JP4273158B2 - engine - Google Patents

Description

  The present invention relates to an engine.

  Conventionally, in an engine with different specifications, such as an engine with an injection pump specification or an engine with a common rail specification, common parts are not used for the gear train, and respective dedicated parts are used.

The above prior art has the following problems.
<Problem 1> The engine specification cannot be changed.
Conventionally, since dedicated parts are used for gear trains in engines with different specifications, it is not possible to change specifications such as the injection pump specifications and the common rail specifications.

<Problem 2> The gear train of engines with different specifications cannot be made separately from common parts.
Conventionally, since common parts are not used in engines having different specifications, for example, engine gear trains having different specifications such as an injection pump specification and a common rail specification cannot be separated from the common parts.

  The subject of this invention is providing the engine which can solve the said problem.

(Invention of Claim 1)
As shown in FIGS. 1 (A) and 1 (B), the invention of claim 1 is an engine in which pumps (39) and (139) for pumping fuel are linked with the power of the crankshaft (1), A pair of gears (32a) and (32b) can be attached to one gear attachment shaft (32), and at least one of the pair of gears (32a) and (32b) (32a) is attached to one gear attachment shaft (32). The power of the crankshaft (1) is pumped (39) (139) via a gear train (14) (114) comprising at least one of the pair of gears (32a) (32b) (32a) as a component. The gear mounting shaft (32) is the valve drive cam shaft (72), one of the pair of gears (32a) and (32b) is the basic gear, and this basic gear (32a) is driven. When the valve cam gear (72a) is meshed with the crank gear (3), the cylinder head ( 6) The secondary rotation balancer gear (37a) attached to the secondary rotation balancer shaft (37), with the side facing up and the width direction of the crank chamber (75) perpendicular to the installation direction of the crankshaft (1) as the horizontal direction, 9), the secondary rotary balancer shaft accommodating portion (37c) is disposed on the lateral side of the cylinder (43), as shown in FIG. A side water passage (77) is provided between the secondary rotary balancer shaft housing portion (37c) and the valve operating cam shaft (72) along the installation direction of the crankshaft (1), and cooling water from the radiator is supplied to the side water passage. When the cylinder jacket (78) of the multi-cylinder cylinder block is introduced via (77), the secondary rotary balancer shaft accommodating portion (37c), the side water channel (77), and the valve camshaft (72) are connected to the cylinder jacket. (78) and the cylinder (43) along the wall. The next rotation balancer shaft accommodating portion (37c) and the valve operating cam shaft (72) are disposed separately above and below the side water channel (77), and the valve operating cam shaft (72) is disposed below the side water channel (77). The secondary rotary balancer shaft accommodating portion (37c) is disposed above the side water channel (77), and the side opposite to the lateral side where the secondary rotational balancer shaft accommodating portion (37c) is disposed; Another secondary rotary balancer shaft accommodating portion (35b) is disposed on the other side of the cylinder block (11), and the secondary rotational balancer shaft accommodating portion (35b) is located more than the valve operating cam shaft (72). It relates to the engine placed at a low position .

(Inventions of Claims 2 to 4)
As shown in FIG. 1 (A), the invention of claims 2 to 4 is an engine of an injection pump specification, and both a pair of gears (32a) and (32b) are attached to one gear attachment shaft (32). The gear train (14) having a two-layer structure is configured , the gear mounting shaft (32) is a valve operating cam shaft (72), and one of the pair of gears (32a) and (32b) (32a) is a basic gear. When the basic gear (32a) is the valve cam gear (72a) and the valve gear cam gear (72a) is meshed with the crank gear (3), the cylinder head (16) side is up and perpendicular to the installation direction of the crankshaft (1). The secondary rotary balancer gear (37a) attached to the secondary rotary balancer shaft (37) is meshed with the valve cam gear (72a) from above when the width direction of the crank chamber (75) is viewed as the horizontal direction. As shown in FIG. 9, the secondary rotation balancer shaft accommodating portion (37c) is A side water passage (77) that is disposed laterally of the rotor (43) and extends along the direction in which the crankshaft (1) is installed between the secondary rotary balancer shaft housing (37c) and the valve camshaft (72). When the cooling water from the radiator is introduced into the cylinder jacket (78) of the multi-cylinder cylinder block via the side water channel (77), the secondary rotary balancer shaft accommodating portion (37c) and the side water channel (77) The valve camshaft (72) is arranged vertically along the cylinder jacket (78) and the wall of the cylinder (43). The pair of upper and lower secondary rotary balancer shaft housings (37c) and the valve camshaft ( 72) are arranged separately above and below the side water channel (77), the valve camshaft (72) is arranged below the side water channel (77), and the secondary rotary balancer shaft housing portion (37c) is disposed. It is arranged above the side water channel (77) and is opposite to the horizontal one side on which the secondary rotating balancer shaft accommodating portion (37c) is arranged. Another secondary rotation balancer shaft accommodating portion (35b) is disposed on the other side of the binder block (11), and the secondary rotation balancer shaft accommodating portion (35b) is lower than the valve operating cam shaft (72). It relates to the engine placed at the position .

(Invention of Claim 5)
As shown in FIG. 1 (B), the invention of claim 5 is a common rail engine, and at least one of a pair of gears (32a) and (32b) is provided on one gear mounting shaft (32). A gear train (114) having a single layer structure is constructed , the gear mounting shaft (32) is a valve operating cam shaft (72), and one of the pair of gears (32a) and (32b) (32a) is a basic gear. When the basic gear (32a) is the valve cam gear (72a) and the valve gear cam gear (72a) is meshed with the crank gear (3), the cylinder head (16) side is up and perpendicular to the installation direction of the crankshaft (1). The secondary rotary balancer gear (37a) attached to the secondary rotary balancer shaft (37) is meshed with the valve cam gear (72a) from above when the width direction of the crank chamber (75) is viewed as the horizontal direction. As shown in Fig. 9, the secondary rotation balancer shaft The portion (37c) is disposed on the lateral side of the cylinder (43), and extends along the direction in which the crankshaft (1) is laid between the secondary rotation balancer shaft accommodating portion (37c) and the valve operating camshaft (72). A side water passage (77) is provided, and when the cooling water from the radiator is introduced into the cylinder jacket (78) of the multi-cylinder cylinder block via the side water passage (77), the secondary rotation balancer shaft accommodating portion (37c) and the side A water channel (77) and a valve operating cam shaft (72) are arranged vertically along the cylinder jacket (78) and the wall of the cylinder (43), and a pair of upper and lower secondary rotating balancer shaft accommodating portions (37c) The valve camshaft (72) is disposed separately above and below the side water channel (77), and the valve camshaft (72) is disposed below the side water channel (77) to accommodate the secondary rotary balancer shaft. The side (37c) is disposed above the side waterway (77), and the side where the secondary rotating balancer shaft accommodating portion (37c) is disposed. Another secondary rotation balancer shaft accommodating portion (35b) is disposed on the other side of the cylinder block (11) opposite to the side, and this secondary rotation balancer shaft accommodating portion (35b) is connected to the valve cam. The present invention relates to an engine disposed at a position lower than the shaft (72) .

