JP2013174214A - Main bearing of internal combustion engine - Google Patents

Main bearing of internal combustion engine Download PDF

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Publication number
JP2013174214A
JP2013174214A JP2012040336A JP2012040336A JP2013174214A JP 2013174214 A JP2013174214 A JP 2013174214A JP 2012040336 A JP2012040336 A JP 2012040336A JP 2012040336 A JP2012040336 A JP 2012040336A JP 2013174214 A JP2013174214 A JP 2013174214A
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Prior art keywords
main bearing
base plate
internal combustion
combustion engine
lubricating oil
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JP2012040336A
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JP5979909B2 (en
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katsumi Imanaka
勝己 今中
Nobuaki Sato
伸朗 佐藤
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Mitsubishi Heavy Industries Ltd
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Mitsubishi Heavy Industries Ltd
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Priority to JP2012040336A priority Critical patent/JP5979909B2/en
Priority to KR1020167001194A priority patent/KR101840952B1/en
Priority to CN201380004277.5A priority patent/CN104024617B/en
Priority to PCT/JP2013/054847 priority patent/WO2013129350A1/en
Priority to KR1020147017458A priority patent/KR20140096153A/en
Publication of JP2013174214A publication Critical patent/JP2013174214A/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C9/00—Bearings for crankshafts or connecting-rods; Attachment of connecting-rods
    • F16C9/02—Crankshaft bearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
    • F01M11/02—Arrangements of lubricant conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
    • F01M11/02—Arrangements of lubricant conduits
    • F01M2011/026—Arrangements of lubricant conduits for lubricating crankshaft bearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F7/0021—Construction
    • F02F7/0034—Built from sheet material and welded casings

Abstract

PROBLEM TO BE SOLVED: To provide a main bearing of and internal combustion engine which minimizes the curving of a lubricant branch pipe to the minimum, and shortens a piping length of the lubricant branch pipe to the minimum, thereby, reduces a pressure loss of the lubricant flowing through the interior of the lubricant branch pipe.SOLUTION: A main bearing of an internal combustion engine includes: a first oil path 31 which makes a center in a width direction of a lower edge surface 9b located at the side of one edge of a main bearing cap 9 disposed in an inner part of the main bearing cap 9 communicate with an oil groove 22 disposed at a main bearing upper metal 8; and a second oil path 41 which makes a center in a width direction of a support surface 42 for supporting the main bearing cap 9 opposite to the lower edge surface 9b located at the side of one edge of the main bearing cap 9 disposed in a straight line state at an inner part of a base plate saddle 12 communicate with a surface or a lower edge surface of the base plate saddle 12 in which one edge of a lubricant branch pipe which supplies a lubricant to an oil groove 22 disposed at the main bearing upper metal 8 is connected to an inlet of the second oil path 41 via the first oil path 31 and the second oil path 41.

Description

本発明は、例えば、舶用等の大型ディーゼルエンジンを構成する主軸受に関するものである。   The present invention relates to a main bearing that constitutes a large diesel engine for marine use, for example.

舶用等の大型ディーゼルエンジンを構成する主軸受としては、例えば、特許文献１の図１に開示されたもの、特許文献２の図４に開示されたものが知られている。   As main bearings constituting large-sized diesel engines for marine use, for example, those disclosed in FIG. 1 of Patent Document 1 and those disclosed in FIG. 4 of Patent Document 2 are known.

特許第２８７８１２８号公報Japanese Patent No. 2878128 特開平９−１６６１２７号公報JP-A-9-166127

しかしながら、上記特許文献１の図１に開示された主軸受３に潤滑油を供給する潤滑油枝管は、主軸受キャップ４の上方で直角に曲げられているとともに、隣接して配置されたクランク軸のクランクアームと干渉しないように、シリンダ間を仕切る中央仕切り板を這うようにして配置する必要がある。そのため、潤滑油枝管の曲がりが多くなり、潤滑油枝管の配管長（管路長）が長くなって、潤滑油枝管内を流れる潤滑油の圧力損失が多くなってしまうという問題点があった。また、潤滑油枝管の配管長が長くなることにより、内燃機関の製造コストが高騰してしまうという問題点もあった。   However, the lubricating oil branch pipe for supplying lubricating oil to the main bearing 3 disclosed in FIG. 1 of Patent Document 1 is bent at a right angle above the main bearing cap 4 and is disposed adjacent to the crank. In order not to interfere with the crank arm of the shaft, it is necessary to dispose the central partition plate separating the cylinders. Therefore, the bending of the lubricating oil branch pipe increases, the piping length (pipe length) of the lubricating oil branch pipe increases, and the pressure loss of the lubricating oil flowing in the lubricating oil branch pipe increases. It was. Further, there has been a problem that the manufacturing cost of the internal combustion engine is increased due to an increase in the length of the lubricating oil branch pipe.

一方、上記特許文献２の図４に開示されたクランクシャフト用ベアリングを構成する下メタルには、潤滑剤導管１０７を介して導かれた潤滑剤（潤滑油）を、下メタルの端部に設けられた潤滑油導管１０９に導くチャネル（潤滑油導管）１０８が設けられている。
しかしながら、クランク軸を軸受け支持する下メタル（特に、下メタルの長手方向における中央部）には、クランク軸、連接棒、ピストン等の重量が加わるとともに、これらクランク軸、連接棒、ピストン等を介して、シリンダ内の燃料による爆発ガス圧が加わる。そのため、下メタルに設けられたチャネル１０８に応力が集中することになり、異常燃焼等により爆発ガス圧が著しく高くなった場合には、下メタルが破損してしまうことがある。 On the other hand, the lower metal constituting the crankshaft bearing disclosed in FIG. 4 of Patent Document 2 is provided with a lubricant (lubricating oil) guided through the lubricant conduit 107 at the end of the lower metal. A channel (lubricating oil conduit) 108 leading to the lubricating oil conduit 109 is provided.
However, the weight of the crankshaft, connecting rod, piston, etc. is added to the lower metal (particularly the central portion in the longitudinal direction of the lower metal) supporting the crankshaft, and the crankshaft, connecting rod, piston, etc. The explosion gas pressure due to the fuel in the cylinder is applied. Therefore, stress concentrates on the channel 108 provided in the lower metal, and the lower metal may be damaged when the explosion gas pressure becomes extremely high due to abnormal combustion or the like.

