JP4248462B2

JP4248462B2 - engine

Info

Publication number: JP4248462B2
Application number: JP2004240415A
Authority: JP
Inventors: 真裕長浜; 鉱三吉田; 祐彦川本; 佐々木　　洋; 崇之大西; 貢奥田; 信幸小林
Original assignee: Kubota Corp
Current assignee: Kubota Corp
Priority date: 2004-08-20
Filing date: 2004-08-20
Publication date: 2009-04-02
Anticipated expiration: 2024-08-20
Also published as: CN1737349A; CN100535411C; JP2006057541A; KR20060043433A; KR101157665B1

Description

本発明は、エンジンに関し、詳しくは、オイルパン内のオイル量を多くすることができ、補機の取付も容易になるエンジンに関するものである。 The present invention relates to an engine, and more particularly, to an engine that can increase the amount of oil in an oil pan and facilitate attachment of an auxiliary machine.

従来のエンジンとして、本発明と同様、クランクケースの一端部に調時伝動ケースを取り付け、クランクケースの下部にオイルパンを取り付けたものがある(例えば、特許文献１参照)。 As a conventional engine, there is an engine in which a timing transmission case is attached to one end portion of a crankcase and an oil pan is attached to a lower portion of the crankcase as in the present invention (see, for example, Patent Document 1).

この種のエンジンでは、調時伝動ケース内の伝動装置で補機を連動し、オイルパン内のオイルで摺動部の潤滑を図ることができる。 In this type of engine, the auxiliary machine is interlocked with the transmission device in the timing transmission case, and the sliding portion can be lubricated with the oil in the oil pan.

しかし、この従来のエンジンでは、オイルパンがクランクケースの下方にしかないうえ、調時伝動ケースが小さいため、問題が生じている。 However, this conventional engine has a problem because the oil pan is only below the crankcase and the timing transmission case is small.

特開平９−２８００３０号公報(図３参照)JP-A-9-280030 (see FIG. 3)

上記従来技術では、次の問題がある。
《問題》オイルパン内のオイル量が少ない。
オイルパンがクランクケースの下方にしかないため、オイルパン内のオイル量が少なく、高出力化すると、これに伴って増加する摺動抵抗に対応できない。このため、高出力化が困難である。 The above prior art has the following problems.
<Problem> The amount of oil in the oil pan is low.
Since the oil pan is only below the crankcase, the amount of oil in the oil pan is small, and if the output is increased, the sliding resistance that increases with this cannot be accommodated. For this reason, it is difficult to increase the output.

《問題》補機の取付が困難である。
調時伝動ケースが小さいため、補機の取付スペースが不足している。そのうえ、補機の取付により、高出力化が必要になると、先に述べたオイルパン内のオイル量の不足が問題となる。このため、補機の取付が困難である。 <Problem> It is difficult to install the auxiliary equipment.
Since the timing transmission case is small, there is not enough space for installing auxiliary equipment. Moreover, when high output is required due to the attachment of the auxiliary machine, the shortage of the oil amount in the oil pan described above becomes a problem. For this reason, attachment of an auxiliary machine is difficult.

本発明は、上記問題点を解決することができるエンジン、すなわち、オイルパン内のオイル量を多くすることができ、補機の取付が容易になるエンジンを提供することを課題とする。 It is an object of the present invention to provide an engine that can solve the above-described problems, that is, an engine that can increase the amount of oil in an oil pan and that facilitates attachment of auxiliary equipment.

(請求項１に係る発明)
請求項１に係る発明の発明特定事項は、次の通りである。
図１に例示するように、クランクケース(１)の一端部に調時伝動ケース(２１)を取り付け、クランクケース(１)の下部にオイルパン(３)を取り付けたエンジンにおいて、 (Invention of Claim 1)
Invention specific matters of the invention according to claim 1 are as follows.
As illustrated in FIG. 1, in an engine in which a timing transmission case (21) is attached to one end of a crankcase (1) and an oil pan (3) is attached to the lower part of the crankcase (1),

調時伝動ケース(２１)の下端(２１ａ)をクランクケース(１)の下端(１ａ)の高さまで延長し、この調時伝動ケース(２１)の下方までオイルパン(３)を延長し、このオイルパン(３)の延長部(３ａ)の上端を調時伝動ケース(２１)の下端(２１ａ)に取り付け、
図６(Ａ)に示すように、クランク軸中心軸線(４ａ)と平行な向きに見て、調時伝動ケース(２１)の下部をクランクケース(１)の横壁(６)よりも横向きに突出させ、この調時伝動ケース(２１)の横突出部(２１ｂ)に補機取付座(２２)を設け、
図９に例示するように、クランクギヤ(２４)と補機入力ギヤ(２５)との間にアイドルギヤ(２６)を配置し、
このアイドルギヤ(２６)と補機入力ギヤ(２５)との間に第２アイドルギヤ(３０)を設け、
クランク軸中心軸線(４ａ)と平行な向きに見て、第２アイドルギヤ(３０)を補機入力ギヤ(２５)にその左から噛み合わせた状態で観察して、第２アイドルギヤ(３０)が時計廻りで、補機入力ギヤ(２５)が反時計廻りとなるようにし、
補機入力ギヤ(２５)を収容したギヤ収容室(３１)の底内周面と右内周面と上内周面とを補機入力ギヤ(２５)の外周に沿う一連の円弧状に形成し、このギヤ収容室(３１)の底(３１ａ)に溜まるオイルが、補機入力ギヤ(２５)の回転でギヤ収容室(３１)の内周面に沿って持ち上げられ、第２アイドルギヤ(３０)と補機入力ギヤ(２５)との噛み合い個所(３２)にその上方から供給されるようにした、ことを特徴とするエンジン。
(請求項５に係る発明)
請求項５に係る発明の発明特定事項は、次の通りである。
図１に例示するように、クランクケース(１)の一端部に調時伝動ケース(２１)を取り付け、クランクケース(１)の下部にオイルパン(３)を取り付けたエンジンにおいて、
調時伝動ケース(２１)の下端(２１ａ)をクランクケース(１)の下端(１ａ)の高さまで延長し、この調時伝動ケース(２１)の下方までオイルパン(３)を延長し、このオイルパン(３)の延長部(３ａ)の上端を調時伝動ケース(２１)の下端(２１ａ)に取り付け、
図６(Ａ)に示すように、クランク軸中心軸線(４ａ)と平行な向きに見て、調時伝動ケース(２１)の下部をクランクケース(１)の横壁(６)よりも横向きに突出させ、この調時伝動ケース(２１)の横突出部(２１ｂ)に補機取付座(２２)を設け、
図９に例示するように、クランクギヤ(２４)と補機入力ギヤ(２５)との間にアイドルギヤ(２６)を配置し、
このアイドルギヤ(２６)と補機入力ギヤ(２５)との間に第２アイドルギヤ(３０)を設けるに当たり、
図６(Ａ)に例示するように、調時伝動ケース(２１)の前面の一部に開口部(２１ｃ)を設け、この開口部(２１ｃ)から調時伝動ケース(２１)内に前記アイドルギヤ(２６)と第２アイドルギヤ(３０)とを挿入できるようにし、この開口部(２１ｃ)に蓋(２９)を設けた、ことを特徴とするエンジン。 The lower end (21a) of the timing transmission case (21) is extended to the height of the lower end (1a) of the crankcase (1), and the oil pan (3) is extended below the timing transmission case (21). Attach the upper end of the extension (3a) of the oil pan (3) to the lower end (21a) of the timing transmission case (21),
As shown in FIG. 6 (A), the lower part of the timing transmission case (21) protrudes laterally from the lateral wall (6) of the crankcase (1) when viewed in a direction parallel to the crankshaft central axis (4a). An auxiliary machine mounting seat (22) is provided on the lateral protrusion (21b) of the timing transmission case (21) ,
As illustrated in FIG. 9, an idle gear (26) is disposed between the crank gear (24) and the auxiliary machine input gear (25),
A second idle gear (30) is provided between the idle gear (26) and the auxiliary machine input gear (25),
When viewed in a direction parallel to the crankshaft central axis (4a), the second idle gear (30) is observed with the second idle gear (30) meshed with the accessory input gear (25) from the left. Is clockwise and the accessory input gear (25) is counterclockwise,
The bottom inner peripheral surface, the right inner peripheral surface, and the upper inner peripheral surface of the gear housing chamber (31) in which the accessory input gear (25) is accommodated are formed in a series of arcs along the outer periphery of the accessory input gear (25). Then, the oil accumulated in the bottom (31a) of the gear housing chamber (31) is lifted along the inner peripheral surface of the gear housing chamber (31) by the rotation of the accessory input gear (25), and the second idle gear ( 30) An engine characterized by being supplied from above to a meshing portion (32) between the auxiliary gear (30) and the auxiliary gear (25) .
(Invention according to claim 5)
Invention specific matters of the invention according to claim 5 are as follows.
As illustrated in FIG. 1, in an engine in which a timing transmission case (21) is attached to one end of a crankcase (1) and an oil pan (3) is attached to the lower part of the crankcase (1),
The lower end (21a) of the timing transmission case (21) is extended to the height of the lower end (1a) of the crankcase (1), and the oil pan (3) is extended below the timing transmission case (21). Attach the upper end of the extension (3a) of the oil pan (3) to the lower end (21a) of the timing transmission case (21),
As shown in FIG. 6 (A), the lower part of the timing transmission case (21) protrudes laterally from the lateral wall (6) of the crankcase (1) when viewed in a direction parallel to the crankshaft central axis (4a). An auxiliary machine mounting seat (22) is provided on the lateral protrusion (21b) of the timing transmission case (21),
As illustrated in FIG. 9, an idle gear (26) is disposed between the crank gear (24) and the auxiliary machine input gear (25),
In providing the second idle gear (30) between the idle gear (26) and the auxiliary machine input gear (25),
As illustrated in FIG. 6A, an opening (21c) is provided in a part of the front surface of the timing transmission case (21), and the idle transmission case (21) enters the timing transmission case (21) from the opening (21c). An engine characterized in that the gear (26) and the second idle gear (30) can be inserted, and a lid (29) is provided in the opening (21c).

