JP2787229B2 - Engine unit for vehicle - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine unit for a vehicle, and more particularly, to an engine unit for a vehicle including a flywheel or a torque converter for smoothing fluctuations in rotation of a crankshaft.

[Related Art] Some vehicle engine units include a manual transmission and an automatic transmission. In a manual transmission, a flywheel is provided at an end of a crankshaft, and in an automatic transmission, a torque converter is provided at an end of a crankshaft.

[Problems to be Solved by the Invention] The flywheel and the torque converter also have a function of smoothing the fluctuation of the rotation of the crankshaft. Disadvantageously, the dimension of the shaft in the direction of the crankshaft becomes longer.

Therefore, by forming an output gear on the crankshaft, providing an output extraction shaft having a gear meshing with the output gear, and providing a flywheel and a torque converter on the output extraction shaft, the engine is shortened in the crankshaft direction. It becomes possible.

By the way, when the power is transmitted by meshing the gears, an appropriate backlash is generally provided between the two in order to prevent seizure and the like.

However, when a large stress is applied to the bearing portion of the crankshaft or the output take-out shaft, a positional shift occurs between the two and a backlash may increase. In particular, if a flywheel or torque converter is provided on the output shaft, fluctuations in the rotation of the crankshaft will be transmitted from the output gear to the gear on the output shaft without smoothing. There is a risk that noise will occur between the two.

The present invention has been made in view of such circumstances.
It is an object of the present invention to provide a vehicle engine unit that shortens the direction of a crankshaft of an engine and reduces generation of noise between gears of a crankshaft and an output take-out shaft.

Means for Solving the Problems In order to solve the problems, the vehicle engine unit according to claim 1 has an output including a crankshaft having an output gear, a gear meshing with the output gear, and a flywheel. An output shaft is provided, and a bearing portion for supporting the crankshaft and the output extraction shaft is constituted by an upper half and a lower half. The upper half and the lower half each integrate the crankshaft and the output extraction shaft. It is characterized by being axially supported.

Further, the vehicle engine unit according to claim 2 includes a crankshaft having an output gear, and an output extraction shaft having a gear meshing with the output gear and a torque converter,
A bearing portion for supporting the crankshaft and the output shaft is constituted by an upper half and a lower half. The upper and lower halves integrally support the crankshaft and the output shaft. It is characterized by:

[Operation] In the present invention, the crankshaft and the output take-out shaft are integrally supported by the upper half and the lower half, thereby reducing the rigidity of the bearing portion that supports the crankshaft and the output take-out shaft. Have improved. For this reason, even if a large stress is applied to the bearing portion of the crankshaft or the output take-out shaft, the displacement between them is reduced, and the backlash for preventing the seizure of the gear and the like can be maintained in an appropriate state.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 to 10 show an embodiment of the invention according to claim 1, FIG. 1 is a side view showing a state where an engine unit for a vehicle is mounted, FIG. 2 is a plan view thereof, and FIG. 4 is a front view of an automobile engine unit, FIG. 5 is a front view of an oil pan showing a state where an oil cooler, an oil filter and an oil tank are removed, and FIG. 6 is FIG. VI-VI sectional view, FIG. 7 is a VII-VII sectional view of FIG. 6, FIG. 8 is a VIII-VIII sectional view of FIG. 6, and FIG. 9 is a perspective view of a lower half body without a mounting hole. ,
FIG. 10 is a rear view of the oil pan of FIG. 5 viewed from the back side.

1 and 2, reference numeral 1 denotes an engine room of an automobile. The engine room 1 is formed above and between the left and right front wheels 3 connected by a front axle 2. In the engine room 1, an engine unit 4 of a four-stroke, six-cylinder engine is mounted, and a radiator 5 is arranged in front of the engine unit 4 in the vehicle. By arranging the crankshaft 6 of the engine in the vehicle width direction,
The cabin is large.

Cylinder block 7 is an integrally formed crankcase
It comprises a cylinder 7a and a cylinder 7b, and is made of cast iron. The piston 9 provided on the cylinder 7b is connected to the crankshaft 6 by a connecting rod 10. Further, a cylinder head 11 is mounted on the cylinder block 7, a head cover 12 is provided on the cylinder head 11, and a spark plug 13 is provided for each cylinder.

The cylinder row of the engine is inclined rearward of the vehicle with respect to the vertical direction.
The crankshaft 6 is provided in parallel with the crankshaft 6, and the output take-out shaft 16 is arranged close to the upper front of the crankshaft 6. An oil tank 15 for storing oil is located below and obliquely below the output take-out shaft 16 and the crankshaft 6, so that the oil tank 15 faces the front of the vehicle as indicated by the arrow FWD in FIG. . The angle α between the cylinder axis L1 and the line L2 connecting the output extraction axis and the crank axis is an acute angle.

