JP4919429B2 - Power take-off device in internal combustion engine - Google Patents

Description

  The present invention relates to a power take-off device configured to take power obtained in an internal combustion engine from a power take-out shaft in a direction orthogonal to the crankshaft in the internal combustion engine.

  In general, the power obtained in the internal combustion engine is extracted from one end portion of the crankshaft of the internal combustion engine as rotation of the crankshaft, or as rotation of the power extraction shaft in a direction parallel to the crankshaft. Was.

Therefore, conventionally, when this internal combustion engine is used as an outboard motor or the like in a small vessel, for example, as described in Patent Documents 1 and 2, the crankshaft in the internal combustion engine is oriented vertically. Thus, the power obtained by the internal combustion engine is taken out as rotation in the power take-off shaft vertically downward.
JP 2003-262133 A JP 2004-239156 A

  However, in an internal combustion engine in which the crankshaft is configured vertically, the supply of injected fuel to the cylinder, the supply of lubricating oil to various operating parts, and the supply of cooling water to the cylinder are the same as those of the internal combustion engine in which the crankshaft is oriented horizontally. Since it becomes significantly more difficult than the case, there are various difficult problems such as the need to make the supply system of the injected fuel, the supply system of the lubricating oil and the supply system of the cooling water have special configurations, and these problems are solved. And its use was limited to very special applications such as outboard motors.

  It is a technical object of the present invention to extract the output of an internal combustion engine with a crankshaft turned sideways as a rotation of a power takeout shaft in a direction intersecting the crankshaft.

In order to achieve this technical problem, claim 1 of the present invention provides:
A cylinder block having a plurality of cylinders arranged in the direction of the crankshaft and the "sideways, provided the crankcase incorporating the crankshaft, the lower surface of the crankcase, the oil pan, junction across the ladder frame therebetween in the internal combustion engine which is formed by,
The bottom member of the previous SL ladder frame, the power take-off shaft extending below direction intersecting the crankshaft is rotatably supported Rutotomoni, as a power transmission mechanism from the crankshaft to the power take-off shaft, the crank shaft An intermediate shaft extending in parallel with the intermediate shaft, a power input portion from the crankshaft at one end of the intermediate shaft, and a power output portion to the power take-out shaft at the other end of the intermediate shaft. The portion is configured to increase the rotation of the crankshaft and transmit it to the intermediate shaft,
The power transmission mechanism and the bearing portion of the power take-off shaft are positioned higher than the oil level of the lubricating oil accumulated in the oil pan, and the bearing portion of the power take-out shaft has a portion at its outer end. An oil seal that is in close contact with the power take-off shaft is provided, and an oil escape passage from the bearing portion into the oil pan is provided in a portion inside the oil seal,
The driven gear on the bottom member side and the intermediate gear on the ladder frame side of the power input unit are configured to mesh with each other when the bottom member is joined to the ladder frame.
It is characterized by that.

According to the configuration described in claim 1, in a state that sideways crankshaft in an internal combustion engine, a power take-off shaft from the internal combustion engine, possible to the vertical downward direction.

Thus, the internal combustion engine in which the crankshaft horizontally, Ru can outboard motor by vertically toward the power take-off shaft downward.

The advantage of in this case, in front Symbol power transmission mechanism from the crankshaft to the power take-off shaft, can be avoided that agitates the lubricating oil accumulated in the oil pan, can be reduced power loss due to stirring of lubricating oil There is.

Also, the installation position of the direction of the crankshaft before Symbol power takeoff shaft, by increasing or decreasing the length of the crank shaft and parallel to the intermediate shaft, or close to one end of the crankshaft, to or away from one end Further, there is an advantage that it can be easily changed along the direction of the crankshaft.

Moreover, in this configuration, prior Symbol the rotational speed becomes faster in later than the intermediate shaft, since it reduces the torque of the power transmission, can diameter, etc. of the intermediate shaft, is possible to reduce the size and weight There are advantages you can do.

Meanwhile, the power take-off shaft configured in a direction intersecting the crankshaft, before be journaled to Kira Zehnder frame, there is a risk that leakage of the lubricating oil from the bearing portion to the outside is increased.

For this, prior SL bearing portion, while avoiding to become lubricating oil constantly immersed state within the oil pan, the lubricating oil supplied to the bearing portion, the oil seal into close contact with the power takeoff shaft Since the oil is sequentially discharged to the oil pan through the oil relief passage before reaching the position, leakage of the lubricating oil from the bearing portion can be reliably prevented.