（請求項１に係る発明）
《効果１》オイルパン内のオイル量を多くすることができる。
図１に例示するように、調時伝動ケース(２１)の下方までオイルパン(３)を延長したため、オイルパン(３)に溜めることができるオイル(９)の量を多くすることができ、高出力化に伴って増加する各摺動部の摺動抵抗に対応することができる。 (Invention according to Claim 1)
<Effect 1 > The amount of oil in the oil pan can be increased.
As illustrated in FIG. 1, since the oil pan (3) is extended below the timing transmission case (21), the amount of oil (9) that can be stored in the oil pan (3) can be increased. It is possible to cope with the sliding resistance of each sliding portion that increases as the output increases.

《効果２》補機の取付が容易である。
図１に例示するように、調時伝動ケース(２１)の下端(２１ａ)をクランクケース(１)の下端(１ａ)の高さまで延長し、図６(Ａ)に示すように、クランク軸中心軸線(４ａ)と平行な向きに見て、調時伝動ケース(２１)の下部をクランクケース(１)の横壁(６)よりも横向きに突出させ、この調時伝動ケース(２１)の横突出部(２１ｂ)に補機取付座(２２)を設けたため、補機(２３)の取付スペースが確保される。そのうえ、補機(２３)の取付により、高出力化が必要になっても、先に述べたように、オイルパン(３)内のオイル(９)の量を多くすることができるため、問題はない。このため、補機(２３)の取付が容易である。 <Effect 2 > The auxiliary machine can be easily mounted.
As illustrated in FIG. 1, the lower end (21a) of the timing transmission case (21) is extended to the height of the lower end (1a) of the crankcase (1), and as shown in FIG. Seen in a direction parallel to the axis (4a), the lower part of the timing transmission case (21) protrudes laterally from the lateral wall (6) of the crankcase (1), and the lateral projection of the timing transmission case (21) Since the accessory mounting seat (22) is provided in the part (21b), a mounting space for the accessory (23) is secured. In addition, as described above, the amount of oil (9) in the oil pan (3) can be increased even if high output is required by attaching the auxiliary machine (23). There is no. For this reason, attachment of an auxiliary machine (23) is easy.

《効果３》オイルパンの強度を高めることができる。
図１に例示するように、調時伝動ケース(２１)の下方までオイルパン(３)を延長し、このオイルパン(３)の延長部(３ａ)の上端を調時伝動ケース(２１)の下端(２１ａ)に取り付けたため、オイルパン(３)の強度を高めることができる。 << Effect 3 >> The strength of the oil pan can be increased.
As illustrated in FIG. 1, the oil pan (3) is extended below the timing transmission case (21), and the upper end of the extension (3a) of the oil pan (3) is connected to the timing transmission case (21). Since it attached to the lower end (21a), the intensity | strength of an oil pan (3) can be raised.

《効果４》調時伝動ケースを補機の取付部として有効利用することができる。
図６(Ａ)に例示するように、クランク軸中心軸線(４ａ)と平行な向きに見て、調時伝動ケース(２１)の下部をクランクケース(１)の横壁(６)よりも横向きに突出させ、この調時伝動ケース(２１)の横突出部(２１ｂ)に補機取付座(２２)を設けたため、調時伝動ケース(２１)を補機(２３)の取付部として有効利用することができる。
《効果》ギヤの噛み合い個所の潤滑性が高い。
図９に例示するように、補機入力ギヤ(２５)を収容したギヤ収容室(３１)の底(３１ａ)に溜まるオイルが、補機入力ギヤ(２５)の回転でギヤ収容室(３１)の内周面に沿って持ち上げられ、第２アイドルギヤ(３０)と補機入力ギヤ(２５)との噛み合い個所(３２)にその上方から供給されるようにしたため、ギヤの噛み合い個所(３２)の潤滑性が高い。このため、この噛み合い個所(３２)で補機の強い駆動反力を受け止めても、その摩耗を抑制することができる。 <Effect 4 > The timing transmission case can be effectively used as an attachment part of the auxiliary machine.
As illustrated in FIG. 6 (A), the lower part of the timing transmission case (21) is set to be transverse to the lateral wall (6) of the crankcase (1) when viewed in a direction parallel to the crankshaft central axis (4a). Since the auxiliary device mounting seat (22) is provided on the lateral protruding portion (21b) of the timing transmission case (21), the timing transmission case (21) is effectively used as the mounting portion of the auxiliary device (23). be able to.
<Effect> High lubricity of gear meshing part.
As illustrated in FIG. 9, oil that accumulates in the bottom (31a) of the gear housing chamber (31) that houses the accessory input gear (25) is rotated by the rotation of the accessory input gear (25). The gear meshing portion (32) is lifted along the inner peripheral surface of the gear and is supplied from above to the meshing portion (32) between the second idle gear (30) and the accessory input gear (25). High lubricity. For this reason, even if it receives the strong driving reaction force of the auxiliary machine at the meshing portion (32), the wear can be suppressed.

（請求項２に係る発明）
請求項１に係る発明の効果に加え、次の効果を奏する。
《効果》クランクケースの横側を補機の収容スペースとして有効利用することができる。
図７に例示するように、補機取付座(２２)を調時伝動ケース(２１)の横突出部(２１ｂ)の後部に設け、補機取付座(２２)に取り付けた補機(２３)が、クランクケース(１)の横側壁(６)に沿うようにしたため、クランクケース(１)の横側を補機(２３)の収容スペースとして有効利用することができる。 (Invention according to Claim 2)
In addition to the effect of the invention according to claim 1, the following effect is achieved.
<Effect> The side of the crankcase can be effectively used as a storage space for the auxiliary machine.
As illustrated in FIG. 7, the auxiliary machine mounting seat (22) is provided at the rear portion of the lateral projecting portion (21 b) of the timing transmission case (21) and attached to the auxiliary machine mounting seat (22). However, since it is made to extend along the lateral side wall (6) of the crankcase (1), the lateral side of the crankcase (1) can be effectively used as a storage space for the auxiliary machine (23).