本発明は、上記の事情に鑑みてなされたもので、潤滑油枝管の曲がりを極力少なくすることができ、潤滑油枝管の配管長を極力短くすることができて、潤滑油枝管内を流れる潤滑油の圧力損失を低減させることができる内燃機関の主軸受を提供することを目的とする。   The present invention has been made in view of the above circumstances, the bending of the lubricating oil branch pipe can be reduced as much as possible, the piping length of the lubricating oil branch pipe can be shortened as much as possible, and the inside of the lubricating oil branch pipe can be reduced. An object of the present invention is to provide a main bearing of an internal combustion engine that can reduce pressure loss of flowing lubricating oil.

本発明は、上記課題を解決するため、以下の手段を採用した。
本発明に係る内燃機関の主軸受は、台板の長手方向と直交して水平方向に延びる台板の幅方向における中央部に、台板の長手方向に肉厚になるようにして設けられた台板サドルと、前記台板サドルの底部内周面に装着されて、クランク軸の軸受面の下半部を軸受け支持する主軸受下メタルと、前記台板サドルの底部上方を覆うようにして配置される主軸受キャップと、前記主軸受キャップの内周面に装着されて、前記軸受面の上半部を軸受け支持する主軸受上メタルとを備えた内燃機関の主軸受であって、前記主軸受キャップの内部に設けられて、前記主軸受キャップの一端部の側に位置する下端面の、幅方向における中央部と、前記主軸受上メタルに設けられた油溝と、を連通する第１の油路と、前記台板サドルの内部に直線状に設けられて、前記主軸受キャップの一端部の側に位置する下端面と対向して前記主軸受キャップを支持する支持面の、幅方向における中央部と、前記台板サドルの表面または下端面と、を連通する第２の油路と、を備え、前記第２の油路の入口部に、前記第１の油路および前記第２の油路を介して、前記主軸受上メタルに設けられた油溝に潤滑油を供給する潤滑油枝管の一端部が接続されている。 The present invention employs the following means in order to solve the above problems.
The main bearing of the internal combustion engine according to the present invention is provided at the center in the width direction of the base plate extending in the horizontal direction perpendicular to the longitudinal direction of the base plate so as to be thick in the longitudinal direction of the base plate. A base plate saddle, a main bearing lower metal that is mounted on the inner peripheral surface of the bottom portion of the base plate saddle and supports the lower half of the bearing surface of the crankshaft, and covers the upper portion of the bottom portion of the base plate saddle. A main bearing of an internal combustion engine comprising: a main bearing cap disposed; and a main bearing upper metal mounted on an inner peripheral surface of the main bearing cap and bearing-supporting an upper half portion of the bearing surface, A first portion provided in the main bearing cap and communicating with a central portion in the width direction of a lower end surface located on one end portion side of the main bearing cap and an oil groove provided in the metal on the main bearing cap. 1 oil passage and a straight line inside the base plate saddle The central portion in the width direction of the support surface that supports the main bearing cap facing the lower end surface located on the one end portion side of the main bearing cap and the surface or the lower end surface of the base plate saddle communicate with each other. And an oil groove provided in the main bearing upper metal via the first oil passage and the second oil passage at an inlet portion of the second oil passage. One end of a lubricating oil branch pipe that supplies the lubricating oil to is connected.

本発明に係る内燃機関の主軸受によれば、潤滑油主管から潤滑油枝管に流入した潤滑油は、潤滑油枝管の一端部を通過する際、わずかに（０度〜４５度程度）曲げられ、直線状に形成された第２の油路を通って第１の油路に流入し、第１の油路を通って主軸受上メタルに設けられた油溝に到達し、油溝を介してクランク軸の軸受面と、主軸受上メタルおよび主軸受下メタルとの間に供給されるようになっている。
これにより、潤滑油枝管の曲がりを極力少なくすることができ、潤滑油枝管の配管長を極力短くすることができて、潤滑油枝管内を流れる潤滑油の圧力損失を低減させることができる。 According to the main bearing of the internal combustion engine according to the present invention, the lubricating oil flowing into the lubricating oil branch pipe from the lubricating oil main pipe is slightly (about 0 to 45 degrees) when passing through one end of the lubricating oil branch pipe. The second oil passage that is bent and linearly flows into the first oil passage, passes through the first oil passage, reaches the oil groove provided in the main bearing upper metal, and the oil groove Is supplied between the bearing surface of the crankshaft and the main bearing upper metal and the main bearing lower metal.
As a result, the bending of the lubricating oil branch pipe can be reduced as much as possible, the piping length of the lubricating oil branch pipe can be shortened as much as possible, and the pressure loss of the lubricating oil flowing in the lubricating oil branch pipe can be reduced. .

上記内燃機関の主軸受において、前記第２の油路は、前記台板サドルの高さ方向に沿って設けられているとさらに好適である。   In the main bearing of the internal combustion engine, it is more preferable that the second oil passage is provided along a height direction of the base plate saddle.

このような内燃機関の主軸受によれば、潤滑油枝管の配管長をさらに短くすることができて、潤滑油枝管内を流れる潤滑油の圧力損失をさらに低減させることができる。   According to such a main bearing of the internal combustion engine, the piping length of the lubricating oil branch pipe can be further shortened, and the pressure loss of the lubricating oil flowing in the lubricating oil branch pipe can be further reduced.

