JP2009074505A - Engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an engine capable of enhancing lubricating performance of gear engagement. <P>SOLUTION: In the engine, inside a gear train storage chamber 15, an idle gear 29 is mounted to an idle gear shaft 33, and a coming-off prevention plate 28 is mounted on a tip face of the idle gear shaft 33 to prevent coming-off of the idle gear 29. A lubricating oil pressure feeding passage 30 is provided on the idle gear shaft 33 and a lubricating oil guide passage 31 is provided on the coming-off prevention plate 28, so as to supply lubricating oil 43 from the lubricating oil pressure feeding passage 30 to inside of the gear train chamber 15 via the lubricating oil guide passage 31. A second gear 32b is overlapped with a first gear 32a engaged with the idle gear 29 and is mounted to a double gear shaft, and the lubricating oil 43 is discharged from a lubricating oil discharge port 31a opened on a peripheral edge part of the coming-off prevention plate 28 toward a tooth 44 of the second gear 32b. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an engine, and more particularly, to an engine capable of enhancing the lubricity of gear meshing.

  As a conventional engine, in the same manner as in the present invention, an idle gear is attached to the idle gear shaft in the gear train housing chamber, a retaining plate is attached to the tip surface of the idle gear shaft, and the idle gear is prevented from coming off with this retaining plate, There is a type in which a lubricating oil pressure supply passage is provided in the idle gear shaft, a lubricating oil guide passage is provided in the retaining plate, and engine oil is supplied from the lubricating oil pressure supply passage to the gear train housing chamber through the lubricating oil guide passage ( For example, see Patent Documents 1 and 2).

  However, this conventional engine has a problem because the lubricant is discharged from the lubricant discharge port of the lubricant guide passage toward the ball bearing of the idle gear.

JP 2004-293328 A (see FIGS. 2 and 3)

Japanese Patent Laying-Open No. 2005-54874 (see FIGS. 2 to 5)

The above prior art has the following problems.
[Problem] The lubricity of the gear mesh cannot be improved.
Since the lubricating oil is discharged from the lubricating oil discharge port of the lubricating oil guide passage toward the ball bearing of the idle gear, the gear meshing lubricity cannot be improved.

  An object of the present invention is to provide an engine that can solve the above-described problems, that is, an engine that can improve the lubricity of gear meshing.

Invention specific matters of the invention according to claim 1 are as follows.
As illustrated in FIG. 1A, an idle gear (29) is attached to an idle gear shaft (33) in a gear train storage chamber (15), and a retaining plate ( 28) is attached, the idle gear (29) is prevented from coming off by this retaining plate (28), a lubricating oil pressure supply passage (30) is provided on the idle gear shaft (33), and the lubricating oil guide is provided on the retaining plate (28). In the engine, the passage (31) is provided, and the lubricating oil (43) is supplied from the lubricating hydraulic pressure feeding passage (30) through the lubricating oil guide passage (31) into the gear train storage chamber (15).
As shown in FIG. 2, the second gear (32b) is attached to the double gear shaft (32) so as to overlap the first gear (32a) meshing with the idle gear (29), and as shown in FIG. The lubricating oil (43) is discharged toward the teeth (44) of the second gear (32b) from the lubricating oil discharge port (31a) opened at the peripheral edge of the retaining plate (28). A featured engine.

(Invention according to Claim 1)
<Effect> Gear lubricity can be improved.
As illustrated in FIG. 1A, the lubricating oil (43) is applied to the teeth (44) of the second gear (32b) from the lubricating oil discharge port (31a) opened at the peripheral edge of the retaining plate (28). Since the lubricating oil (43) is splashed off by the teeth (44) of the second gear (32b), the lubricating oil mist is dispersed in the gear train storage chamber (15), and is accommodated in the gear train. It is supplied to each gear in the chamber (15), and the lubricity of the meshing of the gear can be improved.

(Invention according to Claim 2)
In addition to the effect of the invention according to claim 1, the following effect is achieved.
<< Effect >> Lubricity of meshing with the third gear is enhanced.
As illustrated in FIG. 3, the first gear (32a) has a smaller diameter than the second gear (32b), and the third gear (34a) meshes with the idle gear (29), so the second gear (32b) The third gear (34a) can be moved closer to the second gear (34b), and the lubricating oil (43) scattered by the teeth of the second gear (32b) can easily reach the third gear (34a). Increases the lubricity of the mesh.

<Effect> The gear train can be made compact.
As illustrated in FIG. 3, the first gear (32a) has a smaller diameter than the second gear (32b), and the idler gear (29) meshes with the third gear (34a). ) And the third gear shaft (34) are shortened, and the gear train (14) can be made compact.