（請求項３に係る発明）
請求項１または請求項２に係る発明の効果に加え、次の効果を奏する。
《効果》オーバーラップ部分の封止と、アイドルギヤの取り付けとを同時に行うことができる。
図７、図９に例示するように、調時伝動ケース(２１)の後壁(２７)を、クランクケース前壁(２８)とオーバーラップするオーバーラップ部分(２７ａ)と、クランクケース前壁(２８)よりも横に張り出す横張出部分(２７ｂ)とで構成し、アイドルギヤ取付ボルト(２６ａ)の締結力で、オーバーラップ部分(２７ａ)をクランクケース前壁(２８)に圧接固定したため、クランクケース前壁(２８)に対するオーバーラップ部分(２７ａ)の封止と、アイドルギヤ(２６)の取り付けとが同時に行える。
（請求項４に係る発明）
請求項３に係る発明の効果に加え、次の効果を奏する。
《効果》第２アイドルギヤの取り付けと補機取付座の固定とを同時に行うことができる。
図７に例示するように、前記調時伝動ケース(２１)の後壁(２７)の横張出し部分(２７ｂ)に補機取付座(２２)を沿わせ、第２アイドルギヤ(３０)の取付ボルト(３０ａ)の締結力で補機取付座(２２)を上記横張出し部分(２７ｂ)に固定したため、第２アイドルギヤ(３０)の取り付けと補機取付座(２２)の固定とを同時に行うことができる。このため、エンジンの組み立ての作業能率が高い。 (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> It is possible to simultaneously seal the overlap portion and attach the idle gear.
7, as illustrated in FIG. 9, the wall (27) after the timing transmission case (21), and the overlapping portion that overlaps with the crank case front wall (28) (27a), the crank case front wall ( 28) and a laterally projecting portion (27b) that projects laterally from the side, and the overlap portion (27a) is pressed and fixed to the crankcase front wall (28) by the fastening force of the idle gear mounting bolt (26a). Sealing of the overlap portion (27a) with respect to the crankcase front wall (28) and attachment of the idle gear (26) can be performed simultaneously.
(Invention of Claim 4)
In addition to the effect of the invention according to claim 3, the following effect is achieved.
<Effect> It is possible to simultaneously attach the second idle gear and fix the accessory mounting seat.
As illustrated in FIG. 7, the accessory mounting seat (22) is placed along the laterally protruding portion (27 b) of the rear wall (27) of the timing transmission case (21), and the second idle gear (30) is attached. Since the accessory mounting seat (22) is fixed to the laterally projecting portion (27b) by the fastening force of the bolt (30a), the second idle gear (30) and the accessory mounting seat (22) are fixed simultaneously. be able to. For this reason, the work efficiency of engine assembly is high.

(請求項５に係る発明)
請求項１の効果１〜４に加え、次の効果を奏する。
《効果》クランクケースから調時伝動ケースを取り外すことなく、開口部から調時伝動ケース内にアイドルギヤと第２アイドルギヤを配置することが可能となる。
図６(Ａ)〜(Ｃ)に例示するように、調時伝動ケース(２１)の前面の一部に開口部(２１ｃ)を設け、この開口部(２１ｃ)から調時伝動ケース(２１)内に前記アイドルギヤ(２６)と第２アイドルギヤ(３０)とを挿入できるようにし、この開口部(２１ｃ)に蓋(２９)を設けたので、クランクケース(１)から調時伝動ケース(２１)を取り外すことなく、開口部(２１ｃ)から調時伝動ケース(２１)内にアイドルギヤ(２６)と第２アイドルギヤ(３０)を配置することが可能となる。
（請求項６に係る発明）
請求項５に係る発明の効果に加え、次の効果を奏する。
《効果》調時伝動ケースの強度を高めることができる。
図６(Ｂ)(Ｃ)に示すように、開口部(２１ｃ)の蓋(２９)にリブ(２９ａ)を形成したため、蓋(２９)の強度、ひいては調時伝動ケース(２１)の強度を高めることができる。このため、補機(２３)の駆動反力が強い場合でも、調時伝動ケース(２１)でこれを受け止めることが可能となる。 (Invention according to claim 5)
In addition to the effects 1 to 4 of the first aspect, the following effects can be obtained.
<Effect> It is possible to dispose the idle gear and the second idle gear from the opening in the timing transmission case without removing the timing transmission case from the crankcase.
6A to 6C, an opening (21c) is provided in a part of the front surface of the timing transmission case (21), and the timing transmission case (21) is provided from the opening (21c). Since the idle gear (26) and the second idle gear (30) can be inserted therein, and the lid (29) is provided in the opening (21c), a timing transmission case ( It is possible to dispose the idle gear (26) and the second idle gear (30) from the opening (21c) into the timing transmission case (21) without removing 21).
(Invention of Claim 6 )
In addition to the effect of the invention according to claim 5 , the following effect is achieved.
<Effect> The strength of the timing transmission case can be increased.
As shown in FIGS. 6 (B) and 6 (C), the rib (29a) is formed on the lid (29) of the opening (21c), so that the strength of the lid (29) and consequently the strength of the timing transmission case (21) are increased. Can be increased. For this reason, even when the driving reaction force of the auxiliary machine (23) is strong, the timing transmission case (21) can catch this.

《効果》リブをオイル通路壁として有効利用することができる。
図６(Ｂ)に例示するように、リブ(２９ａ)にリブ内オイル通路(２９ｂ)を内設したため、リブ(２９ａ)をオイル通路壁として有効利用することができる。 <Effect> The rib can be effectively used as an oil passage wall.
As illustrated in FIG. 6B, since the rib oil passage (29b) is provided in the rib (29a), the rib (29a) can be effectively used as the oil passage wall.

（請求項７に係る発明）
請求項６に係る発明の効果に加え、次の効果を奏する。
《効果》調時伝動ケースの強度をより高めることができる。
図６(Ｂ)(Ｃ)に例示するように、蓋(２９)のリブ(２９ａ)を蓋(２９)の表面に沿って折れ曲がり状に形成したため、調時伝動ケース(２１)の強度をより高めることができる。このため、調時伝動ケース(２１)で補機(２３)のより強い駆動反力を受け止めることが可能となる。 (Invention of Claim 7 )
In addition to the effect of the invention according to claim 6 , the following effect is achieved.
<Effect> The strength of the timing transmission case can be further increased.
As illustrated in FIGS. 6B and 6C, the rib (29a) of the lid (29) is bent along the surface of the lid (29), so that the strength of the timing transmission case (21) is further increased. Can be increased. For this reason, it is possible to receive a stronger driving reaction force of the auxiliary machine (23) in the timing transmission case (21).

（請求項８に係る発明）
請求項１から請求項７のいずれかに係る発明の効果に加え、次の効果を奏する。
《効果》エンジンを小型化できる。
図７に例示するように、補機(２３)が油圧ポンプであり、この油圧ポンプでエンジンの外部負荷に対する出力を行えるようにしたため、捲き掛け伝動装置等を用いて外部負荷に出力を行う場合に比べ、エンジンを小型化できる。 (Invention of Claim 8)
In addition to the effects of the invention according to any one of claims 1 to 7, the following effects are provided.
<Effect> The engine can be downsized.
As illustrated in FIG. 7, the auxiliary machine (23) is a hydraulic pump, and since this hydraulic pump can output an external load of the engine, output to the external load using a spear transmission device or the like Compared to, the engine can be downsized.

（請求項９に係る発明）
請求項１から請求項８のいずれかに係る発明の効果に加え、次の効果を奏する。
《効果》クランクピンの回転半径を大きくすることができる。
図２、図４、図５に例示するように、クランク軸中心軸線(４ａ)からクランクピン(１７)の最外部までの回転半径を中間軸受け孔(１４ａ)(１５ａ)や端部軸受け孔(１６ａ)の内径よりも大きくし、中間軸受け孔(１４ａ)(１５ａ)と端部軸受け孔(１６ａ)の周縁部に除肉部(１４ｄ)(１５ｄ)(１６ｄ)を設け、クランク軸(４)をクランクケース(１)内に収容する際に、クランクピン(１７)の最外部が各除肉部(１４ｄ)(１５ｄ)(１６ｄ)を通過できるようにしたため、クランクピン(１７)の回転半径を大きくして、ピストンストロークを長くし、高出力化を図るとができる。 (Invention according to claim 9)
In addition to the effects of the invention according to any one of claims 1 to 8, the following effects are provided.
<Effect> The turning radius of the crankpin can be increased.
As shown in FIGS. 2, 4, and 5, the radius of rotation from the crankshaft central axis (4a) to the outermost part of the crankpin (17) is determined by the intermediate bearing holes (14a) (15a) and the end bearing holes ( 16a) is larger than the inner diameter of the intermediate bearing hole (14a) (15a) and the peripheral edge of the end bearing hole (16a), and is provided with thinned portions (14d), (15d), (16d), and the crankshaft (4) When the outermost part of the crankpin (17) is allowed to pass through the respective thinning portions (14d) (15d) (16d) when the crankcase (1) is accommodated in the crankcase (1). To increase the piston stroke and increase the output.