上記内燃機関の主軸受において、前記主軸受キャップの一端部の側は、燃料を噴射する燃料ポンプが装着されたポンプ側であるとさらに好適である。   In the main bearing of the internal combustion engine, it is further preferable that the one end portion side of the main bearing cap is a pump side on which a fuel pump for injecting fuel is mounted.

このような内燃機関の主軸受によれば、機関運転状態で爆発ガス圧による荷重が大きくなる（厳しくなる）ポンプ側から潤滑油が供給されることになる。
これにより、クランク軸と主軸受上メタルおよび主軸受下メタルとの間に適正な油膜を形成させることができ、潤滑不足による焼き付きを防止することができる。 According to such a main bearing of the internal combustion engine, the lubricating oil is supplied from the pump side where the load due to the explosion gas pressure increases (becomes severe) in the engine operating state.
Thus, an appropriate oil film can be formed between the crankshaft and the main bearing upper metal and the main bearing lower metal, and seizure due to insufficient lubrication can be prevented.

上記内燃機関の主軸受において、前記主軸受キャップの一端部の側に位置する下端面と、この下端面と対向して前記主軸受キャップを支持する支持面との間に、前記第１の油路と前記第２の油路とを連通するシムを設けるようにしてもよい。   In the main bearing of the internal combustion engine, the first oil is provided between a lower end surface located on one end portion side of the main bearing cap and a support surface that faces the lower end surface and supports the main bearing cap. You may make it provide the shim which connects a path | route and the said 2nd oil path.

このような内燃機関の主軸受によれば、シムの厚みを変えることにより、主軸受キャップの一端部の側に位置する下端面と、この下端面と対向して主軸受キャップを支持する支持面との間に形成される隙間を変えることができ、主軸受キャップの高さを調整することができる。   According to such a main bearing of an internal combustion engine, by changing the thickness of the shim, a lower end surface located on one end portion side of the main bearing cap, and a support surface that supports the main bearing cap opposite to the lower end surface And the height of the main bearing cap can be adjusted.

上記内燃機関の主軸受において、前記潤滑油枝管が、隣接して配置された前記クランク軸のクランクアームの側面が描く軌跡によって形成される平面内に入り込まないように配置されているとさらに好適である。   In the main bearing of the internal combustion engine, it is further preferable that the lubricating oil branch pipe is arranged so as not to enter a plane formed by a locus drawn by a side surface of a crank arm of the crankshaft arranged adjacent thereto. It is.

このような内燃機関の主軸受によれば、潤滑油枝管が、隣接して配置されたクランク軸のクランクアームと干渉しない場所に設けられることになるので、内燃機関の大型化（高出力化）に伴うクランクアームの大型化にも対応することができる。   According to such a main bearing of the internal combustion engine, the lubricating oil branch pipe is provided in a place where it does not interfere with the crank arm of the adjacent crankshaft. ) In response to the increase in the size of the crank arm.

本発明に係る内燃機関は、上記いずれかの内燃機関の主軸受を具備している。   An internal combustion engine according to the present invention includes a main bearing of any one of the above internal combustion engines.

本発明に係る内燃機関によれば、潤滑油枝管の曲がりを極力少なくすることができ、潤滑油枝管の配管長を極力短くすることができて、潤滑油枝管内を流れる潤滑油の圧力損失を低減させることができる内燃機関の主軸受を具備しており、これにより、クランク軸を軸受け支持する主軸受に、十分な圧力を持った潤滑油を供給することができ、内燃機関の信頼性を向上させることができる。   According to the internal combustion engine of the present invention, the bending of the lubricating oil branch pipe can be minimized, the piping length of the lubricating oil branch pipe can be shortened as much as possible, and the pressure of the lubricating oil flowing in the lubricating oil branch pipe The main bearing of the internal combustion engine that can reduce the loss is provided, so that the lubricating oil with sufficient pressure can be supplied to the main bearing that supports the crankshaft by bearing, and the reliability of the internal combustion engine Can be improved.

本発明に係る内燃機関の主軸受によれば、潤滑油枝管の曲がりを極力少なくすることができ、潤滑油枝管の配管長を極力短くすることができて、潤滑油枝管内を流れる潤滑油の圧力損失を低減させることができるという効果を奏する。   According to the main bearing of the internal combustion engine according to the present invention, the bending of the lubricating oil branch pipe can be reduced as much as possible, the piping length of the lubricating oil branch pipe can be shortened as much as possible, and the lubrication flowing in the lubricating oil branch pipe can be achieved. There is an effect that the pressure loss of the oil can be reduced.

本発明の一実施形態に係る内燃機関の主軸受を具備した舶用等の大型ディーゼルエンジンの構造例を示す縦断面図である。1 is a longitudinal sectional view showing a structural example of a marine diesel engine equipped with a main bearing of an internal combustion engine according to an embodiment of the present invention. 本発明の一実施形態に係る内燃機関の台板およびオイルパンの斜視図である。1 is a perspective view of a base plate and an oil pan of an internal combustion engine according to an embodiment of the present invention. 本発明の一実施形態に係る内燃機関の主軸受を、機関の自由端側から見た図である。It is the figure which looked at the main bearing of the internal combustion engine which concerns on one Embodiment of this invention from the free end side of the engine. 図３のＩＶ−ＩＶ矢視断面図である。FIG. 4 is a cross-sectional view taken along arrow IV-IV in FIG. 3. 図３のＶ−Ｖ矢視断面図である。It is a VV arrow directional cross-sectional view of FIG. 図３の要部を拡大して示す図である。It is a figure which expands and shows the principal part of FIG. 本発明の他の実施形態に係る内燃機関の台板およびオイルパンの斜視図である。FIG. 6 is a perspective view of a base plate and an oil pan of an internal combustion engine according to another embodiment of the present invention.