  Hereinafter, embodiments of the present invention will be described with reference to FIGS.

  In these drawings, reference numeral 1 denotes a multi-cylinder internal combustion engine 1, and this multi-cylinder internal combustion engine 1 includes a cylinder block 2 in which a plurality of cylinders 3 are arranged in a row, The crankcase 4 is integrally provided, and a single crankshaft 5 that rotates in the direction indicated by the arrow A in FIG. The piston 6 in each cylinder 3 is connected to the crankshaft 5 via a rod 7 so as to reciprocate by the rotation of the crankshaft 5.

  Also, a ladder frame 8 configured in a frame shape so as to surround the periphery of the lower surface is detachably joined to the lower surface of the crankcase 4 by fastening a plurality of bolts 9 disposed around the ladder frame 8. A bottom member 10 constituting the bottom of the ladder frame 8 is detachably joined to the lower surface of the ladder frame 8 by fastening a plurality of bolts 11 disposed around the bottom member 10. Of the lower surface of the bottom member 10, a portion of the crankshaft 5 on one end side is configured such that lubricating oil supplied to various operating parts of the internal combustion engine 1 returns through the opening 10a. The oil pan 12 is detachably joined by fastening a plurality of bolts (not shown) that are also disposed around the oil pan 12.

  The lateral crankshaft 5 in the crankcase 4 is pivotally supported at a plurality of locations including both end portions in the row direction of the cylinders 3 and portions between the cylinders 3.

  That is, both ends of the crankshaft 5 have upper half bearing portions 13 and 14 provided integrally in the crankcase 4 and lower half bearing portions 15 provided integrally in the ladder frame 8. 16 and the portion between the cylinders 3 in the crankshaft 5 is an upper half bearing portion 17 provided integrally with the portion between the cylinders 3 in the crankcase 4; The ladder frame 8 is pivotally supported by a lower half bearing portion 18 provided integrally therewith.

  In this case, the lower half bearing portions 15, 16, 18 in the ladder frame 8 can be attached to and detached from the upper half bearing portions 13, 14, 17 in the crankcase 4 with at least two bolts 19. It is concluded to.

  Further, as is well known in the art, the internal combustion engine 1 is supplied with lubricating oil in the oil pan 12 inside the crankcase 4 or the ladder frame 8 (not shown). 3 is provided with a mechanism for splashing and supplying oil to the piston 6, and lubricating oil splashed and supplied to each piston 6 and oil supply to each bearing portion of the crankshaft 5. All of the lubricating oil and the lubricating oil supplied to the other operating parts are configured to return into the oil pan 12 from the opening 10a in the bottom member 10.

  In the ladder frame 8, when viewed from the direction of the crankshaft 5 (FIG. 2), fluid passages 20a and 21a are respectively provided in the longitudinal side plates 8a and 8b on the left and right sides extending in the direction of the crankshaft 5. The provided hollow pipe bodies 20 and 21 are integrally provided in the direction of the crankshaft 5 so as to extend over substantially the entire length of the crankshaft 5, that is, substantially the same length as the crankshaft 5.

  The pipe bodies 20 and 21 have a configuration in which a part of the circumference protrudes from the inner surfaces of the long side plates 8a and 8b on both sides. The structure is such that the lower half bearing portions 15, 16, 18 in the frame 8 are integrally connected to each other.

  Further, as shown in FIG. 3, the fluid passages 20 a and 21 a inside the pipe bodies 20 and 21 have one end of each of the outer surfaces 8 c at one end of the ladder frame 8 in the direction of the crankshaft 5. The other end of each of the bearings 15, 16, 18 is connected to the one end bearing part 15 located farthest from the outer surface 8 c of the bearing parts 15, 16, 18. Are communicated with each other via a fluid passage 22a in a reinforcing member 22 that is integrally provided so as to be orthogonal to each other.

  The reinforcing member 22 also has a configuration in which the longitudinal side plates 8a and 8b on the left and right sides extending in the direction of the crankshaft 5 of the ladder frame 8 are integrally connected to each other in the ladder frame 8. Therefore, the one end bearing portion 15 is reinforced and the longitudinal side plates 8a and 8b are reinforced with each other.