（請求項１０に係る発明）
請求項９に係る発明の効果に加え、次の効果を奏する。
《効果》オイルがクランク軸で跳ね上げられる不具合が抑制される。
図２、図５に例示するように、中間軸受け孔(１４ａ)(１５ａ)の除肉部(１４ｄ)(１５ｄ)を前記中間軸受け孔(１４ａ)(１５ａ)の上寄りに配置したため、除肉部(１４ｄ)(１５ｄ)がオイルパン(３)内で波立つオイル(９)で塞がれることがなく、クランクケース(１)の各区画室同士が除肉部(１４ｄ)(１５ｄ)で常に連通し、ピストンのポンピングによる各区画室の圧力変動が平準化される。このため、各区画室での圧力変動で浮上したオイル(９)がクランク軸(４)で跳ね上げられる不具合が抑制される。このため、馬力損失やオイル劣化やオイル消費が抑制される。 (Invention according to claim 10)
In addition to the effect of the invention according to claim 9, the following effect is obtained.
<Effect> The problem that oil is splashed by the crankshaft is suppressed.
As illustrated in FIGS. 2 and 5, the thinned portions (14 d) and (15 d) of the intermediate bearing holes (14 a) and (15 a) are disposed above the intermediate bearing holes (14 a) and (15 a). The parts (14d) and (15d) are not blocked by the undulating oil (9) in the oil pan (3), and the compartments of the crankcase (1) are always connected by the thinning parts (14d) and (15d). In communication, pressure fluctuations in each compartment due to piston pumping are leveled. For this reason, the malfunction that the oil (9) levitated by the pressure fluctuation in each compartment is splashed by the crankshaft (4) is suppressed. For this reason, horsepower loss, oil deterioration, and oil consumption are suppressed.

本発明の実施の形態を図面に基づいて説明する。
図１〜図９はいずれも本発明の実施形態に係るエンジンを説明する図で、この実施形態では３気筒の水冷縦型ディーゼルエンジンを用いて説明する。 Embodiments of the present invention will be described with reference to the drawings.
1 to 9 are diagrams for explaining an engine according to an embodiment of the present invention. In this embodiment, a three-cylinder water-cooled vertical diesel engine will be described.

このエンジンの概要は、次の通りである。
図１に示すように、クランクケース(１)とシリンダ(３４)とを一体成型したシリンダブロック(１９)を備えている。シリンダ(３４)の上部にシリンダヘッド(３５)を組み付け、シリンダヘッド(３５)の上部にヘッドカバー(３６)を組み付けている。クランクケース(１)の下部にオイルパン(３)を組み付けている。クランクケース(１)内にクランク軸(４)を収容し、このクランク軸(４)の架設方向を前後方向として、シリンダブロック(１)の前部に調時伝動ケース(２１)を組み付けている。 The outline of this engine is as follows.
As shown in FIG. 1, the cylinder block (19) which integrally molded the crankcase (1) and the cylinder (34) is provided. A cylinder head (35) is assembled to the upper part of the cylinder (34), and a head cover (36) is assembled to the upper part of the cylinder head (35). An oil pan (3) is assembled to the lower part of the crankcase (1). The crankshaft (4) is accommodated in the crankcase (1), and the timing transmission case (21) is assembled to the front portion of the cylinder block (1) with the installation direction of the crankshaft (4) as the front-rear direction. .

潤滑装置の構成は、次の通りである。
図１に示すように、クランクケース(１)に下開口部(２)を設け、この下開口部(２)を下方からオイルパン(３)で覆い、クランク軸(４)の架設方向を前後方向、図２、図３(Ａ)に示すように、クランクケース(１)の幅方向を左右方向として、クランクケース(１)の左右横壁(５)(６)に沿って前後方向にのびる一対の左右オイル通路(７)(８)を設け、図１に示すように、左オイル通路(７)を介してオイルパン(３)内のオイル(９)をオイルポンプ(１０)に吸引し、右オイル通路(８)を介してオイルポンプ(１０)からオイルを摺動部(１１)に圧送するようにしている。摺動部(１１)とはクランク軸(４)の軸受け部等である。 The configuration of the lubrication apparatus is as follows.
As shown in FIG. 1, the crankcase (1) is provided with a lower opening (2), the lower opening (2) is covered with an oil pan (3) from below, and the installation direction of the crankshaft (4) is changed back and forth. 2 and 3A, a pair extending in the front-rear direction along the left and right lateral walls (5), (6) of the crankcase (1) with the width direction of the crankcase (1) as the left-right direction. Left and right oil passages (7) and (8), and as shown in FIG. 1, the oil (9) in the oil pan (3) is sucked into the oil pump (10) through the left oil passage (7). Oil is pumped from the oil pump (10) to the sliding portion (11) via the right oil passage (8). The sliding part (11) is a bearing part of the crankshaft (4).

オイルパンから摺動部へのオイルの流れは、次の通りである。
オイルパン(３)内のオイルは、図１に示すオイルストレーナ(３７)からクランクケース(１)の左横壁(５)に沿う左オイル通路(７)を通過し、図６(Ａ)に示す調時伝動ケース(２１)にそれぞれ設けたポンプ吸込み通路(３８)、オイルポンプ(１０)、ポンプ吐出通路(３９)、オイルフィルタ(４０)、浄油通路(４１)、リブ内オイル通路(２９ｂ)、浄油出口(４２)を順に通過し、図２、図３(Ａ)に示すクランクケース(１)の右横壁(６)に沿う右オイル通路(８)を介して、各摺動部に供給される。なお、図８(Ｂ)に示すように、ポンプ吐出通路(３９)の後部にリリーフバルブ(５２)を設け、このリリーフバルブ(５２)の弁体(５３)を付勢する弁バネ(５４)の基部をクランクケース前壁(２８)で受け止めている。このため、調時伝動ケース(２１)をクランクケース前壁(２８)から取り外すと、プラグ等の着脱を行うことなく、調時伝動ケース(２１)の後からリリーフバルブ(５２)の弁体(５３)と弁バネ(５４)とを着脱することができる。 The flow of oil from the oil pan to the sliding part is as follows.
The oil in the oil pan (3) passes through the left oil passage (7) along the left lateral wall (5) of the crankcase (1) from the oil strainer (37) shown in FIG. 1, and is shown in FIG. 6 (A). The pump suction passage (38), the oil pump (10), the pump discharge passage (39), the oil filter (40), the oil purification passage (41), the oil passage (29b in the rib) provided in the timing transmission case (21), respectively. ), Passing through the oil purifying outlet (42) in order, and through the right oil passage (8) along the right lateral wall (6) of the crankcase (1) shown in FIG. 2 and FIG. To be supplied. As shown in FIG. 8B, a relief valve (52) is provided at the rear part of the pump discharge passage (39), and a valve spring (54) for urging the valve body (53) of the relief valve (52). Is received by the crankcase front wall (28). For this reason, when the timing transmission case (21) is detached from the crankcase front wall (28), the valve body ( 53) and the valve spring (54) can be attached and detached.