(Invention according to claim 3)
In addition to the effect of the invention according to claim 1 or claim 2, the following effect is achieved.
<Effect> The lubrication hydraulic pressure supply passage can be used for lubricating the bearing of the idle gear.
As illustrated in FIG. 1A, the lubricating oil (43) is provided between the idle gear shaft (33) and the idle gear (29) via the lubricating oil supply passage (45) in the lubricating hydraulic pressure feed passage (30). Therefore, the lubricating hydraulic pressure feed passage (30) can be used for lubricating the bearing of the idle gear (29).

  Embodiments of the present invention will be described with reference to the drawings. FIGS. 1 to 4 are diagrams for explaining an engine according to an embodiment of the present invention. In this embodiment, a vertical multi-cylinder diesel engine will be described.

  The outline of the embodiment of the present invention is as follows.

The configuration of this engine is as follows.
As shown in FIG. 5, the engine includes a cylinder block (11), a cylinder head (16), a head cover (17), an oil pan (not shown), and a crankshaft (1). A flywheel housing case (19) is assembled to the rear part of the cylinder block (11). A gear train (14) is accommodated in the gear train accommodating chamber (15) between the cylinder block (11) and the flywheel accommodating case (19), and a flywheel (19) is accommodated in the flywheel accommodating case (19). 2) is housed. A cooling fan (41) and a belt transmission (42) for driving the cooling fan (41) are provided at the front of the cylinder block (11).

The configuration of the gear train is as follows.
As shown in FIG. 1 (A), an idle gear (29) is attached to an idle gear shaft (33) in a gear train housing chamber (15), and a retaining plate (28) is attached to the distal end surface of the idle gear shaft (33). ), The idle gear (29) is prevented from coming off by the retaining plate (28), the lubricating oil feed passage (30) is provided on the idle gear shaft (33), and the lubricating oil guide passage is provided on the retaining plate (28). (31) is provided, and the lubricating oil (43) is supplied from the lubricating oil pressure supply passage (30) through the lubricating oil guide passage (31) into the gear train storage chamber (15). The retaining plate (28) is fixed to the front end surface of the idle gear shaft (33) with a mounting bolt (28a).

The device of the gear train is as follows.
As shown in FIG. 2, the second gear (32b) is attached to the double gear shaft (32) so as to overlap the first gear (32a) meshing with the idle gear (29), and as shown in FIG. The lubricating oil (43) is discharged toward the teeth (44) of the second gear (32b) from the lubricating oil discharge port (31a) opened at the peripheral edge of the retaining plate (28).

As shown in FIG. 3, the first gear (32a) has a smaller diameter than the second gear (32b), and the third gear (34a) is engaged with the idle gear (29).
As shown in FIG. 1 (A), lubricating oil (43) is placed between the idle gear shaft (33) and the idle gear (29) via the lubricating oil supply passage (45) in the lubricating oil pressure supply passage (30). I am trying to supply.

  As shown in FIG. 3, the double gear shaft (32) is a valve operating cam shaft, and the second gear (32b) is a valve operating cam gear. The crank gear (3) is meshed with the second gear (32b). The first gear (32a) is a power relay gear, the third gear (34a) is a fuel injection cam gear, and the third gear shaft (34) is a fuel injection cam shaft. The first gear train (14a) is composed of the first gear (32a), the idle gear (29), and the third gear (34a), and the second gear train is composed of the crank gear (3) and the first gear (32b). (14b) is constituted, and the first gear train (14a) and the second gear train (14b) constitute a two-layered gear train (14).

The configuration of the second gear train (14b) is as follows.
As shown in FIG. 1, the output gear (27a) to the working device (36) is engaged with the second gear (32b), and the second gear train (14b) is further structured up to the output extraction shaft (27). It is extended. This working device (36) is a working hydraulic pump, and is used as a hydraulic pressure source of a hydraulic device such as a construction machine. The output take-out shaft (27) is a full load take-out side PTO shaft (power take-out shaft) from which almost the entire amount of external output is output. The crank gear (3) and the output take-out gear (27a) are meshed with the second gear (32b) from opposite sides with the second gear (32b) interposed therebetween. Further, the input gear (37a) of the secondary balancer shaft (37) is meshed with the second gear (32b), and the second gear train (14b) is extended to the secondary balancer shaft (37) with a further structure. . The shaft to which each gear (3) (32a) (27a) constituting the second gear train (14b) from the crankshaft (1) to the output take-out shaft (27) to the work device (36) is attached is a crankshaft ( 1) a double gear shaft (32) and an output take-out shaft (27), as shown in FIG. 2 or FIG.

The configuration of the first gear train (14a) is as follows.
As shown in FIG. 1, the first gear 32a and the third gear 34a of the first gear train 14a have a smaller diameter than the second gear 32b of the second gear train 14b. Yes. The idler gear (29) is engaged with the input gear (35a) of the secondary balancer shaft (35) different from the one described above, and the first gear train (14a) is further structured up to the secondary balancer shaft (35). It is extended. The gear module of the first gear train (14a) is smaller than the gear module of the second gear train (14b).