  As shown by an arrow B in FIG. 3, the cooling fluid such as cooling water or air flowing into the fluid passage 20 a in one pipe body 20 of the pipe bodies 20 and 21 is at one end. Then, after flowing through the fluid passage 20a, it flows from the other end through the fluid passage 22a in the reinforcing member 22 to the other end in the fluid passage 21a in the other pipe body 21, and passes through the fluid passage 21a. As shown by an arrow C in FIG. 3, the flow is configured to flow out from the opening 21a ′ at one end thereof.

  The fluid passages 20a and 21a in the pipe bodies 20 and 21 are formed by drilling from the outer surface 8c with a drill or the like.

  On the other hand, as shown in FIG. 5, the fluid passage 22a in the reinforcing member 22 is drilled so as to communicate with the fluid passages 20a and 21a by drilling with a drill or the like in the diagonally downward direction from the left and right outer surfaces. After being provided, it is formed by closing the openings to both outer side surfaces by screwing the plug 23 or the like.

  When the crankshaft 5 rotates, each piston 6 and the lubricating oil forcibly supplied to the crankshaft 5 are caused by the centrifugal force generated by the rotation of the crankshaft 5 and the rocking motion of the rod 7. Is blown around the inner surface of the longitudinal side plates 4a, 4b on the left and right sides of the crankcase 4 and the inner surfaces of the longitudinal side plates 8a, 8b on the left and right sides of the ladder frame 8. It flows down along the inner surface and returns to the oil pan 12 from the upper surface of the bottom member 10 of the ladder frame 8.

  At this time, the lubricating oil comes into contact with the surfaces of the cooling pipe bodies 20, 21 in the course of the flow, and also comes into contact with the surface of the reinforcing member 22, so that it is reliably cooled.

  Under the crankshaft 5, a power take-off shaft 24 configured to intersect the crankshaft 5 passes through the bottom member 10 of the ladder frame 8 and is vertically oriented downward. The power take-out shaft 24 is rotatably supported by a bearing portion 25 provided integrally with the bottom member 10 in the ladder frame 8.

  The bearing portion 25 for the power take-off shaft 24 is located at a position higher than the oil level of the lubricating oil in the oil pan 12, and the oil seal 26 is provided at the lower end portion of the bearing portion 25. An oil relief passage 27 is provided in the portion inside the oil seal 26 so as to fit in close contact with the power take-off shaft 24 and communicates the interior of the bearing portion 25 with the oil pan 12. ing.

  As a result, the lubricating oil supplied to the bearing portion 25 sequentially flows out to the oil pan 12 through the oil relief passage 27, so that the lubricating oil leaks from the oil seal 26 with certainty. The configuration can be reduced.

  The supply of the lubricating oil to the inside of the bearing portion 25 may be configured to guide the lubricating oil on the upper surface of the bottom member 10, but in the embodiment of the present invention, the configuration described below is adopted.

  That is, as shown in FIG. 7, a funnel-type oil reservoir chamber 28 is formed in the upper end portion of the power take-off shaft 24 so as to be recessed in the end surface 24a, and outward in the radial direction from the oil reservoir chamber 28. The oil passage 45 extending in the direction is formed so that the other end of the oil passage 45 is opened in the outer peripheral surface of the power take-off shaft 24.

  As a result, a part of the lubricating oil scattered by the rotation of the crankshaft 5 in the crankcase 4 and the ladder frame 8 enters and accumulates in the oil reservoir chamber 28, and lubrication in the oil reservoir chamber 28 is performed. When the oil passes through the oil passage 45, the oil is swung out outwardly in the radial direction by the centrifugal force generated by the rotation of the power take-out shaft 24, so that the oil is forcibly supplied into the bearing portion 25. .

  A driven bevel gear 29 is fixed to one end of the power take-out shaft 24 in the ladder frame 8, and an output shaft 30 is detachably inserted into the lower end of the power take-off shaft 24 in a power transmission state. A shaft joint hole 31 by spline fitting is provided.

  A presser plate 33 fastened to the bottom member 10 with a bolt 32 is disposed on the upper surface of the driven bevel gear 29, and the presser plate 33 faces the power take-out shaft 24 upward from below. It is configured to support the thrust.

  A hollow intermediate shaft 34 is disposed in parallel with the crankshaft 5 at a portion below the one end bearing portion 15 of the lower half bearing portions 15, 16, 18 in the ladder frame 8. 34 is rotatably supported by a bearing portion 36 that is detachably attached to a portion of the opening 10 a to the oil pan 12 of the bottom member 10 by fastening a bolt 35.