潤滑装置の工夫は、次の通りである。
図２、図３(Ａ)に示すように、クランクケース(１)の左右横壁(５)(６)に前後方向にのびる左右リブ(１２)(１３)を設け、この左右リブ(１２)(１３)をクランクケース(１)の左右横壁(５)(６)から内向きに隆起させ、この左右リブ(１２)(１３)に左右オイル通路(７)(８)を内設するに当たり、この左右リブ(１２)(１３)をクランクケース(１)の下開口部(２)に位置させている。図２に示すように、左右リブ(１２)(１３)の高さは、各上下方向中央部の高さ位置(１２ａ)(１３ａ)が、クランクケース(１)の下端(１ａ)と中間軸受け孔(１４ａ)の最下端部の高さ位置(１４ｅ)との間にくるように設定する。左右リブ(１２)(１３)の上面は、第１気筒と第２気筒の間の軸受け孔(１４ａ)の最下端部の高さ位置(１４ｅ)と同じか、それよりも低い位置に設定する。 The device of the lubrication device is as follows.
As shown in FIGS. 2 and 3 (A), left and right ribs (12) and (13) extending in the front-rear direction are provided on the left and right lateral walls (5) and (6) of the crankcase (1). 13) is lifted inward from the left and right lateral walls (5) and (6) of the crankcase (1), and the left and right ribs (12) and (13) are provided with left and right oil passages (7) and (8). The left and right ribs (12) and (13) are positioned in the lower opening (2) of the crankcase (1). As shown in FIG. 2, the height of the left and right ribs (12) and (13) is such that the height positions (12a) and (13a) at the center in the vertical direction are the lower end (1a) of the crankcase (1) and the intermediate bearing. It sets so that it may come between the height position (14e) of the lowest end part of a hole (14a). The upper surfaces of the left and right ribs (12) and (13) are set to a position equal to or lower than the height position (14e) of the lowermost end portion of the bearing hole (14a) between the first cylinder and the second cylinder. .

クランクケース(１)の右横壁(６)にその下面から上向きに位置決め用の基準孔(１８)をあけ、シリンダブロック(１９)の加工時にこの基準孔(１８)に位置決めピンを嵌入して、所定のシリンダブロック載置面上でシリンダブロック(１９)を位置決めできるようにしている。右オイル通路(８)と連通した基準孔(１８)は、シリンダブロック(１９)の加工後に打ち込んだ鋼球(２０)で封止する。なお、基準孔(１８)を左横壁(５)にあけ、基準孔(１８)と左オイル通路(７)とが連通する場合にも、同様にして、基準孔(１８)を鋼球(２０)で封止する。 A positioning reference hole (18) is opened upward from the lower surface of the right lateral wall (6) of the crankcase (1), and a positioning pin is inserted into the reference hole (18) when the cylinder block (19) is processed. The cylinder block (19) can be positioned on a predetermined cylinder block mounting surface. The reference hole (18) communicating with the right oil passage (8) is sealed with a steel ball (20) driven after the cylinder block (19) is processed. In the case where the reference hole (18) is opened in the left lateral wall (5) and the reference hole (18) and the left oil passage (7) communicate with each other, the reference hole (18) is similarly formed in the steel ball (20 ).

クランク軸の軸受け構造は、次の通りである。
図１に示すように、クランクケース(１)内を区画壁(１４)(１５)で各気筒毎に区画し、この区画壁(１４)(１５)に中間軸受け孔(１４ａ)(１５ａ)をあけ、この中間軸受け孔(１４ａ)(１５ａ)に軸受けケース(１４ｂ)(１５ｂ)を介してクランク軸(４)の中間ジャーナル部(１４ｃ)(１５ｃ)を軸受けし、クランクケース(１)の端壁(１６)に端部軸受け孔(１６ａ)をあけ、この端部軸受け孔(１６ａ)に軸受けケース(１６ｂ)を介してクランク軸(４)の端部ジャーナル部(１６ｃ)を軸受けしている。各軸受けケース(１４ｂ)(１５ｂ)(１６ｂ)には、各ジャーナル部(１４ｃ)(１５ｃ)(１６ｃ)と接する軸受けメタルを内嵌している。 The bearing structure of the crankshaft is as follows.
As shown in FIG. 1, the crankcase (1) is partitioned into cylinders by partition walls (14) (15), and intermediate bearing holes (14a) (15a) are formed in the partition walls (14) (15). The intermediate journal holes (14c) and (15c) of the crankshaft (4) are supported in the intermediate bearing holes (14a) and (15a) via the bearing cases (14b) and (15b). An end bearing hole (16a) is formed in the wall (16), and the end journal portion (16c) of the crankshaft (4) is supported by the end bearing hole (16a) through a bearing case (16b). . Each of the bearing cases (14b), (15b) and (16b) is fitted with a bearing metal in contact with each of the journal portions (14c), (15c) and (16c).

クランクケースへのクランク軸の収容方法は、次の通りである。
クランク軸(４)の中間ジャーナル部(１４ｃ)(１５ｃ)と端部ジャーナル部(１６ｃ)に各軸受けケース(１４ｂ)(１５ｂ)(１６ｂ)を取り付けたまま、クランク軸(４)を端部軸受け孔(１６ａ)に挿通させた後、中間軸受け孔(１５ａ)(１４ａ)に挿通させて、クランク軸(４)をクランクケース(１)内に収容する。このようにして、クランク軸(４)をクランクケース(１)内に収容するに当たり、図２、図４、図５に示すように、クランク軸中心軸線(４ａ)からクランクピン(１７)の最外部までの回転半径を中間軸受け孔(１４ａ)(１５ａ)や端部軸受け孔(１６ａ)の内径よりも大きくし、中間軸受け孔(１４ａ)(１５ａ)と端部軸受け孔(１６ａ)の周縁部に除肉部(１４ｄ)(１５ｄ)(１６ｄ)を設け、クランク軸(４)をクランクケース(１)内に収容する際に、クランクピン(１７)の最外部が除肉部(１４ｄ)(１５ｄ)(１６ｄ)を通過できるようにしている。 The method for accommodating the crankshaft in the crankcase is as follows.
While the bearing cases (14b), (15b) and (16b) are attached to the intermediate journal portions (14c) (15c) and the end journal portions (16c) of the crankshaft (4), the crankshaft (4) is attached to the end bearings. After passing through the hole (16a), the crankshaft (4) is accommodated in the crankcase (1) through the intermediate bearing holes (15a) (14a). In this way, when the crankshaft (4) is accommodated in the crankcase (1), as shown in FIGS. 2, 4, and 5, the crankshaft (17) is positioned from the crankshaft center axis (4a) to the end of the crankpin (17). The rotation radius to the outside is made larger than the inner diameters of the intermediate bearing holes (14a) (15a) and the end bearing holes (16a), and the peripheral edge portions of the intermediate bearing holes (14a) (15a) and the end bearing holes (16a). When the crankshaft (4) is housed in the crankcase (1), the outermost part of the crankpin (17) is the thinning part (14d) (14d) (15d) (16d). 15d) and 16d).

図４に示すように、クランクケース(１)の端壁(１６)に１個所の除肉部(１６ｄ)を設け、この除肉部(１６ｄ)を端部軸受け孔(１６ａ)の下寄りに配置している。図２に示すように、クランクケースの第１気筒と第２気筒の間の区画壁(１４)に２個所の除肉部(１４ｄ)(１４ｄ)を設けている。図５に示すように、第２気筒と第３気筒の間の区画壁(１５)にも２個所の除肉部(１５ｄ)(１５ｄ)を設けている。図４に示すように、この第２気筒と第３気筒の間の区画壁(１５)の除肉部(１５ｄ)(１５ｄ)は、クランク軸中心軸線(４ａ)と平行な向きに見て、端壁(１６)の除肉部(１６ｄ)に対して時計廻り方向と反時計廻り方向に１２０°の位相差をもって配置され、いずれも中間軸受け孔(１５ａ)の上寄りに配置されている。図２に示すように、第１気筒と第２気筒の間の区画壁(１４)の２個所の除肉部(１４ｄ)(１４ｄ)は、クランク軸中心軸線(４ａ)と平行な向きに見て、前記区画壁(１５)の除肉部(１５ｄ)(１５ｄ)と重なる位置にある。このため、この２個所の除肉部(１４ｄ)(１４ｄ)も中間軸受孔(１４ａ)の上寄りに配置されている。各除肉部(１４ｄ)(１５ｄ)(１６ｄ)の位相差は、クランク軸(４)の各クランクピン(１７)同士の位相差に合わせている。 As shown in FIG. 4, the end wall (16) of the crankcase (1) is provided with a thinned portion (16d) at one location, and this thinned portion (16d) is placed below the end bearing hole (16a). It is arranged. As shown in FIG. 2, two wall removal portions (14d) and (14d) are provided on the partition wall (14) between the first cylinder and the second cylinder of the crankcase. As shown in FIG. 5, two wall removal portions (15d) (15d) are also provided on the partition wall (15) between the second cylinder and the third cylinder. As shown in FIG. 4, the wall removal portions (15d) (15d) of the partition wall (15) between the second cylinder and the third cylinder are viewed in a direction parallel to the crankshaft central axis (4a). The end wall (16) is disposed with a phase difference of 120 ° in the clockwise direction and the counterclockwise direction with respect to the thinned portion (16d) of the end wall (16), and both are disposed above the intermediate bearing hole (15a). As shown in FIG. 2, the two thinned portions (14d) and (14d) of the partition wall (14) between the first cylinder and the second cylinder are viewed in a direction parallel to the crankshaft central axis (4a). Thus, the partition wall (15) is in a position overlapping with the thinned portions (15d) (15d). For this reason, the thinning portions (14d) and (14d) at these two locations are also arranged on the upper side of the intermediate bearing hole (14a). The phase difference between the thinned portions (14d), (15d), and (16d) is matched to the phase difference between the crank pins (17) of the crankshaft (4).