以下、本発明の一実施形態に係る内燃機関の主軸受について、図１から図６を参照しながら説明する。
図１に示すように、大型ディーゼルエンジン（クロスヘッド型ディーゼルエンジン：内燃機関）１は、大きく分けて３つの部分からなる。１つ目はシリンダライナ（図示せず）およびピストン（図示せず）等を収納するシリンダジャケット２、２つ目はピストンの爆発による力をクランク軸（図示せず）に伝導する連接棒（図示せず）等を収納する架構３、３つ目は得られた動力をプロペラ（図示せず）等に伝えるクランク軸４を収納する台板５である。これらの台板５、架構３、およびシリンダジャケット２は、順次積み重ねられ、シリンダジャケット２の上面から台板５までエンジン全体を鉛直方向に締結するタイボルト（図示せず）により締め付けられて組み立てられる。 Hereinafter, a main bearing of an internal combustion engine according to an embodiment of the present invention will be described with reference to FIGS.
As shown in FIG. 1, a large diesel engine (cross-head type diesel engine: internal combustion engine) 1 is roughly divided into three parts. The first is a cylinder jacket 2 that houses a cylinder liner (not shown), a piston (not shown) and the like, and the second is a connecting rod (not shown) that conducts the force generated by the explosion of the piston to a crankshaft (not shown). A third frame 3 for accommodating a crankshaft 4 for accommodating a crankshaft 4 for transmitting the obtained power to a propeller (not shown) or the like. The base plate 5, the frame 3, and the cylinder jacket 2 are sequentially stacked, and are assembled by being fastened by tie bolts (not shown) that fasten the entire engine in the vertical direction from the upper surface of the cylinder jacket 2 to the base plate 5.

台板５には、クランク軸４を軸受け支持する主軸受６が、台板５の長手方向（クランク軸４の軸方向）に沿って複数個（例えば、７シリンダ機関の場合、９個）設けられている。主軸受６はそれぞれ、主軸受下メタル７と、主軸受上メタル８と、主軸受キャップ（主軸受押え金物）９と、主軸受キャップボルト（主軸受押え金物取付ボルト）１０と、取付ナット１１とを備えている。   The base plate 5 is provided with a plurality of main bearings 6 for supporting the crankshaft 4 along the longitudinal direction of the base plate 5 (the axial direction of the crankshaft 4) (for example, nine in the case of a seven cylinder engine). It has been. The main bearing 6 includes a main bearing lower metal 7, a main bearing upper metal 8, a main bearing cap (main bearing presser foot) 9, a main bearing cap bolt (main bearing presser foot mounting bolt) 10, and a mounting nut 11 respectively. And.

図１または図２に示すように、主軸受下メタル７は、台板５の長手方向と直交して水平方向に延びる台板５の幅方向における中央部に、長手方向に肉厚になるようにして設けられた台板サドル（肉厚部）１２の底部内周面に装着されている。一方、主軸受上メタル８は、台板サドル１２の底部上方を覆うようにして、台板サドル１２に立てられた（立設された）複数本（本実施形態では４本）の主軸受キャップボルト１０と、主軸受キャップボルト１０に設けられた雄ねじ部と螺合する雌ねじ部を有する取付ナット１１とにより台板サドル１２に固定される主軸受キャップ９の内周面に装着されている。   As shown in FIG. 1 or FIG. 2, the main bearing lower metal 7 is thick in the longitudinal direction at the center in the width direction of the base plate 5 extending in the horizontal direction perpendicular to the longitudinal direction of the base plate 5. The base plate saddle (thick part) 12 is provided on the inner peripheral surface of the bottom part. On the other hand, the main bearing upper metal 8 is a plurality of (four in this embodiment) main bearing caps that are erected (standing) on the base plate saddle 12 so as to cover the upper part of the bottom of the base plate saddle 12. It is mounted on the inner peripheral surface of the main bearing cap 9 fixed to the base plate saddle 12 by a bolt 10 and a mounting nut 11 having a female screw portion screwed with a male screw portion provided on the main bearing cap bolt 10.

図３から図６の少なくともいずれか一図に示すように、主軸受上メタル８の内周面８ａには、断面視円形状を呈し、主軸受上メタル８の板厚方向に貫通する一つの貫通穴２１と、貫通穴２１と連通する一本の油溝２２と、が設けられている。貫通穴２１は、燃料を噴射する燃料ポンプ（図示せず）が装着されたポンプ側（排気管（図示せず）が装着された排気側と反対の側）に位置する主軸受上メタル８の一端部に設けられている。油溝２２は、主軸受上メタル８の幅方向（主軸受上メタル８の板厚方向および長手方向と直交する方向）における中央部に、長手方向（周方向）に沿うようにして設けられている。また、貫通穴２１の一端（上流端）に位置する開口（入口）は、主軸受キャップ９の内部に形成された（第１の）油路３１の一端（下流端）に位置する開口（出口）と合致するようにして形成されている。   As shown in at least one of FIGS. 3 to 6, the inner peripheral surface 8 a of the main bearing upper metal 8 has a circular shape in cross section and passes through the main bearing upper metal 8 in the plate thickness direction. A through hole 21 and a single oil groove 22 communicating with the through hole 21 are provided. The through hole 21 is formed on the main bearing upper metal 8 located on the pump side (the side opposite to the exhaust side on which the exhaust pipe (not shown) on which the exhaust pipe (not shown) is attached) on which a fuel pump (not shown) for injecting fuel is installed. It is provided at one end. The oil groove 22 is provided along the longitudinal direction (circumferential direction) at the center in the width direction of the main bearing upper metal 8 (direction perpendicular to the plate thickness direction and the longitudinal direction of the main bearing upper metal 8). Yes. An opening (inlet) located at one end (upstream end) of the through hole 21 is an opening (outlet) located at one end (downstream end) of the (first) oil passage 31 formed inside the main bearing cap 9. ).