(Invention of Claims 6-8)
As shown in FIG. 5, the invention according to claims 6 to 8 is an engine in which the winding transmission device (42) and the gear train (14) (114) are separately arranged at the front and rear ends of the cylinder block (11). It is about.

(Inventions of Claims 9 to 11 )
As illustrated in FIG. 4 (A), in the inventions of claims 9 to 11 , the crank gear (3) constituting the gear train (14) (114) is disposed adjacent to the flywheel (2). Related to the engine.
(Invention of Claim 12)
As shown in FIG. 4 (A), the invention of claim 12 makes the outer diameter of the end journal (4) larger than the outer diameter of the other journal (10) of the crankshaft (1). The present invention relates to an engine in which a female screw part (9) is formed in the part journal (4).

(Invention of Claims 13-14)
  As shown in FIG. 10, the inventions of claims 13 to 14 are provided with a plurality of outlets (77a) facing the cylinder jacket (78) in the side water passages (77) passing through the sides of the plurality of cylinders (43). The present invention relates to an engine in which a plurality of outlets (77a) are arranged at both ends and an intermediate portion of a side water channel (77) in the longitudinal direction.

(Invention of Claim 1)
<Effect 1> Engine specifications can be changed.
As shown in FIGS. 1 (A) and 1 (B), in the present invention, a pair of gears (32a) (32b) can be attached to one gear mounting shaft (32), and the pair of gears (32a) (32b) ) Is attached to the gear mounting shaft (32), and the crankshaft is connected via a gear train (14) (114) using at least one of the pair of gears (32a) and (32b) (32a). The power of (1) is transmitted to the pumps (39) and (139). Therefore, by properly using the pair of gears (32a) and (32b), it is possible to change the specifications such as the injection pump specification and the common rail specification, for example.

<Effect 2> Engine gear trains of different specifications can be made separately from common parts.
As shown in FIGS. 1 (A) and 1 (B), in the present invention, since a pair of gears (32a) and (32b) can be attached to one gear mounting shaft (32), the pair of gears (32a) ( 32b) by making one (32a) a common part of an engine with different specifications, for example, making a gear train (14) (114) of an engine with different specifications such as an injection pump specification and a common rail specification from the common parts Can do.
<< Effect 20 >> The enlargement of the engine resulting from arrangement | positioning of the accommodating part for secondary rotation balancer shafts can be suppressed.
As shown in FIG. 9, in the present invention, the secondary rotation balancer shaft accommodating portion (37c) is disposed on the lateral side of the cylinder (43) serving as a dead space, so that the secondary rotation balancer shaft accommodating portion (37c ), It is not necessary to expand the crank chamber (75) laterally or downward, and the increase in size of the engine due to the arrangement of the secondary rotating balancer shaft accommodating portion (37c) is suppressed. be able to.
<< Effect 21 >> The engine can be reduced in size.
As shown in FIG. 9, in the present invention, the secondary rotating balancer shaft accommodating portion (37c), the side water channel (77), and the valve operating cam shaft (72) are vertically arranged in a compact manner, so that the engine is downsized. can do.

(Invention of Claim 2)
<Effect 3> It is possible to change to a different specification such as a common rail specification.
As shown in FIG. 1 (A), in the present invention, a pair of gears (32a) and (32b) can be attached to one gear attachment shaft (32) in an engine of an injection pump specification. By changing the usage of (32a) and (32b), it is possible to change to a different specification such as a common rail specification.

<Effect 4> Engine gear trains of different specifications can be made separately from common parts.
As shown in FIG. 1 (A), in the present invention, a pair of gears (32a) and (32b) can be attached to one gear attachment shaft (32) in an engine of an injection pump specification. By making one (32a) of (32a) and (32b) a common part with the gear train (114) of the engine of the common rail specification shown in FIG. 1 (B), the gear train (14) (114) (114) ) Can be made using common parts.
<< Effect 20 >> The enlargement of the engine resulting from arrangement | positioning of the accommodating part for secondary rotation balancer shafts can be suppressed.
As shown in FIG. 9, in the present invention, the secondary rotation balancer shaft accommodating portion (37c) is disposed on the lateral side of the cylinder (43) serving as a dead space, so that the secondary rotation balancer shaft accommodating portion (37c ), It is not necessary to expand the crank chamber (75) laterally or downward, and the increase in size of the engine due to the arrangement of the secondary rotating balancer shaft accommodating portion (37c) is suppressed. be able to.
<< Effect 21 >> The engine can be reduced in size.
As shown in FIG. 9, in the present invention, the secondary rotating balancer shaft accommodating portion (37c), the side water channel (77), and the valve operating cam shaft (72) are vertically arranged in a compact manner, so that the engine is downsized. can do.

(Invention of Claim 3)
In addition to the effect of the invention of claim 2, the following effect is produced.
<Effect 5> The gear train can be reduced in size.
As shown in FIG. 1A, in the present invention, as shown in claim 2, the basic gear train (14a) and the second gear train (14b) constitute a two-layer gear train (14). The diameter of the gear constituting the second gear train (14b) can be determined irrespective of the diameter of the gear constituting the basic gear train (14a).
Based on this, in the present invention, the second gear (32b) constituting the second gear train (14b) and the injection pump input gear (34a) are transferred from the basic gear (32a) constituting the basic gear train (14a). Since the diameter is also small, the gear train (14) can be made small.

(Invention of Claim 4)
In addition to the effect of the invention of claim 2 or claim 3, the following effect is produced.
<< Effect 6 >> Engine noise can be reduced.
In the present invention, since the gear module of the second gear train (14b) is made smaller than the gear module of the basic gear train (14a), the meshing of the gear of the second gear train (14b) is smoothed accordingly, and the engine Noise can be reduced.

<Effect 7> The manufacturing cost of the gear train can be reduced.
In the present invention, since the gear module of the basic gear train (14a) is made larger than the gear module of the second gear train (14b), the number of gear teeth constituting the basic gear train (14a) is reduced accordingly. The manufacturing cost of the gear train (14) can be reduced.