調時伝動ケースとオイルパンの関係は、次の通りである。
図１に示すように、クランクケース(１)の一端部に調時伝動ケース(２１)を取り付け、クランクケース(１)の下部にオイルパン(３)を取り付けるに当たり、調時伝動ケース(２１)の下端(２１ａ)をクランクケース(１)の下端(１ａ)の高さまで延長し、この調時伝動ケース(２１)の下方までオイルパン(３)を延長し、このオイルパン(３)の延長部(３ａ)の上端を調時伝動ケース(２１)の下端(２１ａ)に取り付けている。オイルパン(３)の延長部(３ａ)は他の部分をクランクケース(１)に取り付けるのと同様、オイルパン取付ボルト(４３)で調時伝動ケース(２１)に取り付ける。オイルパン(３)は板金製で、前後反転してもクランクケース(１)に取り付けることができるようになっている。オイルパン(３)の底壁には前後一端寄りにオイルドレイン(４４)を設け、オイルパン(３)の前後反転により、オイルドレイン(４４)の配置を前寄りか後ろ寄りか選択できるようになっている。 The relationship between the timing transmission case and the oil pan is as follows.
As shown in FIG. 1, when attaching a timing transmission case (21) to one end of the crankcase (1) and attaching an oil pan (3) to the lower part of the crankcase (1), the timing transmission case (21) The lower end (21a) of the crankcase (1) is extended to the height of the lower end (1a) of the crankcase (1), the oil pan (3) is extended below the timing transmission case (21), and the oil pan (3) is extended. The upper end of the portion (3a) is attached to the lower end (21a) of the timing transmission case (21). The extension part (3a) of the oil pan (3) is attached to the timing transmission case (21) with an oil pan attachment bolt (43) in the same manner as other parts are attached to the crankcase (1). The oil pan (3) is made of sheet metal so that it can be attached to the crankcase (1) even if it is turned upside down. An oil drain (44) is provided near the front and rear ends of the bottom wall of the oil pan (3) so that the oil pan (44) can be selected from the front or rear by inverting the oil pan (3). It has become.

補機の取付構造は、次の通りである。
図６(Ａ)に示すように、クランク軸中心軸線(４ａ)と平行な向きに見て、調時伝動ケース(２１)の下部をクランクケース(１)の横壁(６)よりも横向きに突出させ、この調時伝動ケース(２１)の横突出部(２１ｂ)に補機取付座(２２)を設けている。図７に示すように、補機取付座(２２)を調時伝動ケース(２１)の横突出部(２１ｂ)の後部に設け、補機取付座(２２)に取り付けた補機(２３)が、クランクケース(１)の横側壁(６)に沿うようにしている。図８に示すように、補機(２３)は上下一対の補機取付孔(４９)(４９)に挿通させた取付ボルトで補機取付座(２２)に取り付ける。 The auxiliary machine mounting structure is as follows.
As shown in FIG. 6 (A), the lower part of the timing transmission case (21) protrudes laterally from the lateral wall (6) of the crankcase (1) when viewed in a direction parallel to the crankshaft central axis (4a). An auxiliary machine mounting seat (22) is provided on the lateral protrusion (21b) of the timing transmission case (21). As shown in FIG. 7, an accessory mounting seat (22) is provided at the rear portion of the lateral protrusion (21b) of the timing transmission case (21), and the accessory (23) attached to the accessory mounting seat (22) is provided. The crankcase (1) extends along the side wall (6). As shown in FIG. 8, the auxiliary machine (23) is mounted on the auxiliary machine mounting seat (22) with mounting bolts inserted through a pair of upper and lower auxiliary machine mounting holes (49) (49).

アイドルギヤの取付構造は、次の通りである。
図７に示すように、クランクギヤ(２４)と補機入力ギヤ(２５)との間にアイドルギヤ(２６)を配置し、調時伝動ケース(２１)の後壁(２７)を、クランクケース前壁(２８)とオーバーラップするオーバーラップ部分(２７ａ)と、クランクケース前壁(２８)よりも横に張り出す横張出部分(２７ｂ)とで構成し、アイドルギヤ取付ボルト(２６ａ)の締結力で、オーバーラップ部分(２７ａ)をクランクケース前壁(２８)に圧接固定している。 The idle gear mounting structure is as follows.
As shown in FIG. 7, the idle gear (26) is arranged between the crank gear (24) and the auxiliary machine input gear (25), and the rear wall (27) of the timing transmission case (21) is connected to the crankcase. Consists of an overlap portion (27a) that overlaps the front wall (28) and a laterally extending portion (27b) that projects laterally from the crankcase front wall (28), and fastening the idle gear mounting bolt (26a) The overlap portion (27a) is pressed against the crankcase front wall (28) by force.

アイドルギヤを調時伝動ケースに挿入するための構造は、次の通りである。
図６(Ａ)に示すように、調時伝動ケース(２１)の前面の一部に開口部(２１ｃ)を設け、この開口部(２１ｃ)から調時伝動ケース(２１)内に前記アイドルギヤ(２６)を挿入できるようにする。このようにするに当たり、図６(Ｂ)(Ｃ)に示すように、開口部(２１ｃ)の蓋(２９)にリブ(２９ａ)を形成し、このリブ(２９ａ)にリブ内オイル通路(２９ｂ)を内設している。このリブ内オイル通路(２９ｂ)は、オイルポンプ(１０)よりも高い位置で調時伝動ケース(２１)を左右方向に横断する浄油通路(４１)と、オイルポンプ(１０)よりも低い位置にある浄油出口(４２)との中継を行う。このリブ内オイル通路(２９ｂ)を介して左右オイル通路(７)(８)を連通させる。なお、図６(Ａ)中、アイドルギヤ(２６)は右側の鎖線の状態で開口部(２１ｃ)から調時伝動ケース(２１)内に挿入し、左側の鎖線の状態に移動させ、図９に示すように、オイルポンプ(１０)の後部でクランクギヤ(２４)と噛み合わせる。図６(Ｂ)(Ｃ)に示すように、前記蓋(２９)のリブ(２９ａ)は、蓋(２９)の表面に沿って折れ曲がり状に形成している。 The structure for inserting the idle gear into the timing transmission case is as follows.
As shown in FIG. 6 (A), an opening (21c) is provided in a part of the front surface of the timing transmission case (21), and the idle gear is inserted into the timing transmission case (21) from the opening (21c). (26) can be inserted. In doing so, as shown in FIGS. 6B and 6C, a rib (29a) is formed in the lid (29) of the opening (21c), and an oil passage (29b in the rib) is formed in the rib (29a). ). The oil passage (29b) in the rib is positioned lower than the oil pump (10) and the oil purification passage (41) traversing the timing transmission case (21) in the left-right direction at a position higher than the oil pump (10). Relay with the oil purification outlet (42) at The left and right oil passages (7) and (8) are connected through the oil passage (29b) in the rib. In FIG. 6 (A), the idle gear (26) is inserted into the timing transmission case (21) from the opening (21c) in the state of the right chain line and moved to the state of the left chain line. As shown in FIG. 4, the rear portion of the oil pump (10) is engaged with the crank gear (24). As shown in FIGS. 6B and 6C, the rib (29a) of the lid (29) is bent along the surface of the lid (29).