A gear 28 is provided on the crank arm of the crankshaft 6, and the gear 28 meshes with a gear 29 provided on the output extraction shaft 16. Further, a gear 30 provided on the output take-out shaft 16 is provided.
Is connected via a first chain 33 to a gear 32 of an intermediate shaft 31 that is supported by the cylinder head 11. A gear 34 provided on the intermediate shaft 31 is connected to a gear 38 of a cam shaft 37 of a valve mechanism 36 via a second chain 35, and the cam shaft 37 is rotated by rotation of the crank shaft 6, This camshaft
With the rotation of 37, an intake valve and an exhaust valve (not shown) are opened and closed via a cam 39 at a predetermined valve timing.

As shown in FIGS. 1 and 7, a flywheel 45 and a clutch mechanism (not shown) are provided at one end of the output take-out shaft 16, and a front axle 2 of the front wheel 3 is provided via a transmission 47 constituting a manual transmission. To transmit power. The flywheel 45 is located at the end of the crankcase 7a in the direction of the crankshaft, and does not protrude from this end. As shown in FIG. 1, the primary side of the transmission 47 is disposed on the output take-out shaft 16, the secondary side is disposed on the counter shaft 48, and the gear 49 provided on the axle 2 is provided.
, The front axle 2 is rotated.

As shown in FIG. 7, an auxiliary drive pulley 50 is provided at the other end of the output take-out shaft 16. The auxiliary drive pulley 50 is an end of the crankcase 7 a of the cylinder block 7 in the crankshaft direction. In order not to protrude from the recess, it faces a recess 51 formed in the crank bearing 60 of the crankcase 7a. A belt 55 is stretched from the accessory drive pulley 50 to pulleys of the accessory such as the alternator 52, the power steering pump 53, and the air conditioner compressor 54, and these are simultaneously driven by the rotation of the output take-out shaft 16.

The bearing part that supports the crankshaft 6 and the output take-out shaft 16 includes:
The upper half 70 and the lower half 8 are composed of an upper half 70 and a lower half 8 formed integrally with the crankcase 7a.
Are adapted to integrally support the crankshaft 6 and the output extraction shaft 16.

A bearing 60 of the crankshaft 6 is formed in the upper half 70 in accordance with the cylinder, and a bearing 61 of the output take-out shaft 16 is formed.
Further, an opening 62 of the oil passage 223 is formed on the lower side. In this embodiment, the upper half 70 is the crankcase 7a.
However, the upper half 70 may be formed as a separate member.

The lower half 8 is made of cast iron as shown in FIGS. 8 and 9, and has a bearing 80 for the crankshaft 6 and a bearing 81 for the output take-out shaft 16.
And an opening 8a through which oil passes is further formed below. As shown in FIG. 7, mounting bolts 400 are screwed into the lower half 8 at 22 places, and the lower half 8 is independently mounted on the cylinder block 7 in which the upper half 70 is integrally formed.
The oil pan 14 is provided with mounting bolts 40 as shown in FIG.
1 is screwed into 15 places and attached to the upper half 70 together with the lower half 8. Further, the oil pan 14 is independently mounted on the lower half 8 by five mounting bolts 402.

The lower half 8 is separate from the oil pan 14, so when removing the oil pan 14 by replacing the strainer 25, the lower half 8 is kept in a state where the crankshaft and the output take-out shaft are supported. And work is easy.

Thus, the bearing portion between the lower half 8 and the upper half 70,
The crankshaft 6 and the output extraction shaft 16 are integrally supported,
The rigidity of the bearing is high. For this reason, even if a large stress is applied to the bearing portion of the crankshaft 6 or the output take-out shaft 16, the occurrence of displacement between them is suppressed, and this is applied to the gears 28 and 29 of the crankshaft 6 and the output take-out shaft 16. The fluctuation of the backlash can be suppressed.

Therefore, the flywheel 45 is provided on the output take-out shaft 16 so that the rotation fluctuation of the crankshaft 6 is not smoothed, and the gear 28
From the gear 29 on the output take-out shaft 16
Since the backlash between the gears 28 and 29 is maintained in an appropriate state, noise between the gears 28 and 29 can be reduced.

The lower half 8 may be formed of an aluminum casting. However, when the lower half 8 is formed of cast iron as in this embodiment, the lower half 8 is deformed by the heat of the engine, and The distance between the bearing 80 and the bearing 81 of the output take-out shaft 16 can also be suppressed from increasing, and the crankshaft 6 and the output take-out shaft 16
The backlash of the gears 28 and 29 can be maintained in an appropriate state.

Oil that has lubricated various parts of the engine such as the cylinder block 7 collects at the bottom of the crank chamber A formed by the upper half 70, the lower half 8, and the oil pan 14 of the cylinder block 7.

The oil pan 14 and the oil tank 15 are each formed of an aluminum casting, and the oil pan 14 and the oil tank 15 are separated by a wall portion 14a.
Is mounted on the tank mounting surface 14k of the oil pan 14.