主軸受下メタル７の内周面７ａには、主軸受上メタル８の内周面８ａに設けられた油溝２２と連通する（連続するようにして延びる）油溝２３が設けられている。油溝２３は、主軸受下メタル７の長手方向における両端部で、かつ、主軸受下メタル７の幅方向（主軸受下メタル７の板厚方向および長手方向と直交する方向）における中央部に、長手方向（周方向）に沿うようにして設けられている。
また、主軸受下メタル７と主軸受上メタル８との合わせ面近傍に位置する主軸受下メタル７の両端部には、油溝２３と連通するとともに、その深さが油溝２３よりも浅くなるようにして形成された油溝２４が、油溝２３が延びる方向と直交する方向に沿うようにして設けられている。
一方、主軸受下メタル７と主軸受上メタル８との合わせ面近傍に位置する主軸受上メタル８の両端部には、油溝２２と連通するとともに、その深さが油溝２２よりも浅くなるようにして形成された油溝２５が、油溝２２が延びる方向と直交する方向に沿うようにして設けられている。
なお、油溝２４と油溝２５とは、幅方向の全体において連通しており、油溝２４と油溝２５とにより、油溜まりが形成されるようになっている。 An oil groove 23 communicating with (extending in a continuous manner) an oil groove 22 provided in the inner peripheral surface 8 a of the main bearing upper metal 8 is provided on the inner peripheral surface 7 a of the main bearing lower metal 7. The oil grooves 23 are at both ends in the longitudinal direction of the main bearing lower metal 7 and in the central portion in the width direction of the main bearing lower metal 7 (direction perpendicular to the plate thickness direction and the longitudinal direction of the main bearing lower metal 7). It is provided along the longitudinal direction (circumferential direction).
Further, both ends of the main bearing lower metal 7 located in the vicinity of the mating surface between the main bearing lower metal 7 and the main bearing upper metal 8 communicate with the oil groove 23 and the depth is shallower than the oil groove 23. The oil groove 24 formed in this way is provided so as to be along a direction orthogonal to the direction in which the oil groove 23 extends.
On the other hand, both ends of the main bearing upper metal 8 located in the vicinity of the mating surface between the main bearing lower metal 7 and the main bearing upper metal 8 communicate with the oil groove 22 and the depth is shallower than the oil groove 22. The oil groove 25 formed in this way is provided so as to be along a direction orthogonal to the direction in which the oil groove 22 extends.
The oil groove 24 and the oil groove 25 communicate with each other in the entire width direction, and an oil sump is formed by the oil groove 24 and the oil groove 25.

主軸受キャップ９のポンプ側に位置する一端部には、断面視円形状を呈する一本の油路３１が設けられている。油路３１は、主軸受キャップ９のポンプ側に位置する一端面（下端面）の、幅方向（図３において紙面に垂直な方向、図４において上下方向）における中央部から、主軸受キャップ９の高さ方向（台板５の高さ方向）に沿って穿設された縦穴３２と、縦穴３２と貫通穴２１とを連通する横穴３３と、を備えている。横穴３３は、主軸受上メタル８の外周面８ｂと接する主軸受キャップ９の内周面９ａから、主軸受キャップ９の長手方向（台板５の幅方向）に沿って穿設された穴であり、横穴３３の一端（下流端）に位置する開口（出口）は、貫通穴２１の一端（上流端）に位置する開口（入口）と合致するようにして形成されている。また、縦穴３２の一端（上流端）に位置する開口（入口）は、台板サドル１２の内部に形成された（第２の）油路４１の一端（下流端）に位置する開口（出口）と合致するようにして形成されている。   One end of the main bearing cap 9 on the pump side is provided with a single oil passage 31 having a circular shape in cross section. The oil passage 31 extends from the center in the width direction (the direction perpendicular to the paper surface in FIG. 3 and the vertical direction in FIG. 4) of one end surface (lower end surface) located on the pump side of the main bearing cap 9. Vertical holes 32 drilled along the height direction (the height direction of the base plate 5), and horizontal holes 33 communicating the vertical holes 32 and the through holes 21. The horizontal hole 33 is a hole formed along the longitudinal direction of the main bearing cap 9 (the width direction of the base plate 5) from the inner peripheral surface 9a of the main bearing cap 9 in contact with the outer peripheral surface 8b of the main bearing upper metal 8. The opening (exit) located at one end (downstream end) of the lateral hole 33 is formed so as to coincide with the opening (inlet) located at one end (upstream end) of the through hole 21. An opening (inlet) located at one end (upstream end) of the vertical hole 32 is an opening (outlet) located at one end (downstream end) of the (second) oil passage 41 formed inside the base plate saddle 12. It is formed to match.

台板サドル１２のポンプ側に位置する部分には、断面視円形状を呈する一本の油路４１が設けられている。油路４１は、台板サドル１２の高さ方向（台板５の高さ方向）に沿って、主軸受キャップ９のポンプ側に位置する一端面（下端面）９ｂと対向して主軸受キャップ９を支持する支持面４２の、幅方向（図３において紙面に垂直な方向）における中央部と、台板サドル１２の下方に位置する表面１２ａと、を連通する縦穴である。油路４１の一端（下流端）に位置する開口（出口）は、縦穴３２の一端（上流端）に位置する開口（入口）と合致するようにして形成されており、油路４１の他端部（入口部）には、ニップル（ねじ込み形管継手）４３の一端部（出口部）外周面に形成された雄ねじ部（図示せず）と螺合する雌ねじ部（図示せず）が形成されている。   A portion of the base plate saddle 12 located on the pump side is provided with a single oil passage 41 having a circular shape in cross section. The oil passage 41 faces the one end surface (lower end surface) 9b located on the pump side of the main bearing cap 9 along the height direction of the base plate saddle 12 (the height direction of the base plate 5). 9 is a vertical hole that communicates the central portion of the support surface 42 that supports 9 in the width direction (the direction perpendicular to the paper surface in FIG. 3) and the surface 12 a located below the base plate saddle 12. The opening (exit) located at one end (downstream end) of the oil passage 41 is formed so as to coincide with the opening (inlet) located at one end (upstream end) of the vertical hole 32, and the other end of the oil passage 41. A female screw portion (not shown) that is screwed with a male screw portion (not shown) formed on the outer peripheral surface of one end portion (exit portion) of the nipple (screw-type pipe joint) 43 is formed in the portion (inlet portion). ing.

