supply pipe 14 by the clamp portion 29b provided on the front surface of the intake manifold 29, the clamp portion 29b for clamping is not required in the cylinder block 1 or the cylinder head 23, and the high pressure fuel supply is performed. It is possible to connect the pipe 14 in the shortest time.

  Conventionally, in an electronically controlled fuel injection engine, various corrections have been performed depending on the engine environment, but examples of implementing farm machine specific control by incorporating work modes into such an engine environment There are few, and the automatic load will cause the engine load to change significantly when the farmer's turn is finished and the work is started, so if there is a time lag in the start of control, it will be difficult to reach the optimum value immediately after the response is delayed It was a thing.

  For this reason, in the engine control at the time of automatic acceleration in a tractor or the like equipped with an electronically controlled engine, as shown in FIG. 11, when detecting the operation of turning the automatic accelerator and returning the handle, this detection timing is As shown in FIG. 12, it is assumed that a time lag occurs at the start of control in the intake path 37 and the exhaust path 38 of the engine, and the EGR rate adjustment by the adjustment valve 39a of the EGR gas introduction path 39 in the EGR system, or the variable turbo 40 in the variable turbo system. By using it as a control start trigger for boost pressure control or the like by varying the amount of inflow into the tank, it is possible to obtain an optimum value for a time lag in the control relationship when actually starting a load operation such as tillage work.

  In addition, the combine is slow in traveling speed, and it is unlikely that the intercooler on the engine intake side can be cooled by the traveling wind. Conventionally, this intercooler is generally cooled by an engine fan with a radiator and an intercooler stacked on top of each other. In addition to the intercooler, there are an air conditioner condenser, an HST oil cooler, etc. The space for installing the intercooler cannot be secured. Even if the intercooler can be installed in front of the radiator, the cooling of the radiator is deteriorated and the efficiency of the intercooler is also deteriorated.

  Therefore, in a combine equipped with a turbocharged engine with an intercooler, as shown in FIG. 13, as a method of cooling the intercooler 42 using the tangle 41 of the threshing device mounted on the combine, the selection of the tang 41 By disposing the intercooler 42 in the vicinity of the wind inlet 41a, the intercooler 42 can be cooled by the flow of air that draws the selected wind into the tang 41 from the outside air side. Thereby, the cooling performance of the intercooler 42 can be ensured without impairing the cooling performance of the radiator.

  Further, as shown in FIG. 14, conventionally, in order to prevent the engine from overheating due to dust adhering to the combine, a central portion 43 a of the engine room room cover 43 formed by a mesh member is attached to a part of the rotating ring 44. The inflow air is intermittently blocked by the rotation of the rectangular rotation shielding plate 45, and the room cover 43 is operated to remove dust attracted by the inflow air. Only removing the dust on the part was insufficient to prevent overheating.

  Therefore, a mountain-shaped rocking shielding plate 46 for removing dust adhesion is disposed on the lower portion 43b below the central portion 43a of the room cover 43, and a pin attached to the upper end of the rocking shielding plate 46 46a is engaged with a pin 44a attached to the outer end of the rotating ring 44, and the swinging shielding plate 46 can be intermittently swung by the rotation of the rotating ring 44. It becomes possible to remove the dust adhering to 43b, and the dust adhesion preventing area as an overheat preventing function can be expanded at a low cost.

  It can be used for farm vehicles such as tractors and combiners as well as general vehicles.

The front view which shows the state which arrange | positioned the idle gear bearing part 7 in the middle position of the main lubricating oil path | route of the cylinder block front side wall part, and branched and arrange | positioned the crankshaft lubricating path and the camshaft lubricating path from the main lubricating oil path | route. (A) The perspective view which shows the whole structure of the cylinder block in a multicylinder engine.

(B) The space perspective view which shows the whole piping state of the main lubricating oil path | route in a cylinder block.
The system figure which shows the pressure accumulation type fuel injection diesel engine by a common rail. The diagram which shows the relationship between the engine speed and output torque by three types of control modes. The side view which shows the whole structure in a common rail type | mold multi-cylinder diesel engine. The top view which shows the whole structure in a common rail type | mold multi-cylinder diesel engine. In the conventional multi-cylinder engine, the front view which shows the state which has each arrange | positioned the idle gear shaft oil supply path and the camshaft oil supply path through the crankshaft oil supply path from the main lubricating oil path of the cylinder block front side wall part. (A) The fracture | rupture perspective view which shows the state which has arrange | positioned the main lubricating oil path | route and the water jacket adjacently in the cylinder block.

(B) The fracture | rupture perspective view which shows the state which has arrange | positioned the main lubricating oil path | route and the water jacket adjacently in the cylinder block.
FIG. 2 is a block diagram showing a state in which a turbocharger and a supercharger are arranged in parallel for supercharging in a common rail multi-cylinder diesel engine. The side view which shows the clamped state of a high pressure fuel supply pipe in what was set as the common rail arrangement | positioning different from the said diesel engine. The diagram which shows the state which makes the time of detection of the steering wheel return operation at the time of an automatic accelerator in the tractor etc. start a control start trigger, such as EGR and variable turbo. The system diagram which shows the action | operation state of a variable turbo system or an EGR system in the intake-exhaust path | route structure of a diesel engine. The schematic perspective view which shows an intercooler arrangement | positioning state in the Karatsumi inlet vicinity of a threshing apparatus. FIG. 3 is a schematic development view showing a state in which a dust adhesion region of an engine room cover is enlarged.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Cylinder block 1a Front side wall part 2 Main lubricating oil path 3 Crank bearing part 4 Crankshaft oiling path 5 Cam bearing part 6 Camshaft oiling path 7 Idle gear bearing part

Claims (2)

  In a multi-cylinder engine, a crankshaft lubrication passage (4) communicating with a crank bearing portion (3) from a main lubricating oil passage (2) disposed substantially laterally on a front side wall portion (1a) of a cylinder block (1). And a camshaft lubrication passage (6) communicating with the cam bearing portion (5).   An idle gear bearing (7) is arranged at a midway position of the main lubricating oil path (2), and the idle gear bearing (7) is provided so as to be able to supply lubricating oil. The multi-cylinder engine according to claim 1.

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