(Invention of Claim 5)
<Effect 8> It is possible to change to a different specification such as an injection pump specification.
As shown in FIG. 1 (B), in the present invention, a pair of gears (32a) and (32b) can be attached to one gear mounting shaft (32) in a common rail engine. By changing the usage of 32a) and 32b, it is possible to change to a different specification such as an injection pump specification.

<< Effect 9 >> Gear trains of engines with different specifications can be created using common parts.
As shown in FIG. 1 (B), the present invention is a common rail engine, and a pair of gears (32a) and (32b) can be attached to one gear attachment shaft (32). By using one of the gears 32a and 32b as a common part with the engine gear train 14 of the injection pump specification shown in FIG. 1A, the gear train 14 of the engine having a different specification is used. (114) can be made using common parts.
<< Effect 20 >> The enlargement of the engine resulting from arrangement | positioning of the accommodating part for secondary rotation balancer shafts can be suppressed.
As shown in FIG. 9, in the present invention, the secondary rotation balancer shaft accommodating portion (37c) is disposed on the lateral side of the cylinder (43) serving as a dead space, so that the secondary rotation balancer shaft accommodating portion (37c ), It is not necessary to expand the crank chamber (75) laterally or downward, and the increase in size of the engine due to the arrangement of the secondary rotating balancer shaft accommodating portion (37c) is suppressed. be able to.
<< Effect 21 >> The engine can be reduced in size.
As shown in FIG. 9, in the present invention, the secondary rotating balancer shaft accommodating portion (37c), the side water channel (77), and the valve operating cam shaft (72) are vertically arranged in a compact manner, so that the engine is downsized. can do.

(Invention of Claim 6)
In addition to the effect of the invention of any one of claims 1 to 5, the following effect is achieved.
<< Effect 10 >> The width of the engine can be reduced.
As shown in FIG. 5, in the present invention, the winding transmission device (42) and the gear train (14) (114) are largely separated from each other in the front-rear direction. 42) the tensioner (47) and the gear train (14) (114) are not arranged side by side, and the lateral width of the engine can be reduced.

(Invention of Claim 7)
In addition to the effect of the invention of claim 6, the following effect is obtained.
<< Effect 11 >> The lateral width of the engine can be reduced.
As shown in FIG. 5, in the present invention, the tensioner (47) and the pumps (39) and (139) are largely separated from each other in the front-rear direction, so that these parts are not arranged side by side as shown in FIGS. The width of the engine can be reduced.

<Effect 12> Restrictions on the installed model can be reduced.
As shown in FIG. 5, in the present invention, the tensioner (47) and the pumps (39) (139) with high maintenance frequency are gathered and arranged on one side of the cylinder block (11). Even machines that cannot be maintained can be installed, and the restrictions on installed models can be reduced.

<< Effect 13 >> Maintenance work efficiency can be increased.
In the present invention, as described above, the tensioner (47) and the pumps (39) (139) with high maintenance frequency are gathered and arranged on one side of the cylinder block (11). Can be high.

(Invention of Claim 8)
In addition to the effect of the invention of claim 7, the following effect is obtained.
<< Effect 14 >> The lateral overhang of a part can be reduced.
As shown in FIG. 5, the generator (48) and the pumps (39) (139) having a relatively large lateral width are connected to the upper portion (46a) of the cylinder block (11) where the crank chamber (75) does not overhang. Therefore, as shown in FIG. 7 and FIG. 8, the lateral protrusion of the component can be reduced.

(Invention of Claim 9)
In addition to the effect of the invention of any one of claims 1 to 8, the following effect is achieved.
<< Effect 15 >> The vibration of the gear train can be suppressed.
As shown in FIG. 4 (A), in the present invention, the crank gear (3) is disposed at a position that becomes a node of vibration of the crankshaft (1), so that the vibration of the crank gear (3) is reduced and the gear train is reduced. (14) The vibration of (114) can be suppressed.

(Invention of Claim 10)
In addition to the effect of the invention of claim 9, the following effect is obtained.
<< Effect 16 >> Manufacture of a crankshaft and a crank gear can be facilitated.
As shown in FIG. 4A, in the present invention, since the crank gear (3) is gap-fitted to the crankshaft (1), the outer diameter of the crankshaft (1) and the crank gear are different from the case of shrink fitting them. High dimensional accuracy is not required for the inner diameter of (3), and the crankshaft (1) and the crank gear (3) can be easily manufactured.

(Invention of Claim 11)
In addition to the effect of the invention of claim 10, the following effect is obtained.
<< Effect 17 >> Even when the crank gear and the flywheel are fastened together, the gear train can be reduced in size.
As shown in FIGS. 4 (A) and 4 (B), in the present invention, when the crank gear (3) and the flywheel (2) are fastened together with the crank shaft (1), the crank gear (1) In order to secure the transmission torque to 3), the radius (r) of the virtual circle (7) needs to be a predetermined length or more. However, in order to pass the mounting bolt (8) through the crank gear (3), The outer diameter of the crank gear fitting shaft portion (6) can be smaller than when the mounting bolt (8) is inserted into the crank gear fitting shaft portion (6). For this reason, the diameter of the crank gear (3) can be small, and the gear train (14) (114) can be made small.

(Invention of Claim 12)
In addition to the effect of the invention of claim 11, the following effect is achieved.
<< Effect 18 >> The overall length of the engine can be shortened.
As shown in FIG. 4 (A), in the present invention, in order to form the female thread portion (9) in the end journal (10), the end journal (4) and the crank gear fitting shaft portion (6) are separated. There is no need to provide a female thread forming shaft portion therebetween, and the overall length of the engine can be shortened.

<< Effect 19 >> The service life of the crankshaft can be ensured.
As shown in FIG. 4 (A), in the present invention, the outer diameter of the end journal (4) where a large stress is generated by a reaction force such as the gear train (14) (114) is set to be different from that of the crankshaft (1). Therefore, the service life of the crankshaft (1) can be ensured.

(Invention of Claim 13)
In addition to the effect of the invention of any one of claims 1 to 12, the following effect is achieved.
<< Effect 22 >> Warm-up and cooling of the walls of all cylinders can be made uniform.
As shown in FIG. 10, in the present invention, since the plurality of outlets (77a) are arranged in the longitudinal direction of the side water channel (77), the cooling water is directed toward the walls of all the cylinders (43) and (43). It is possible to distribute evenly and to uniformly warm up and cool the walls of all the cylinders (43) and (43).