ニップル４３の他端部（入口部）外周面には、潤滑油枝管５１（図１または図２参照）の一端部（出口部）に設けられたナット４４の雌ねじ部（図示せず）と螺合する雄ねじ部（図示せず）が設けられている。ニップル４３の中心部には、油路４１と（略）同じ流路断面積を有する油路（図示せず）が、ニップル４３の長手方向（軸方向）に沿って設けられている。   On the outer peripheral surface of the other end portion (inlet portion) of the nipple 43, there is an internal thread portion (not shown) of a nut 44 provided at one end portion (outlet portion) of the lubricating oil branch pipe 51 (see FIG. 1 or 2). A male screw portion (not shown) to be screwed is provided. An oil passage (not shown) having (substantially) the same cross-sectional area as the oil passage 41 is provided in the center of the nipple 43 along the longitudinal direction (axial direction) of the nipple 43.

潤滑油枝管５１は、ニップル４３の他端部に接続される一端部が、隣接して配置されたクランク軸４のクランクアーム（図示せず）と干渉しないように、すなわち、ニップル４３の側に位置するクランクアームの端面（側面）が描く軌跡によって形成される平面内に入り込まないように、ニップル４３との接続部近傍で下方に曲げられている。下方に曲げられた潤滑油枝管５１は、台板５の下端近傍において、台板５のポンプ側に位置する側方（外方）に向かって曲げられており、その他端部（入口部）は、潤滑油主管５２（図１または図２参照）に接続されている。
潤滑油主管５２は、台板５のポンプ側に位置する側方を、台板５の長手方向に沿って延びる配管であり、潤滑油主管５２には、図示しない潤滑油供給源（例えば、船舶の機関室内に配置された潤滑油タンク）から潤滑油が所定の圧力をもって送られてくる（圧送されてくる）ようになっている。
なお、図１中の符号１３は、オイルパン、図４中の符号２６は、主軸受キャップボルト１０が貫通する穴であり、図６中の符号４５は、主軸受キャップ９のポンプ側に位置する一端面（下端面）９ｂと、台板サドル１２のポンプ側に位置する支持面４２との間に挟み込まれて主軸受キャップ９の高さを調整することができるシムである。 The lubricating oil branch pipe 51 is arranged so that one end connected to the other end of the nipple 43 does not interfere with a crank arm (not shown) of the crankshaft 4 disposed adjacent thereto, that is, on the nipple 43 side. It is bent downward in the vicinity of the connecting portion with the nipple 43 so as not to enter the plane formed by the trajectory drawn by the end face (side face) of the crank arm positioned at. The lubricating oil branch pipe 51 bent downward is bent toward the side (outside) located on the pump side of the base plate 5 in the vicinity of the lower end of the base plate 5, and the other end (inlet part). Is connected to the lubricating oil main pipe 52 (see FIG. 1 or 2).
The lubricating oil main pipe 52 is a pipe extending on the side of the base plate 5 on the pump side along the longitudinal direction of the base plate 5, and the lubricating oil main pipe 52 includes a lubricating oil supply source (for example, a ship). The lubricating oil is sent (pumped) at a predetermined pressure from a lubricating oil tank disposed in the engine room.
Reference numeral 13 in FIG. 1 is an oil pan, reference numeral 26 in FIG. 4 is a hole through which the main bearing cap bolt 10 passes, and reference numeral 45 in FIG. 6 is positioned on the pump side of the main bearing cap 9. This shim is sandwiched between one end surface (lower end surface) 9b and the support surface 42 located on the pump side of the base plate saddle 12 so that the height of the main bearing cap 9 can be adjusted.

本実施形態に係る内燃機関の主軸受６によれば、潤滑油主管５２から潤滑油枝管５１に流入した潤滑油は、潤滑油枝管５１の一端部および他端部を通過する際、わずかに（０度〜４５度程度）曲げられ、直線状に形成された油路４１を通って油路３１に流入し、油路３１を通って主軸受上メタル８に設けられた油溝２２に到達し、油溝２２を介してクランク軸４の軸受面と、主軸受上メタル８および主軸受下メタル７との間に供給されるようになっている。
これにより、潤滑油枝管５１の曲がりを極力少なくすることができ、潤滑油枝管５１の配管長を極力短くすることができて、潤滑油枝管５１内を流れる潤滑油の圧力損失を低減させることができる。 According to the main bearing 6 of the internal combustion engine according to the present embodiment, the lubricating oil that has flowed from the lubricating oil main pipe 52 into the lubricating oil branch pipe 51 passes through one end and the other end of the lubricating oil branch pipe 51, and is slightly To the oil groove 22 provided in the main bearing upper metal 8 through the oil passage 31 through the oil passage 41 formed in a straight line. It reaches and is supplied between the bearing surface of the crankshaft 4 and the main bearing upper metal 8 and the main bearing lower metal 7 via the oil groove 22.
Thereby, the bending of the lubricating oil branch pipe 51 can be reduced as much as possible, the piping length of the lubricating oil branch pipe 51 can be shortened as much as possible, and the pressure loss of the lubricating oil flowing in the lubricating oil branch pipe 51 can be reduced. Can be made.

また、本実施形態に係る内燃機関の主軸受６によれば、油路４１は、台板サドル１２の高さ方向（鉛直方向）に沿って設けられているので、潤滑油枝管５１の配管長をさらに短くすることができて、潤滑油枝管５１内を流れる潤滑油の圧力損失をさらに低減させることができる。   Further, according to the main bearing 6 of the internal combustion engine according to the present embodiment, the oil passage 41 is provided along the height direction (vertical direction) of the base plate saddle 12, and therefore the piping of the lubricating oil branch pipe 51 is provided. The length can be further shortened, and the pressure loss of the lubricating oil flowing in the lubricating oil branch pipe 51 can be further reduced.