The bearing structure of the crankshaft (1) is as follows.
As shown in FIG. 4A, the cylinder block (11) is provided with an intermediate bearing hole (21) and an end bearing hole (22). An intermediate bearing metal (23) is fitted in the intermediate bearing hole (21), and thereby the intermediate journal (10) of the crankshaft (1) is radially supported. An end bearing metal (24) is fitted in the end bearing hole (22), thereby radial bearing the end journal (4) of the crankshaft (1) and thrust bearing of the crankshaft (1). ing. 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. 4 (A) and 4 (C), the end bearing metal (24) includes a cylindrical radial bearing metal (25) that handles radial bearings and a pair of thrust bearing metal (12) that handles thrust bearings. It consists of. As shown in FIG. 4A, the pair of thrust bearing metals (12) is provided in a flange shape at both ends of the cylindrical radial bearing metal (25). For this reason, the end bearing metal (24) has an annular structure with a U-shaped cross section. As shown in FIG. 4 (A), the front thrust bearing metal (12) is disposed along the front peripheral edge of the end bearing hole (22), and the crank arm (26) of the crankshaft (1) is disposed. I take it. 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), which will be described later, and this thrust flange portion (13) is received by a rear thrust bearing metal (12). ing. As shown in FIG. 4 (A), the cylinder block (11) and the thrust bearing metal (12) both have a vertically divided structure that is divided at a boundary surface along the crankshaft axis (5). Therefore, as shown in FIG. 4 (C), the end bearing metal (24) is divided into a pair of split metal parts having a semi-annular structure, and is fitted into the half-shaped end bearing hole (22). .

The mounting structure of the crank gear (3) is as follows.
As shown in FIG. 4 (A), the crank gear fitting shaft portion (6) protrudes 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. 4 (B), seven mounting bolts (8) on a virtual circle (7) having a predetermined radius (r) from the crank axis (5) when viewed in a direction parallel to the crank axis (5). Are arranged at equal intervals. As shown in FIG. 4 (A), these mounting bolts (8) are passed through the flywheel (2) and the crank gear (3) and screwed into the female thread 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). Cast iron is used for the material of the crankshaft (1), and steel is used for the material of the crank gear (3).

FIG. 1A is an enlarged view of a portion IA in FIG. 2 and FIG. 1B is a rear view of a retaining plate. FIG. 3 is a cross-sectional plan view according to an embodiment of the present invention. 1 is a longitudinal rear view of an engine according to an embodiment of the present invention. FIGS. 4A and 4B are diagrams illustrating a crank gear of an engine according to an embodiment of the present invention and a peripheral portion thereof, FIG. 4A is a longitudinal side view, and FIG. 4B is a gear in a cross section taken along line BB in FIG. FIG. 4 (C) is an exploded view of the end bearing metal, and is an explanatory view of the assembled state of the fitting shaft portion and the crank gear. It is a vertical side view of the engine which concerns on embodiment of this invention.

Explanation of symbols

(15) Gear train compartment
(28) Retaining plate
(29) Idle gear
(30) Lubricating hydraulic pressure feed passage
(31) Lubricating oil guide passage
(31a) Lubricating oil outlet
(32) Double gear shaft
(32a) First gear
(32b) Second gear
(33) Idle gear shaft
(34a) Third gear
(43) Lubricating oil
(44) Teeth
(45) Lubricating oil supply passage

Claims (3)

In the gear train storage chamber (15), an idle gear (29) is attached to the idle gear shaft (33), and a retaining plate (28) is attached to the distal end surface of the idle gear shaft (33). ) To prevent the idle gear (29) from coming off, the idle gear shaft (33) is provided with a lubricating oil pressure feed passage (30), the retaining plate (28) is provided with a lubricating oil guide passage (31), and the lubricating oil pressure feed passage is provided. In the engine, the lubricating oil (43) is supplied from (30) into the gear train storage chamber (15) through the lubricating oil guide passage (31).
Lubricating oil discharge port which is attached to the double gear shaft (32) and overlapped with the first gear (32a) meshing with the idle gear (29) and opened at the peripheral edge of the retaining plate (28) An engine characterized in that the lubricating oil (43) is discharged from (31a) toward the teeth (44) of the second gear (32b). The engine according to claim 1,
An engine characterized in that the first gear (32a) has a smaller diameter than the second gear (32b), and the idler gear (29) meshes with the third gear (34a). The engine according to claim 1 or 2,
Lubricating oil (43) is supplied between the idle gear shaft (33) and the idle gear (29) through the lubricating oil supply passage (45) to the lubricating hydraulic pressure feed passage (30). To engine.

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