補機取付座の取付構造は、次の通りである。
図７に示すように、アイドルギヤ(２６)と補機入力ギヤ(２５)との間に第２アイドルギヤ(３０)を設け、前記調時伝動ケース(２１)の後壁(２７)の横張出し部分(２７ｂ)に補機取付座(２２)を沿わせ、第２アイドルギヤ(３０)の取付ボルト(３０ａ)の締結力で補機取付座(２２)を横張出し部分(２７ｂ)に固定している。この第２アイドルギヤ(３０)も開口部(２１ｃ)から調時伝動ケース(２１)内に挿入する。図８に示すように、補機取付座(２２)は第２アイドルギヤ(３０)の取付ボルト(３０ａ)と３個所の取付座取付孔(５０)に挿通した取付ボルト(５１)の締結力で横張出し部分(２７ｂ)に固定している。 The mounting structure of the accessory mounting seat is as follows.
As shown in FIG. 7, a second idle gear (30) is provided between the idle gear (26) and the accessory input gear (25), and the side wall of the timing transmission case (21) is placed next to the rear wall (27). Auxiliary equipment mounting seat (22) is placed along the overhanging portion (27b), and the auxiliary equipment mounting seat (22) is fixed to the lateral overhanging portion (27b) by the fastening force of the mounting bolt (30a) of the second idle gear (30). is doing. The second idle gear (30) is also inserted into the timing transmission case (21) from the opening (21c). As shown in FIG. 8, the accessory mounting seat (22) has a fastening force of the mounting bolt (51) inserted through the mounting bolt (30a) of the second idle gear (30) and the mounting seat mounting holes (50) at three locations. It is fixed to the laterally projecting portion (27b).

ギヤの噛み合い個所への給油構造は、次の通りである。
図９に示すように、クランク軸中心軸線(４ａ)と平行な向きに見て、第２アイドルギヤ(３０)を補機入力ギヤ(２５)にその左上から噛み合わせた状態で観察して、第２アイドルギヤ(３０)が時計廻りで、補機入力ギヤ(２５)が反時計廻りとなるようにし、補機入力ギヤ(２５)を収容したギヤ収容室(３１)の底内周面と右内周面と上内周面とを補機入力ギヤ(２５)の外周に沿う一連の円弧状に形成し、このギヤ収容室(３１)の底(３１ａ)に溜まるオイルが、補機入力ギヤ(２５)の回転でギヤ収容室(３１)の内周面に沿って持ち上げられ、第２アイドルギヤ(３０)と補機入力ギヤ(２５)との噛み合い個所(３２)にその上方から供給されるようにしている。 The oil supply structure to the meshing part of the gear is as follows.
As shown in FIG. 9, when viewed in a direction parallel to the crankshaft central axis (4a), the second idle gear (30) is observed in mesh with the accessory input gear (25) from the upper left, The second idle gear (30) is clockwise, the auxiliary machine input gear (25) is counterclockwise, and the bottom inner peripheral surface of the gear housing chamber (31) containing the auxiliary machine input gear (25) The right inner peripheral surface and the upper inner peripheral surface are formed in a series of arcs along the outer periphery of the accessory input gear (25), and oil accumulated in the bottom (31a) of the gear housing chamber (31) is input to the accessory input The gear (25) is rotated along the inner circumferential surface of the gear housing chamber (31) by the rotation of the gear (25), and supplied from above to the meshing portion (32) between the second idle gear (30) and the accessory input gear (25). To be.

補機の機能は、次の通りである。
補機(２３)は油圧ポンプであり、この油圧ポンプでエンジンの外部負荷に対する出力を行えるようにしている。この油圧ポンプはエンジンの外部負荷に対する全出力を行ういわゆる全負荷取り出し用の油圧ポンプである。 The functions of the auxiliary equipment are as follows.
The auxiliary machine (23) is a hydraulic pump, and this hydraulic pump can output an external load of the engine. This hydraulic pump is a so-called full load hydraulic pump that performs full output with respect to an external load of the engine.

調時伝動ケース内のギヤトレインの構造は、次の通りである。
図９に示すように、クランク軸中心軸線(４ａ)と平行な向きに正面から見て、クランクギヤ(２４)にその右側からアイドルギヤ(２６)を噛み合わせ、アイドルギヤ(２６)にその右側から第２アイドルギヤ(３０)を噛み合わせ、第２アイドルギヤ(３０)にその右下から補機入力ギヤ(２５)を噛み合わせている。また、クランクギヤ(２４)にその上から第３アイドルギヤ(４５)を噛み合わせ、第３アイドルギヤ(４５)にその右上から動弁カムギヤ(４６)を噛み合わせ、第３アイドルギヤ(４５)にその左上から燃料噴射カムギヤ(４７)を噛み合わせ、燃料噴射カムギヤ(４７)にその左下からガバナ入力ギヤ(４８)を噛み合わせている。
この実施形態では、図６(Ａ)〜(Ｃ)に示すように、クランクギヤ(２４)と補機入力ギヤ(２５)との間にアイドルギヤ(２６)を配置し、このアイドルギヤ(２６)と補機入力ギヤ(２５)との間に第２アイドルギヤ(３０)を設けるに当たり、調時伝動ケース(２１)の前面の一部に開口部(２１ｃ)を設け、この開口部(２１ｃ)から調時伝動ケース(２１)内に前記アイドルギヤ(２６)と第２アイドルギヤ(３０)とを挿入できるようにし、この開口部(２１ｃ)に蓋(２９)を設けている。 The structure of the gear train in the timing transmission case is as follows.
As shown in FIG. 9, when viewed from the front in a direction parallel to the center axis (4a) of the crankshaft, the idle gear (26) is meshed with the crank gear (24) from the right side thereof, and the right side of the idle gear (26) is meshed with the right side thereof. The second idle gear (30) is meshed with the second idle gear (30), and the accessory input gear (25) is meshed with the second idle gear (30) from the lower right. Further, the third idle gear (45) is engaged with the crank gear (24) from above, the valve gear cam (46) is engaged with the third idle gear (45) from the upper right, and the third idle gear (45) is engaged. The fuel injection cam gear (47) is meshed with the upper left side, and the governor input gear (48) is meshed with the fuel injection cam gear (47) from the lower left side.
In this embodiment, as shown in FIGS. 6A to 6C, an idle gear (26) is disposed between the crank gear (24) and the auxiliary machine input gear (25), and the idle gear (26 ) And the accessory input gear (25), an opening (21c) is provided in a part of the front surface of the timing transmission case (21), and the opening (21c) is provided. The idle gear (26) and the second idle gear (30) can be inserted into the timing transmission case (21) from the above, and a lid (29) is provided at the opening (21c).

本発明の実施形態に係るエンジンの縦断側面図である。It is a vertical side view of the engine which concerns on embodiment of this invention. 図１のII−II線断面図である。It is the II-II sectional view taken on the line of FIG. 図１のエンジンのシリンダブロックを説明する図で、図３(Ａ)は底面図、図３(Ｂ)は図３(Ａ)のＢ−Ｂ線断面図である。FIG. 3A is a bottom view and FIG. 3B is a cross-sectional view taken along the line BB of FIG. 3A. 図１のエンジンのシリンダブロックの背面図である。It is a rear view of the cylinder block of the engine of FIG. 図３のV−V線断面図である。It is the VV sectional view taken on the line of FIG. 図１のエンジンのギヤケースを説明する図で、図６(Ａ)は正面図、図６(Ｂ)は蓋の正面図、図６(Ｃ)は蓋の背面図である。FIG. 6A is a front view, FIG. 6B is a front view of the lid, and FIG. 6C is a rear view of the lid. 図１のエンジンのギヤケースとその周辺の横断底面図である。FIG. 2 is a transverse bottom view of the engine gear case of FIG. 1 and its surroundings. 図１のエンジンのギヤケースを説明する図で、図８(Ａ)は背面図、図８(Ｂ)は図８(Ａ)のＢ−Ｂ線断面図である。FIG. 8A is a rear view, and FIG. 8B is a cross-sectional view taken along the line BB of FIG. 8A. 図１のエンジンのギヤケースの縦断正面図である。It is a vertical front view of the gear case of the engine of FIG.