(Invention of Claim 14)
In addition to the effect of the invention of claim 13, the following effect is obtained.
<< Effect 23 >> The engine can be reduced in size.
As shown in FIG. 10, in the present invention, since the tappet guide hole (79) is provided by effectively utilizing the inside of the meat wall that becomes a dead space, the engine can be downsized.

  Embodiments of the present invention will be described with reference to the drawings. 1 to 10 are diagrams for explaining an embodiment of the present invention. In this embodiment, a vertical multi-cylinder diesel engine and a manufacturing method thereof will be described.

The outline of this embodiment is as follows.
FIG. 1A is an explanatory diagram of an engine gear train of an injection pump specification according to an embodiment of the present invention, and FIG. 1B is an explanatory diagram of a gear train of a common rail specification engine according to an embodiment of the present invention. . This embodiment relates to an engine of each specification provided with a gear train that is separately manufactured from common parts, and a method of manufacturing the engine by the manufacture of the engine.

The outline of the engine of each specification is as follows.
As shown in FIGS. 1 (A) and 1 (B), the engine of each specification is an engine in which pumps (39) and (139) for pumping fuel are linked with the power of the crankshaft (1). The power of the crankshaft (1) is transmitted to the pumps (39) and (139) via the gear trains (14) and (114).

The differences and common points between the engines of each specification are as follows.
1A includes an injection system from the fuel injection pump 39 to the fuel injection nozzle, whereas the common rail engine shown in FIG. 1B has a fuel supply pump. An injection system from (139) to the fuel injection nozzle is provided. The engine of each specification has a different configuration of the injection system. In addition, in the engine of each specification, the configuration of each gear train (14) (114) is partially different. All other configurations are the same.

The common points of the gear trains (14) and (114) of the engine of each specification are as follows.
As shown in FIGS. 1 (A) and 1 (B), a pair of gears (32a) and (32b) can be mounted on one gear mounting shaft (32). One (32a) of the pair of gears (32a) and (32b) is a basic gear, the other (32b) is a second gear, the basic gear (32a) is attached to a gear mounting shaft (32), and the basic gear (32a) and The crank gear (3) constitutes a basic gear train (14a). The crank gear (3) and the basic gear (32a) are common parts of the gear trains (14) and (114).

  Note that the second gear (32b) is used in the engine gear trains (14) and (114) of each specification, but in the engine of the common rail specification shown in FIG. 1 (B), the second gear (32b) is It is not used as a component of the gear train (114). The second gear (32b) is used only for interlocking the primary balancer shaft (38). For this reason, in the engine of the common rail specification, when the primary balancer shaft (38) is not used, the second gear (32b) does not need to be used, and the second gear (32a) is connected to each gear train (14) (114). ) Is not a common part.

The points unique to the gear train (14) of the engine of the injection pump specification are as follows.
As shown in FIG. 1 (A), the second gear train (14b) is constructed by sequentially meshing the second gear (32b), the idle gear (29) of the injection pump specification, and the injection pump input gear (34a). The basic gear train (14a) and the second gear train (14b) constitute a two-layer gear train (14), and the power of the crankshaft (1) is supplied to the fuel injection pump via the gear train (14). (39) is transmitted. The second gear (32b) constituting the second gear train (14b) and the injection pump input gear (34a) have a smaller diameter than the basic gear (32a) constituting the basic gear train (14a). The gear module of the second gear train (14b) is made smaller than the gear module of the basic gear train (14a).

The points unique to the gear train (114) of the common rail engine are as follows.
As shown in FIG. 1B, the idle gear (129) of the common rail specification and the supply pump input gear (134a) are meshed to form the extension gear train (14c), and the basic gear (32a) is connected to the idle gear ( 129), the basic gear train (14a) and the extended gear train (14c) constitute a one-layer gear train (114), and the power of the crankshaft (1) is configured via this gear train (114). Is transmitted to the fuel supply pump (139).

The meshing of the peripheral gears with the gear trains (14) and (114) of the engine of each specification is as follows.
As shown in FIGS. 1 (A) and 1 (B), the common point is that the basic gear (32a) is meshed with the output take-out gear (27a) and the first secondary rotation balancer gear (37a). The primary rotation balancer gear (38a) is meshed with the gear (32b). As shown in FIG. 1A, the difference is that in the case of a gear train (14) with an injection pump specification, the idler gear (29) meshes with the second secondary rotation balancer gear (35a) having a small gear module. In contrast, in the case of the common rail gear train (114) shown in FIG. 1 (B), the idler gear (129) is engaged with the second secondary rotation balancer gear (135a) having a large gear module. In the point.

The engine gear support structure for each specification is as follows.
As shown in FIGS. 1 (A) and 1 (B), the crank gear (3) is attached to the crankshaft (1), and the basic gear (32a) and the first gear are connected to the gear train (14) (114) of any specification. The two gears (32b) are attached to the valve operating cam shaft (72), which is a gear attachment shaft (32), and the idle gears (29) and (129) are attached to idle gear shafts fixed to the back of the cylinder block. The input gears (34a) (134a) are attached to the pump input shafts (34) (134). However, the arrangement of the idle gear shafts of the idle gears (29) and (129) is different. As shown in FIG. 3, the basic gear (32a) includes a boss (33) extending in the axial direction of the central axis, and a second gear (32b) can be attached to the boss (33) by press-fitting. Yes. The second gear (32b) is press-fitted into the boss (33) of the basic gear (33a), and is attached to the valve camshaft (72) together with the basic gear (33a).
As shown in FIGS. 1 (A) and 1 (B), the first secondary rotating balancer gear (37a) is used as the first secondary rotating balance gear (37a) in the peripheral gears of the gear trains (14) and (114) of any specification. attached to the rotary balancer shaft (37), each second secondary rotary balancer gear (35a) (135a) is attached to the second secondary rotary balancer shaft (35), a primary rotary balancer gear (38a) is a primary rotary balancer shaft ( 38) and the output take-out gear (27a) is attached to the output take-out shaft (27) to the working device (36).
This working device (36) is a working hydraulic pump, and the output take-out shaft (27) is a full load take-out side PTO shaft, from which almost the entire amount of external output from the engine is output. As shown in FIG. 3, since each gear of the gear train from the crankshaft (1) to the work device (36) receives a large force, the crankshaft (1) and the valve camshaft ( 72) and the output take-out shaft (27) are both supported at a plurality of locations so that the gears are not easily tilted.