P is a pump unit, which is integrally formed with a discharge pump for sending oil accumulated in the crank chamber A to the oil tank 15 and an oil supply pump for sending oil accumulated in the oil tank 15 to various parts of the engine. The pump unit P is mounted on a pump mounting portion B formed on the oil pan 14 and a pump mounting portion C formed on the upper half 70 and the lower half 8. An oil passage communicating the discharge pump, the oil supply pump, the oil pan 14, and the oil tank 15 is formed integrally with the oil pan 14.

FIG. 11 is a cross-sectional view of a vehicle engine unit showing an embodiment of the second aspect of the invention.

While the invention shown in FIGS. 1 to 10 is a vehicle engine unit provided with a manual transmission, the invention described in claim 2 shown in FIG. 11 is a vehicle engine unit provided with an automatic transmission, The other parts are configured in the same manner, and the description is omitted.

A drive plate 500 is fixed to an end of the output extraction shaft 16 with bolts 501, and a pump impeller 503 of a torque converter 502 is fixed to the drive plate 500 with bolts 504. A turbine runner 505 is arranged facing the pump impeller 503, and the turbine runner 505 is spline-engaged with a transmission input shaft 506. Further, a stator 507 is provided on a stator shaft 509 via a one-way clutch 508.

Therefore, the rotation of the crankshaft 6 is transmitted to the output take-out shaft 16 via the gears 28 and 29, and further transmitted to the torque converter 502 via the drive plate 500. Here, the rotational force of the pump impeller 503 is transmitted to the turbine runner 505 via the fluid, whereby the transmission input shaft 506 rotates, and transmits the rotation to the front axle via a planetary gear unit (not shown).

The torque converter 502 constitutes an automatic transmission together with the planetary gear unit and the like, and the torque converter 502 smoothes the rotation fluctuation of the crankshaft 6 similarly to the flywheel 45 according to the first aspect of the present invention.

[Effect of the Invention] As described above, in the vehicle engine unit according to the first aspect of the present invention, the output gear is formed on the crankshaft, and the output extraction shaft having the gear meshing with the output gear is provided. Since the flywheel is provided on the shaft, and the torque converter is provided on the output take-out shaft in the second aspect of the present invention, it is not necessary to provide a flywheel or a torque converter on the crankshaft, and the engine is shortened in the crankshaft direction accordingly. It becomes possible.

In addition, the bearing that supports the crankshaft and output
The upper and lower halves are composed of an upper half and a lower half. Each of the upper and lower halves integrally supports the crankshaft and the output take-out shaft. Even if a large stress is applied to the shaft bearing, the displacement between the two is reduced. Therefore, since the backlash between the gears of the crankshaft and the output shaft can be maintained in an appropriate state, a flywheel or a torque converter is provided on the output shaft, and the output from the output gear is prevented from being smoothly changed in rotation of the crankshaft. Even if it is transmitted to the gears on the take-out shaft, noise is reduced between the two gears.

[Brief description of the drawings]

1 to 10 show an embodiment of the invention according to claim 1, FIG. 1 is a side view showing a state where an engine unit for a vehicle is mounted, FIG. 2 is a plan view thereof, and FIG. 4 is a front view of an automobile engine unit, FIG. 5 is a front view of an oil pan showing a state where an oil cooler, an oil filter and an oil tank are removed, and FIG. 6 is FIG. VI-VI sectional view, FIG. 7 is a VII-VII sectional view of FIG. 6, FIG. 8 is a VIII-VIII sectional view of FIG. 6, and FIG. 9 is a perspective view of a lower half body without a mounting hole. ,
FIG. 10 is a rear view of the oil pan of FIG. 5 as viewed from the back side, and FIG. 11 is a sectional view of a vehicle engine unit showing an embodiment of the invention according to claim 2. In the figure, reference numeral 1 denotes an engine room, 6 denotes a crankshaft, 7 denotes a cylinder block, 7a denotes a crankcase, 7b denotes a cylinder, 8 denotes a lower half, 14 denotes an oil pan, 14d denotes a partition wall, 15 denotes an oil tank, and 16 denotes an oil tank. Output take-out shaft, 45 is a flywheel, 70 is a lower half, and 500 is a torque converter.

Claims (2)

(57) [Claims] An upper half body includes a crankshaft having an output gear, an output extraction shaft having a gear meshing with the output gear and a flywheel, and a bearing for supporting the crankshaft and the output extraction shaft. And a lower half. The upper half and the lower half each integrally support a crankshaft and an output shaft. 2. A crankshaft having an output gear, an output take-out shaft having a gear meshing with the output gear and a torque converter, and a bearing portion for supporting the crankshaft and the output take-up shaft is provided in an upper half body. And a lower half. The upper half and the lower half each integrally support a crankshaft and an output shaft.