Explanation of symbols

(１)…クランクケース、 (３)…オイルパン、(３ａ)…延長部、(４)…クランク軸、(４ａ)…クランク軸中心軸線、(１４)…区画壁、(１４ａ)…中間軸受け孔、(１４ｂ)…軸受けケース、(１４ｃ)…中間ジャーナル部、(１４ｄ)…除肉部、(１５)…区画壁、(１５ａ)…中間軸受け孔、(１５ｂ)…軸受けケース、(１５ｃ)…中間ジャーナル部、(１５ｄ)…除肉部、(１６)…端壁、(１６ａ)…端部軸受け孔、(１６ｂ)…軸受けケース、(１６ｃ)…端部ジャーナル部、(１６ｄ)…除肉部、(１７)…クランクピン、 (２１)…調時伝動ケース、(２１ａ)…下端、(２１ｂ)…横突出部、(２１ｃ)…開口部、(２２)…補機取付座、(２３)…補機、(２４)…クランクギヤ、(２５)…補機入力ギヤ、(２６)…アイドルギヤ、(２６ａ)…アイドルギヤ取付ボルト、(２７)…後壁、(２７ａ)…オーバーラップ部分、(２７ｂ)…横張り出し部、(２８)…クランクケース前壁、(２９)…蓋、(２９ａ)…リブ、(２９ｂ)…リブ内オイル通路、(３０)…第２アイドルギヤ、(３１)…ギヤ収容室、(３１ａ)…底、(３２)…噛み合い個所。 (1) ... Crank case, (3) ... Oil pan, (3a) ... Extension, (4) ... Crankshaft, (4a) ... Crankshaft center axis, (14) ... Partition wall, (14a) ... Intermediate bearing Hole, (14b) ... bearing case, (14c) ... intermediate journal part, (14d) ... thinning part, (15) ... partition wall, (15a) ... intermediate bearing hole, (15b) ... bearing case, (15c) ... intermediate journal part, (15d) ... wall removal part, (16) ... end wall, (16a) ... end part bearing hole, (16b) ... bearing case, (16c) ... end part journal part, (16d) ... removal Meat part, (17) ... Crank pin, (21) ... Timing transmission case, (21a) ... Lower end, (21b) ... Horizontal protrusion part, (21c) ... Opening part, (22) ... Auxiliary machine mounting seat, 23) ... Auxiliary machine, (24) ... Crank gear, (25) ... Auxiliary machine input gear, (26) ... Idle gear, (26a) ... Idle gear mounting bolt, (27) ... Rear wall, (27a) Overlap part, (27b) ... Lateral projecting part, (28) ... Crankcase front wall, (29) ... Lid, (29a) ... Rib, (29b) ... Oil passage in rib, (30) ... Second idle gear , (31) ... gear housing chamber, (31a) ... bottom, (32) ... meshing location.

Claims

In an engine in which a timing transmission case (21) is attached to one end of the crankcase (1) and an oil pan (3) is attached to the lower part of the crankcase (1),
The lower end (21a) of the timing transmission case (21) is extended to the height of the lower end (1a) of the crankcase (1), and the oil pan (3) is extended below the timing transmission case (21). Attach the upper end of the extension (3a) of the oil pan (3) to the lower end (21a) of the timing transmission case (21),
When viewed in a direction parallel to the crankshaft central axis (4a), the lower part of the timing transmission case (21) protrudes laterally from the lateral wall (6) of the crankcase (1), and this timing transmission case (21) An auxiliary machine mounting seat (22) is provided on the lateral projection (21b) of
An idle gear (26) is arranged between the crank gear (24) and the accessory input gear (25),
A second idle gear (30) is provided between the idle gear (26) and the auxiliary machine input gear (25),
When viewed in a direction parallel to the crankshaft central axis (4a), the second idle gear (30) is observed with the second idle gear (30) meshed with the accessory input gear (25) from the left. Is clockwise and the accessory input gear (25) is counterclockwise,
The bottom inner peripheral surface, the right inner peripheral surface, and the upper inner peripheral surface of the gear housing chamber (31) in which the accessory input gear (25) is accommodated are formed in a series of arcs along the outer periphery of the accessory input gear (25). Then, the oil accumulated in the bottom (31a) of the gear housing chamber (31) is lifted along the inner peripheral surface of the gear housing chamber (31) by the rotation of the accessory input gear (25), and the second idle gear ( 30) An engine characterized by being supplied from above to a meshing portion (32) between the auxiliary gear (30) and the auxiliary gear (25) .

The engine according to claim 1,
An accessory mounting seat (22) is provided at the rear of the lateral protrusion (21b) of the timing transmission case (21), and the accessory (23) attached to the accessory mounting seat (22) is attached to the crankcase (1). An engine characterized by being along the side wall (6).

The engine according to claim 1 or 2,
An overlap portion (27a) that overlaps the rear wall (27) of the timing transmission case (21) with the front wall (28) of the crankcase, and a laterally protruding portion that projects laterally from the front wall (28) of the crankcase The engine is characterized in that the overlap portion (27a) is pressed against and fixed to the crankcase front wall (28) by the fastening force of the idle gear mounting bolt (26a).

The engine according to claim 3 ,
The accessory mounting seat (22) is placed along the laterally projecting portion (27b) of the rear wall (27) of the timing transmission case (21), and the fastening force of the mounting bolt (30a) of the second idle gear (30) is used. An engine characterized in that an accessory mounting seat (22) is fixed to the laterally projecting portion (27b).

In an engine in which a timing transmission case (21) is attached to one end of the crankcase (1) and an oil pan (3) is attached to the lower part of the crankcase (1),
The lower end (21a) of the timing transmission case (21) is extended to the height of the lower end (1a) of the crankcase (1), and the oil pan (3) is extended below the timing transmission case (21). Attach the upper end of the extension (3a) of the oil pan (3) to the lower end (21a) of the timing transmission case (21),
When viewed in a direction parallel to the crankshaft central axis (4a), the lower part of the timing transmission case (21) protrudes laterally from the lateral wall (6) of the crankcase (1), and this timing transmission case (21) An auxiliary machine mounting seat (22) is provided on the lateral projection (21b) of
An idle gear (26) is arranged between the crank gear (24) and the accessory input gear (25),
In providing the second idle gear (30) between the idle gear (26) and the auxiliary machine input gear (25),
An opening (21c) is provided in a part of the front surface of the timing transmission case (21), and the idle gear (26) and the second idle gear (30 ) are provided in the timing transmission case (21) from the opening (21c). And an opening (21c) provided with a lid (29).

The engine according to claim 5,
An engine characterized in that a rib (29a) is formed in a lid (29) of an opening (21c), and an oil passage (29b) in the rib is provided in the rib (29a).

The engine according to claim 6 ,
An engine characterized in that the rib (29a) of the lid (29) is formed to be bent along the surface of the lid (29).

The engine according to any one of claims 1 to 7,
An engine characterized in that the auxiliary machine (23) is a hydraulic pump, and the hydraulic pump can output an external load of the engine.

The engine according to any one of claims 1 to 8,
The inside of the crankcase (1) is partitioned for each cylinder by partition walls (14) and (15), and intermediate bearing holes (14a) and (15a) are formed in the partition walls (14) and (15). 14a) and 15a are supported by intermediate journal portions (14c) and (15c) of the crankshaft (4) through bearing cases (14b) and (15b), and end portions are formed on the end wall (16) of the crankcase (1). A bearing hole (16a) is opened, and the end journal portion (16c) of the crankshaft (4) is supported through the bearing case (16b) in the end bearing hole (16a).
While the bearing cases (14b), (15b) and (16b) are attached to the intermediate journal portions (14c) (15c) and the end journal portions (16c) of the crankshaft (4), the crankshaft (4) is attached to the end bearings. When the crankshaft (4) is accommodated in the crankcase (1) by being inserted through the hole (16a) and then inserted into the intermediate bearing holes (15a) (14a),
The radius of rotation from the crankshaft center axis (4a) to the outermost part of the crankpin (17) is made larger than the inner diameters of the intermediate bearing holes (14a) (15a) and the end bearing holes (16a), and the intermediate bearing holes (14a ) (15a) and a peripheral portion of the end bearing hole (16a) are provided with thinning portions (14d), (15d) and (16d), and when the crankshaft (4) is housed in the crankcase (1), An engine characterized in that the outermost part of the pin (17) is allowed to pass through the thinning portions (14d) (15d) (16d).

The engine according to claim 9, wherein
An engine characterized in that the thinned portions (14d) and (15d) of the intermediate bearing holes (14a) and (15a) are disposed above the intermediate bearing holes (14a) and (15a).