The common parts layout on the left side of the engine is as follows.
As shown in FIG. 5, the tensioner (47) and the fuel injection pump (39) of the winding transmission (42) (in the case of the common rail specification, “fuel supply pump (139)”; the same applies hereinafter). Are arranged on the left side of the cylinder block (11) in the front-rear direction. The tensioner (47) is in front and the fuel injection pump (39) is behind. A belt transmission is used for the winding transmission (42), and a generator (48) is used for the tensioner (47). The generator (48) and the fuel injection pump (39) are positioned at substantially the same height on the left side of the upper portion (46a) of the cylinder block (11). An oil cooler (49) and a starter motor (45) are arranged in the front-rear direction on the left side of the central portion (46b) in the vertical direction of the cylinder block (11). The oil cooler (49) is in front and the starter motor (45) is behind. The oil cooler (49) and the starter motor (45) are positioned at substantially the same height. As seen from the left side of the cylinder block (11), an oil level gauge (56) handle is disposed between the oil filter (52) attached to the rear portion of the oil cooler (49) and the starter motor (45). Yes.

The common points of other parts arrangement on the left side of the engine are as follows.
As shown in FIG. 5, the governor (59) is assembled | attached to the front-end part of the fuel injection pump (39). A fuel filter (60) is disposed on the left side of the cylinder head (16) and above the generator (48). A cooling water pipe (61) of the oil cooler (49) is arranged from below the governor (59) to a space between the cylinder block (11) and the oil filter (52). An EGR solenoid valve (62) for controlling the exhaust gas recirculation amount is disposed on the left side of the cylinder head (16), in front of the fuel filter (60) and above the generator (48). When viewed from the left side of the engine, an oil switch (63) for detecting a decrease in hydraulic pressure is disposed between the fuel injection pump (39) and the starter motor (45), and a water temperature sensor (64) attached to the cylinder head (16). ) Is exposed behind the fuel injection pump (39). A timing confirmation window (65) is provided in the flywheel housing case (19) behind the starter motor (45). The gear alignment mark of the gear train (14) is confirmed in the timing confirmation window (65). As viewed from the left side of the engine, a fuel filler port (67) is disposed below the fuel injection pump (39) and above the end of the starter motor (45) near the oil level gauge (56). Since the fuel injection pump (39) is located on the left side, the fuel pipe is naturally arranged on the left side. When a reserve tank, air cleaner, or oil drain hole is provided, it is placed on the left side, which is the maintenance side.

The common points of component arrangement on the right side of the engine are as follows.
As shown in FIG. 6, on the right side of the upper portion (46a) of the cylinder block (11), a pair of work devices (50) and (36) are arranged in the front-rear direction. The front working device (50) is a working air compressor, and the rear working device (36) is the aforementioned working hydraulic pump. These are arranged at substantially the same height.

The common points of the parts arrangement at the front of the engine are as follows.
As shown in FIG. 7, the tension pulley (47a) of the belt tensioner (47) is arranged on the left side of the cooling fan pulley (41a), and the driven pulley (50a) of the work device (50) is arranged on the right side. A driving pulley (1a) attached to the crankshaft (1) is disposed below the cooling fan pulley (41a). A fan belt (41b) is wound around a driving pulley (1a), a tension pulley (47a) and a driven pulley (50a) so that the inner peripheral surface thereof is in contact, and the fan belt (41b) is wound around a cooling fan pulley (41a). Is wound so that its outer peripheral surface is in contact. A cooling water introduction pipe (54a) of the water pump (54) is disposed between the driven pulley (50a) and the driving pulley (1a). Between the driven pulley (50a) and the driving pulley (1a), a part of the fan belt (41b) is folded back toward the cooling fan pulley (41a), and the folded part (41c) is folded onto the cooling fan pulley (41a). It is wrapped around. An idle pulley (68) is disposed above the cooling fan pulley (41a), and a part of the fan belt (41b) is lifted between the tension pulley (47a) and the driven pulley (50a). The peripheral surface is wound so as to be in contact with the idle pulley (68), and this portion is not in contact with the cooling fan pulley (41a). As the fan belt (41b), a poly V belt having a plurality of ridges along the longitudinal direction on the inner peripheral surface is used.

The common points of the bearing structure of the crankshaft (1) are as follows.
As shown in FIG. 4A, the cylinder block (11) is provided with an intermediate bearing hole (21) and an end bearing hole (22). An intermediate bearing metal (23) is fitted into the intermediate bearing hole (21), and thereby the intermediate journal (10) of the crankshaft (1) is radial-bearing. An end bearing metal (24) is fitted into the end bearing hole (22), thereby radial bearing the end journal (4) of the crankshaft (1) and thrust bearing of the crankshaft (1). . The end journal (4) is larger in diameter than the intermediate journal (10).

The common point of the mounting structure of the end bearing metal is as follows.
As shown in FIGS. 4 (A) and 4 (C), the end bearing metal (24) includes a cylindrical radial bearing metal (25) that handles radial bearings and a pair of thrust bearing metal (12) that handles thrust bearings. It consists of. As shown in FIG. 4A, the pair of thrust bearing metals (12) is provided in a flange shape at both ends of the cylindrical radial bearing metal (25). For this reason, the end bearing metal (24) has an annular structure with a U-shaped cross section. As shown in FIG. 4 (A), the front thrust bearing metal (12) is disposed along the front peripheral edge of the end bearing hole (22), and the crank arm (26) of the crankshaft (1) is disposed. I take it. The rear thrust bearing metal (12) is arranged along the rear peripheral edge of the end bearing hole (22). A thrust flange portion (13) is provided between the end journal (4) and a crank gear fitting shaft portion (6), which will be described later, and this thrust flange portion (13) is received by a rear thrust bearing metal (12). ing. As shown in FIG. 4 (A), the cylinder block (11) and the thrust bearing metal (12) both have a vertically divided structure that is divided at a boundary surface along the crankshaft axis (5). Therefore, as shown in FIG. 4 (C), the end bearing metal (24) is divided into a pair of split metal parts having a semi-annular structure, and is fitted into the half-shaped end bearing hole (22). . In order to attach the end bearing metal (24), each divided metal part (12a) (12b) is temporarily fixed to each divided block part (11a) (11b) with grease or the like, and one divided block part (11a). The crankshaft (1) is installed on the top, and the other divided block part (11b) is placed from above. Thereby, the end bearing metal (24) is attached when the cylinder block (11) is assembled.