さらに、本実施形態に係る内燃機関の主軸受６によれば、貫通穴２１、油路３１，４１は、燃料を噴射する燃料ポンプが装着されたポンプ側に設けられており、機関運転状態で爆発ガス圧による荷重が大きくなる（厳しくなる）ポンプ側から潤滑油が供給されることになる。
これにより、クランク軸４と主軸受上メタル８および主軸受下メタル７との間に適正な油膜を形成させることができ、潤滑不足による焼き付きを防止することができる。 Furthermore, according to the main bearing 6 of the internal combustion engine according to the present embodiment, the through hole 21 and the oil passages 31 and 41 are provided on the pump side on which a fuel pump for injecting fuel is mounted, and in an engine operating state. Lubricating oil is supplied from the pump side where the load due to the explosive gas pressure increases (becomes severe).
Accordingly, an appropriate oil film can be formed between the crankshaft 4 and the main bearing upper metal 8 and the main bearing lower metal 7, and seizure due to insufficient lubrication can be prevented.

さらにまた、本実施形態に係る内燃機関の主軸受６によれば、主軸受キャップ９の一端部の側に位置する下端面９ａと、この下端面９ａと対向して主軸受キャップ９を支持する支持面４２との間に設けられて、油路３１と油路４１とを連通するシム４５の厚みを変えることにより、主軸受キャップ９の一端部の側に位置する下端面９ａと、この下端面９ａと対向して主軸受キャップ９を支持する支持面４２との間に形成される隙間を変えることができ、主軸受キャップ９の高さを調整することができる。   Furthermore, according to the main bearing 6 of the internal combustion engine according to the present embodiment, the lower end surface 9a located on the one end side of the main bearing cap 9 and the main bearing cap 9 are supported facing the lower end surface 9a. By changing the thickness of a shim 45 provided between the support surface 42 and communicating between the oil passage 31 and the oil passage 41, the lower end surface 9 a located on one end side of the main bearing cap 9, The gap formed between the end surface 9a and the support surface 42 that supports the main bearing cap 9 can be changed, and the height of the main bearing cap 9 can be adjusted.

さらにまた、本実施形態に係る内燃機関の主軸受６によれば、潤滑油枝管５１が、隣接して配置されたクランク軸４のクランクアームの側面が描く軌跡によって形成される平面内に入り込まないように配置され、潤滑油枝管５１が、隣接して配置されたクランク軸４のクランクアームと干渉しない場所に設けられることになるので、内燃機関の大型化（ロングストローク化）に伴うクランクアームの大型化にも対応することができる。   Furthermore, according to the main bearing 6 of the internal combustion engine according to the present embodiment, the lubricating oil branch pipe 51 enters the plane formed by the locus drawn by the side surface of the crank arm of the crankshaft 4 disposed adjacent thereto. Since the lubricating oil branch pipe 51 is provided in a place where it does not interfere with the crank arm of the crankshaft 4 arranged adjacent thereto, the crank accompanying the increase in the size (long stroke) of the internal combustion engine It can cope with the increase in the size of the arm.

さらにまた、本実施形態に係る内燃機関の主軸受６によれば、貫通穴２１は、その内径が横穴３３の内径よりも大きくなるようにして形成されているので、主軸受キャップ９を台板サドル１２に組み付ける際の調整をルーズなものにすることができる。   Furthermore, according to the main bearing 6 of the internal combustion engine according to the present embodiment, the through hole 21 is formed so that the inner diameter thereof is larger than the inner diameter of the lateral hole 33, so that the main bearing cap 9 is mounted on the base plate. Adjustment when assembling to the saddle 12 can be made loose.

さらにまた、本実施形態に係る内燃機関の主軸受６によれば、貫通穴２１の近傍に油溝２４と油溝２５とにより形成される油溜まりが配置されているので、油溜まりに潤滑油を効率よく供給することができて、クランク軸４と主軸受上メタル８および主軸受下メタル７との間に適正な油膜を形成させることができ、潤滑不足による焼き付きを防止することができる。   Furthermore, according to the main bearing 6 of the internal combustion engine according to the present embodiment, the oil reservoir formed by the oil groove 24 and the oil groove 25 is disposed in the vicinity of the through hole 21, so that the lubricating oil is contained in the oil reservoir. Can be efficiently supplied, an appropriate oil film can be formed between the crankshaft 4, the main bearing upper metal 8 and the main bearing lower metal 7, and seizure due to insufficient lubrication can be prevented.

また、本実施形態に係る大型ディーゼルエンジン１によれば、潤滑油枝管５１の曲がりを極力少なくすることができ、潤滑油枝管５１の配管長を極力短くすることができて、潤滑油枝管５１内を流れる潤滑油の圧力損失を低減させることができる内燃機関の主軸受６を具備しているので、クランク軸４を軸受け支持する主軸受６に、十分な圧力を持った潤滑油を供給することができ、大型ディーゼルエンジン１の信頼性を向上させることができる。   Moreover, according to the large-sized diesel engine 1 which concerns on this embodiment, the bending of the lubricating oil branch pipe 51 can be reduced as much as possible, the piping length of the lubricating oil branch pipe 51 can be shortened as much as possible, and the lubricating oil branch Since the main bearing 6 of the internal combustion engine that can reduce the pressure loss of the lubricating oil flowing in the pipe 51 is provided, the lubricating oil having sufficient pressure is applied to the main bearing 6 that supports the crankshaft 4 by bearings. The reliability of the large diesel engine 1 can be improved.