The common points of the mounting structure of the crank gear (3) are as follows.
As shown in FIG. 4 (A), the crank gear fitting shaft portion (6) protrudes from the end journal (4) on the flywheel (2) side of the crankshaft (1) in the direction of the crankshaft axis (5). The crank gear (3) is externally fitted to the gear fitting shaft portion (6) with a clearance fit. As shown in FIG. 4 (B), seven mounting bolts (8) on a virtual circle (7) having a predetermined radius (r) from the crank axis (5) when viewed in a direction parallel to the crank axis (5). Are arranged at equal intervals. As shown in FIG. 4 (A), these mounting bolts (8) are passed through the flywheel (2) and the crank gear (3) and screwed into the female thread portion (9) in the end journal (4). The crank gear (3) is sandwiched and fixed between the flywheel (2) and the end journal (4) by the fastening force of these mounting bolts (8). Cast iron is used for the material of the crankshaft (1), and steel is used for the material of the crank gear (3).

The common points of the engine internal structure are as follows.
As shown in FIG. 9 , the first secondary rotation balancer is viewed with the cylinder head (16) side up and the width direction of the crank chamber (75) orthogonal to the installation direction of the crankshaft (1) as the horizontal direction. Assuming upper, middle and lower partial areas where the shaft (37) and the valve operating camshaft (72) are arranged on one lateral side of the cylinder (43) and the lateral one side area of the cylinder (43) is divided into three equal parts. The central axis (37b) of one secondary rotation balancer shaft (37) is positioned in the upper partial area, and the central axis (72b) of the valve operating cam shaft (72) is positioned in the lower partial area. The second secondary rotation balancer shaft (35) is positioned obliquely below the other side of the cylinder (43). The primary rotation balancer shaft (38) is positioned obliquely below one side of the valve operating cam shaft (72).

The common points of the shaft arrangement are as follows.
As shown in FIG. 9, the push rod (76) of the valve operating device is inserted between the cylinder (43) and the secondary rotation balancer shaft (37) in the upper partial area. When the valve gear cam gear (72a) is engaged with the crank gear (3), the secondary rotation balancer gear (37a) attached to the secondary rotation balancer shaft (37) is meshed with the valve operation cam gear (72a) from above. The secondary rotation balancer shaft accommodating portion (37c) is arranged on the lateral side of the cylinder (43) so as to be able to do so. A side water passage (77) is provided between the secondary rotary balancer shaft housing portion (37c) and the valve operating cam shaft (72) along the installation direction of the crankshaft (1), and cooling water from the radiator is supplied to the side water passage. When being introduced into the cylinder jacket (78) of the multi-cylinder cylinder block (11) via (77), the secondary rotary balancer shaft accommodating portion (37c) , the side water channel (77), and the valve operating cam shaft (72) Are lined up and down along the cylinder jacket (78) and the wall of the cylinder (43). The pair of upper and lower secondary rotary balancer shaft accommodating portions (37c) and the valve operating cam shaft (72) are arranged separately above and below the side water channel (77), and the valve operating cam shaft (72) is disposed on the side water channel ( 77), the secondary rotating balancer shaft accommodating portion (37c) is disposed above the side water channel (77), and the secondary rotating balancer shaft accommodating portion (37c) is disposed on one side. The other secondary rotation balancer shaft accommodating portion (35b) is disposed on the other side of the cylinder block (11) opposite to the cylinder block (11), and this secondary rotation balancer shaft accommodating portion (35b) is used as the valve camshaft. It is arranged at a position lower than (72). The secondary rotary balancer shaft accommodating portions (37c) and (35b) accommodate the secondary rotational balancer shafts (37) and (35), respectively.

The common points of the side waterway and the surrounding area are as follows.
As shown in FIG. 9, the valve camshaft (72) is disposed below the cylinder jacket (78), and the outlet (77a) of the side water channel (77) faces the lower part of the cylinder jacket (78). As shown in FIG. 10, a plurality of outlets (77 a) to the cylinder jacket (78) are provided in the side water passages (77) passing through the sides of the plurality of cylinders (43), and the plurality of outlets (77 a) are connected to the side water passages. They are arranged at both end portions and intermediate portion of (77). Each outlet (77a) faces the top of one side of each cylinder (43). A tappet guide hole (79) of the valve operating device is provided in the wall between adjacent outlets (77a) and (77a) of the side water channel (77). As shown in FIG. 9, the valve cam chamber (80) communicates with the crank chamber (75) below the valve cam chamber (80), and the tappet guide hole (79) passes through the valve cam chamber (80) from the crank chamber (75). The mushroom tappet (82) can be inserted, and the mushroom tappet (82) is inserted here.

The outline of the manufacturing method of the engine of each specification is as follows.
In manufacturing the engine of the injection pump specification shown in FIG. 1 (A) and the engine of the common rail specification shown in FIG. 1 (B), the engine of each specification is made separately using common parts.

Non-common parts of engines of each specification are as follows.
The injection system from the fuel supply pump (39) to the fuel injection nozzle of the engine of the injection pump specification shown in FIG. 1 (A), the injection pump input shaft (34), the injection pump input gear (34a), and the injection pump specification An idle system (29), a second secondary balancer gear (35a) of the injection pump specification, and an injection system from the fuel supply pump (139) of the common rail specification engine shown in FIG. 1 (B) to the fuel injection nozzle The supply pump input shaft (134), the supply pump input gear (134a), the common rail specification idle gear (129), and the common rail specification second secondary rotation balancer gear (135a) are all non-common parts. .

The common parts of the engine of each specification are as follows.
The parts other than the non-common parts are all common parts, and the crank gear (3) and the basic gear (32a) are common parts in the gear train (14) (114).

The manufacturing method of the engine of each specification is as follows.
This is a method of manufacturing an engine in which a common part is used for each gear train (14) (114) and an engine of each specification is made using this common part when manufacturing an engine of an injection pump specification and an engine of a common rail specification. .

  As shown in FIGS. 1 (A) and 1 (B), a pair of gears (32a) and (32b) can be respectively attached to the gear mounting shaft (32) of the engine of each specification, and the pair of gears (32a) and (32b) are provided. One (32a) is the basic gear, the other (32b) is the second gear, and the basic gear (32a) and the crank gear (3) are used as common parts of the gear trains (14) and (114). When the engine is manufactured, the basic gear (32a) and the crank gear (3), which are common parts, are respectively attached to the gear mounting shaft (32) and the crank shaft (1), and the basic gear (32a) and The crank gear (3) constitutes a basic gear train (14a).

  As shown in FIG. 1 (A), when manufacturing an engine of an injection pump specification, the second gear (32b) is also mounted on the gear mounting shaft (32) together with the basic gear (32a), and this second gear (32b ), The injection pump input gear (34a) and the idle gear (29) constitute a second gear train (14b), and the second gear train (14b) and the basic gear train (14a) constitute a two-layer gear. A train (14) is formed, and the power of the crankshaft (1) can be transmitted to the fuel injection pump (39) via the gear train (14).

  As shown in FIG. 1B, when a common rail engine is manufactured, an extension gear train (14c) is constituted by an idle gear (129) and a supply pump input gear (134), and a basic gear (32a ) Meshes with the idle gear (129), and the extended gear train (14c) and the basic gear train (14a) constitute a single-layer gear train (114), and the crankshaft is connected via the gear train (114). The power of (1) can be transmitted to the fuel supply pump (139).

  For other common parts, there is no difference between engines of each specification, and they are installed in the usual way. In the above manufacturing method, the basic gear (32a) and the crank gear (3) are used as common parts of the gear trains (14) and (114). However, only the basic gear (32a) is used as a common part and the crank gear is used. The gear (3) may be a dedicated part. That is, in the above manufacturing method, at the time of manufacturing an engine of any specification, at least a basic gear (32a) as a common part is attached to the gear mounting shaft (32), and the basic gear (32a) and the crank gear (3 ) Constitute a basic gear train (14a).

  As shown in FIGS. 1 (A) and 1 (B), in the manufacturing method described above, when manufacturing an injection pump engine and a common rail engine, gear trains (14) and (114) of the engine of these specifications are used from the common parts. Therefore, the parts cost of the gear train (14) (114) is reduced, and the manufacturing cost of each engine can be reduced.

FIG. 1A is an explanatory diagram of an engine gear train of an injection pump specification according to an embodiment of the present invention, and FIG. 1B is an explanatory diagram of a gear train of a common rail specification engine according to an embodiment of the present invention. . It is a rear view of the engine of the injection pump specification which concerns on embodiment of this invention. FIG. 3 is a cross-sectional plan view of the engine of FIG. 2. 4A is a longitudinal side view in the vicinity of the crank gear of the engine of FIG. 2, and FIG. 4B is an explanation of the assembled state of the gear fitting shaft portion and the crank gear in the cross section taken along the line BB of FIG. 4A. FIG. 4C is an exploded view of the end bearing metal. It is a left view of the engine of FIG. It is a right view of the engine of FIG. It is a front view of the engine of FIG. It is a top view of the engine of FIG. FIG. 3 is a longitudinal front view of the engine of FIG. 2. FIG. 3 is a cross-sectional plan view of the engine of FIG. 2.

Explanation of symbols

(1) ... Crank shaft, (7) ... Virtual circle, (8) ... Mounting bolt, (9) ... Female thread, (10) ... Intermediate journal, (11) ... Cylinder block, (14) ... Injection pump specification Gear train, (114) ... Common rail gear train, (14a): Basic gear train, (14b) ... Second gear train, (14c) ... Extension gear train, (16) ... Cylinder head, (32) ... Gear Mounting shaft, (32a) ... basic gear, (32b) ... second gear, (35) ... second secondary rotation balancer shaft, (35b) ... secondary rotation balancer shaft housing , (37) ... first secondary rotary balancer shaft of, (37a) ... secondary rotary balancer gear, (37c) ... secondary rotary balancer shaft accommodating portion, (39) ... fuel injection pump, (139) ... fuel supply pump, (42) ... winding Hanging transmission, (43) ... Cylinder, (46a) ... Upper portion, (47) ... Tensioner, (48) Generator (72) ... Valve cam shaft, (72a) ... Valve cam gear, (75) ... Crank chamber, (77) ... Side water channel, (77a) ... Outlet, (78) ... Cylinder jacket, (79) … Tappet guide hole.

Claims (14)