なお、本発明は上述した実施形態に限定されるものではなく、本発明の要旨を逸脱しない範囲で各種変更・変形が可能である。
例えば、図７に示すように、上述の油路４１を、支持面４２と台板５の下端面５ａとを連通するように設けてもよい。
これにより、潤滑油枝管５１の曲がりをさらに少なくすることができ、潤滑油枝管５１の配管長をさらに短くすることができて、潤滑油枝管５１内を流れる潤滑油の圧力損失をさらに低減させることができる。 The present invention is not limited to the above-described embodiments, and various changes and modifications can be made without departing from the gist of the present invention.
For example, as shown in FIG. 7, the oil passage 41 described above may be provided so that the support surface 42 and the lower end surface 5 a of the base plate 5 communicate with each other.
Thereby, the bending of the lubricating oil branch pipe 51 can be further reduced, the piping length of the lubricating oil branch pipe 51 can be further shortened, and the pressure loss of the lubricating oil flowing in the lubricating oil branch pipe 51 can be further reduced. Can be reduced.

１ 大型ディーゼルエンジン（内燃機関）
４ クランク軸
５ 台板
５ａ 下端面
６ 主軸受
７ 主軸受下メタル
８ 主軸受上メタル
９ 主軸受キャップ
９ａ 一端面（下端面）
１２ 台板サドル
１２ａ 表面
２２ 油溝
３１ （第１の）油路
４１ （第２の）油路
４２ 支持面
４５ シム
５１ 潤滑油枝管 1 Large diesel engine (internal combustion engine)
4 Crankshaft 5 Base plate 5a Lower end surface 6 Main bearing 7 Main bearing lower metal 8 Main bearing upper metal 9 Main bearing cap 9a One end surface (lower end surface)
12 base plate saddle 12a surface 22 oil groove 31 (first) oil passage 41 (second) oil passage 42 support surface 45 shim 51 lubricating oil branch pipe

Claims (6)

台板の長手方向と直交して水平方向に延びる台板の幅方向における中央部に、台板の長手方向に肉厚になるようにして設けられた台板サドルと、
前記台板サドルの底部内周面に装着されて、クランク軸の軸受面の下半部を軸受け支持する主軸受下メタルと、
前記台板サドルの底部上方を覆うようにして配置される主軸受キャップと、
前記主軸受キャップの内周面に装着されて、前記軸受面の上半部を軸受け支持する主軸受上メタルとを備えた内燃機関の主軸受であって、
前記主軸受キャップの内部に設けられて、前記主軸受キャップの一端部の側に位置する下端面の、幅方向における中央部と、前記主軸受上メタルに設けられた油溝と、を連通する第１の油路と、
前記台板サドルの内部に直線状に設けられて、前記主軸受キャップの一端部の側に位置する下端面と対向して前記主軸受キャップを支持する支持面の、幅方向における中央部と、前記台板サドルの表面または下端面と、を連通する第２の油路と、を備え、
前記第２の油路の入口部に、前記第１の油路および前記第２の油路を介して、前記主軸受上メタルに設けられた油溝に潤滑油を供給する潤滑油枝管の一端部が接続されていることを特徴とする内燃機関の主軸受。 A base plate saddle provided at the center in the width direction of the base plate extending in the horizontal direction perpendicular to the longitudinal direction of the base plate, so as to be thick in the longitudinal direction of the base plate;
A main bearing lower metal mounted on the inner peripheral surface of the bottom of the base plate saddle and supporting the lower half of the bearing surface of the crankshaft;
A main bearing cap disposed so as to cover the upper part of the bottom of the base plate saddle;
A main bearing for an internal combustion engine, comprising a main bearing upper metal mounted on an inner peripheral surface of the main bearing cap and bearing-supporting an upper half of the bearing surface;
Provided inside the main bearing cap, and communicates the central portion in the width direction of the lower end surface located on the one end portion side of the main bearing cap with the oil groove provided in the metal on the main bearing cap. A first oil passage;
A central portion in the width direction of a support surface that is linearly provided inside the base plate saddle and that supports the main bearing cap facing the lower end surface located on the one end portion side of the main bearing cap; A second oil passage communicating with the surface or lower end surface of the base plate saddle,
A lubricating oil branch pipe that supplies lubricating oil to an oil groove provided in the metal on the main bearing through the first oil passage and the second oil passage to the inlet portion of the second oil passage. A main bearing of an internal combustion engine, wherein one end is connected. 前記第２の油路は、前記台板サドルの高さ方向に沿って設けられていることを特徴とする請求項１に記載の内燃機関の主軸受。   2. The main bearing of the internal combustion engine according to claim 1, wherein the second oil passage is provided along a height direction of the base plate saddle. 前記主軸受キャップの一端部の側は、燃料を噴射する燃料ポンプが装着されたポンプ側であることを特徴とする請求項１または２に記載の内燃機関の主軸受。   The main bearing of the internal combustion engine according to claim 1 or 2, wherein the one end side of the main bearing cap is a pump side on which a fuel pump for injecting fuel is mounted. 前記主軸受キャップの一端部の側に位置する下端面と、この下端面と対向して前記主軸受キャップを支持する支持面との間に、前記第１の油路と前記第２の油路とを連通するシムが設けられていることを特徴とする請求項１から３のいずれか一項に記載の内燃機関の主軸受。   The first oil passage and the second oil passage between a lower end surface located on one end portion side of the main bearing cap and a support surface that faces the lower end surface and supports the main bearing cap. The main bearing of the internal combustion engine according to any one of claims 1 to 3, wherein a shim that communicates with each other is provided. 前記潤滑油枝管が、隣接して配置された前記クランク軸のクランクアームの側面が描く軌跡によって形成される平面内に入り込まないように配置されていることを特徴とする請求項１から４のいずれか一項に記載の内燃機関の主軸受。   5. The lubricating oil branch pipe is arranged so as not to enter a plane formed by a locus drawn by a side surface of a crank arm of the crankshaft arranged adjacent to the lubricating oil branch pipe. A main bearing for an internal combustion engine according to any one of the preceding claims. 請求項１から５のいずれか一項に記載の内燃機関の主軸受を具備してなることを特徴とする内燃機関。   An internal combustion engine comprising the main bearing of the internal combustion engine according to any one of claims 1 to 5.
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