An engine that interlocks pumps (39) and (139) for pumping fuel with the power of the crankshaft (1),
A pair of gears (32a) and (32b) can be attached to one gear attachment shaft (32),
At least one (32a) of the pair of gears (32a) and (32b) is attached to one gear mounting shaft (32),
The power of the crankshaft (1) is transmitted to the pumps (39) and (139) via a gear train (14) and (114) having at least one of the pair of gears (32a) and (32b) as a component (14a). to make it in,
The gear mounting shaft (32) is a valve operating cam shaft (72), one of the pair of gears (32a) and (32b) (32a) is a basic gear, the basic gear (32a) is a valve operating cam gear (72a), In meshing the valve cam gear (72a) with the crank gear (3),
A cylinder head (16) side on the the width direction when viewed with the left and right lateral crank chamber perpendicular to the bridging direction of the crankshaft (1) (75), a secondary rotary mounted to the secondary rotary balancer shaft (37) balancer gear (37a) so is possible to force the meshes from above the valve operating cam gear (72a) and arranged secondary rotary balancer shaft accommodating portion (37c) on the side of the cylinder (43),
A side water passage (77) is provided between the secondary rotary balancer shaft housing portion (37c) and the valve operating cam shaft (72) along the installation direction of the crankshaft (1), and the cooling water from the radiator is supplied to the side water passage ( 77) through the cylinder jacket (78) of the multi-cylinder cylinder block via
The secondary rotating balancer shaft accommodating portion (37c), the side water channel (77), and the valve operating cam shaft (72) are arranged vertically along the cylinder jacket (78) and the wall of the cylinder (43).
The upper and lower pair of secondary rotary balancer shaft accommodating portions (37c) and the valve operating cam shaft (72) are arranged separately above and below the side water channel (77),
The valve camshaft (72) is disposed below the side water channel (77), and the secondary rotary balancer shaft housing (37c) is disposed above the side water channel (77).
Another secondary rotary balancer shaft accommodating portion (35b) is disposed on the other side of the cylinder block (11) opposite to the lateral one side on which the secondary rotational balancer shaft accommodating portion (37c) is disposed. An engine in which the secondary rotation balancer shaft accommodating portion (35b) is disposed at a position lower than the valve operating cam shaft (72) . A fuel injection pump (39) for pumping fuel is an injection pump specification engine that is linked with the power of the crankshaft (1),
A pair of gears (32a) and (32b) can be attached to one gear attachment shaft (32),
Both the pair of gears (32a) and (32b) are attached to one gear attachment shaft (32),
One (32a) of the pair of gears (32a) and (32b) is a basic gear, the other (32b) is a second gear, and the basic gear (32a) and the crank gear (1) constitute a basic gear train (14a). The second gear (32b) and the injection pump input gear (34a) constitute a second gear train (14b), and the basic gear train (14a) and the second gear train (14b) constitute a two-layer structure gear. The train (14) is configured, and the power of the crankshaft (1) is transmitted to the fuel injection pump (39) via the gear train (14) .
The gear mounting shaft (32) is a valve operating cam shaft (72), one of the pair of gears (32a) and (32b) (32a) is a basic gear, the basic gear (32a) is a valve operating cam gear (72a), In meshing the valve cam gear (72a) with the crank gear (3),
A cylinder head (16) side on the the width direction when viewed with the left and right lateral crank chamber perpendicular to the bridging direction of the crankshaft (1) (75), a secondary rotary mounted to the secondary rotary balancer shaft (37) balancer gear (37a) so is possible to force the meshes from above the valve operating cam gear (72a) and arranged secondary rotary balancer shaft accommodating portion (37c) on the side of the cylinder (43),
A side water passage (77) is provided between the secondary rotary balancer shaft housing portion (37c) and the valve operating cam shaft (72) along the installation direction of the crankshaft (1), and the cooling water from the radiator is supplied to the side water passage ( 77) through the cylinder jacket (78) of the multi-cylinder cylinder block via
The secondary rotating balancer shaft accommodating portion (37c) , the side water channel (77), and the valve operating cam shaft (72) are arranged vertically along the cylinder jacket (78) and the wall of the cylinder (43).
The upper and lower pair of secondary rotary balancer shaft accommodating portions (37c) and the valve operating cam shaft (72) are arranged separately above and below the side water channel (77),
The valve camshaft (72) is disposed below the side water channel (77), and the secondary rotary balancer shaft housing (37c) is disposed above the side water channel (77).
Another secondary rotation balancer shaft accommodating portion (35b) is arranged on the other side of the cylinder block (11) opposite to the one side on which the secondary rotation balancer shaft (37) is arranged. An engine in which the next rotation balancer shaft accommodating portion (35b) is disposed at a position lower than the valve operating cam shaft (72) . An engine according to claim 2,
An engine in which the second gear (32b) constituting the second gear train (14b) and the injection pump input gear (34a) have a smaller diameter than the basic gear (32a) constituting the basic gear train (14a). An engine according to claim 2 or claim 3, wherein
An engine in which the gear module of the second gear train (14b) is smaller than the gear module of the basic gear train (14a). A common rail engine in which a fuel supply pump (139) for pumping fuel is linked with the power of the crankshaft (1),
A pair of gears (32a) and (32b) can be attached to one gear attachment shaft (32),
At least one (32a) of the pair of gears (32a) and (32b) is attached to one gear mounting shaft (32),
One of the pair of gears (32a) and (32b) (32a) is a basic gear, and the basic gear (32a) and the crank gear (1) constitute a basic gear train (14a), and a supply pump input gear (134). The extension gear train (14c) is constituted by this, and the basic gear train (14a) and the extension gear train (14c) constitute a one-layer gear train (114), and the crankshaft is connected via the gear train (114). The power of (1) is transmitted to the fuel supply pump (139),
The gear mounting shaft (32) is a valve operating cam shaft (72), one of the pair of gears (32a) and (32b) (32a) is a basic gear, the basic gear (32a) is a valve operating cam gear (72a), In meshing the valve cam gear (72a) with the crank gear (3),
A cylinder head (16) side on the the width direction when viewed with the left and right lateral crank chamber perpendicular to the bridging direction of the crankshaft (1) (75), a secondary rotary mounted to the secondary rotary balancer shaft (37) balancer gear (37a) so is possible to force the meshes from above the valve operating cam gear (72a) and arranged secondary rotary balancer shaft accommodating portion (37c) on the side of the cylinder (43),
A side water passage (77) is provided between the secondary rotary balancer shaft housing portion (37c) and the valve operating cam shaft (72) along the installation direction of the crankshaft (1), and the cooling water from the radiator is supplied to the side water passage ( 77) through the cylinder jacket (78) of the multi-cylinder cylinder block via
The secondary rotating balancer shaft accommodating portion (37c) , the side water channel (77), and the valve operating cam shaft (72) are arranged vertically along the cylinder jacket (78) and the wall of the cylinder (43).
The upper and lower pair of secondary rotary balancer shaft accommodating portions (37c) and the valve operating cam shaft (72) are arranged separately above and below the side water channel (77),
The valve camshaft (72) is disposed below the side water channel (77), and the secondary rotary balancer shaft housing (37c) is disposed above the side water channel (77).
Another secondary rotary balancer shaft accommodating portion (35b) is disposed on the other side of the cylinder block (11) opposite to the lateral one side on which the secondary rotational balancer shaft accommodating portion (37c) is disposed. An engine in which the secondary rotation balancer shaft accommodating portion (35b) is disposed at a position lower than the valve operating cam shaft (72) . The engine according to any one of claims 1 to 5, wherein the winding transmission (42) is provided.
An engine in which a winding transmission device (42) and gear trains (14) (114) are arranged separately on front and rear ends of a cylinder block (11). The engine according to claim 6, wherein
An engine in which a tensioner (47) of a winding transmission device (42) and the pumps (39) (139) are arranged on the lateral side of the cylinder block (11) in the front-rear direction. The engine according to claim 7, wherein
In using the generator (48) for the tensioner (47),
An engine in which a generator (48) and the pumps (39) and (139) are arranged at the same height and on the lateral side of an upper portion (46a) of a cylinder block (11).   The engine according to any one of claims 1 to 8, wherein a crank gear (3) constituting the gear train (14) (114) is arranged at a position adjacent to the flywheel (2). An engine according to claim 9, wherein
An engine with a crank gear (3) fitted into the crankshaft (1). The engine according to claim 10, wherein
A plurality of mounting bolts (8) are arranged on an imaginary circle (7) centered on the crankshaft axis (5), and these mounting bolts (8) are passed through the flywheel (2) so that the crankshaft (1) When the crank gear (3) and the flywheel (2) are fastened together with the crankshaft (1) with the fastening force of the inner thread (9).
An engine in which the mounting bolt (8) is passed through the crank gear (3) and the crank gear (3) is sandwiched between the flywheel (2) and the end journal (4) on the flywheel (2) side. An engine according to claim 11,
An engine in which the outer diameter of the end journal (4) is larger than the outer diameter of the other journal (10) of the crankshaft (1), and a female thread portion (9) is formed in the end journal (4). The engine according to any one of claims 1 to 12 ,
A plurality of outlets (77a) facing the cylinder jacket (78) are provided in the side water passages (77) passing through the sides of the plurality of cylinders (43), and the plurality of outlets (77a) are arranged in the longitudinal direction of the side water passages (77). Engine placed at both ends and middle. An engine according to claim 13 ,
The engine which provided the tappet guide hole (79) of the valve operating apparatus in the wall between the adjacent exits (77a) (77a) of a side waterway (77).

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