  Further, a driven gear 39 is fixed to one end of the intermediate shaft 34 and linked to a main gear 37 fixed to one end of the crankshaft 5 via an intermediate gear 38, while the other end of the intermediate shaft 34 is fixed to the other end of the intermediate shaft 34. The main drive bevel gear 40 meshing with the driven bevel gear 29 on the power take-out shaft 24 is fixed.

  Accordingly, the rotation of the crankshaft 5 is transmitted to the power take-out shaft 24 by the main driving gear 37, the intermediate gear 38, the driven gear 39, the intermediate shaft 34, the main driving bevel gear 40 and the driven bevel gear 29. The power transmission mechanism 41 is configured to be positioned higher than the oil level of the lubricating oil so as not to be immersed in the lubricating oil in the oil pan 12, and the power transmission mechanism 41 Most of the transmission mechanism 41 and the power take-off shaft 24 are assembled to the bottom member 10 constituting the bottom of the ladder frame 8.

  Of the power transmission mechanism 41, the main driving gear 37, the intermediate gear 38 and the driven gear 39 constitute a power input unit from the crankshaft 5 to one end of the intermediate shaft 34, and the power transmission mechanism 41, the main drive bevel gear 40 and the driven bevel gear 29 constitute a power output portion from the other end of the intermediate shaft 34 to the power take-out shaft 24.

  In this case, the driven gear 39 at one end of the intermediate shaft 34 has a smaller diameter than the main driving gear 37 at one end of the crankshaft 5, and the rotation of the crankshaft 5 is accelerated and transmitted to the intermediate shaft 34. It is configured as follows.

  The intermediate gear 38 is rotatably fitted to an intermediate shaft 43 that is detachably attached to a side surface of the one end bearing portion 15 by fastening bolts 42.

  The bearing portion 36 for the intermediate shaft 34 is provided with a lubricating oil introduction hole 44 from the ladder frame 8.

  Furthermore, in the power transmission mechanism 41, the driven gear 39 on the bottom member 10 side and the intermediate gear 38 on the ladder frame 8 side simultaneously join the bottom member 10 to the ladder frame 8. By configuring so as to mesh with each other, ease of assembly is achieved.

  In the configuration described above, when the crankshaft 5 is rotated by the operation of the internal combustion engine 1, the rotation of the crankshaft 5 is accelerated at the power input portion in the power transmission mechanism 41 and transmitted to the intermediate shaft 34, The rotation of the intermediate shaft 34 is transmitted to the power take-off shaft 24 in a direction intersecting with the crankshaft 5 through a power output portion including the main drive bevel gear 40 and the driven bevel gear 29. The power obtained in step 1 can be taken out as the rotation of the power take-out shaft 24.

  The power obtained in the internal combustion engine 1 can be extracted from either or both of the ends of the crankshaft 5 at the same time as the power is extracted from the power extraction shaft 24.

  Since the power input unit in the power transmission mechanism 41 is configured to rotate the intermediate shaft 34 at a speed higher than that of the crankshaft 5, the torque for power transmission to the power take-out shaft 24 is reduced in the number of rotations. Since the speed can be reduced by the increased speed, the intermediate shaft 34 can be reduced in diameter, and the bevel gears 29 and 40 can be reduced in size and diameter.

  Further, the power transmission mechanism 41 from the crankshaft 5 to the power take-off shaft 24 has an intermediate shaft 34 extending in parallel with the crankshaft 5, so the direction of the crankshaft 5 in the power take-out shaft 24 is Can be easily changed along the direction of the crankshaft 5 so as to be close to or away from one end of the crankshaft 5 by increasing or decreasing the length of the intermediate shaft 34.

  In the illustrated embodiment, the power take-off shaft 24 in the direction intersecting the crankshaft 5 is vertically oriented downward, and the bottom member 10 constituting the bottom of the ladder frame 8 is attached to the bottom body member 10. However, the present invention is not limited to this, and the power take-off shaft 24 is turned sideways so that any one of the long side plates 8a and 8b on the left and right sides of the ladder frame 8 can be used. Either one of the long side plates 4a and 4b on both the left and right sides of the crankcase 4 is supported on the long side plate. It is possible to adopt a configuration that penetrates the shaft and pivotally supports it.

  In the illustrated embodiment, a ladder frame 8 is provided between the crankcase 4 and the oil pan 12 at the lower portion of the cylinder block 2, and each of the lower half bearings with respect to the crankshaft 5 is provided on the ladder frame 8. This is a case where the parts 15, 16, and 18 are applied integrally.

  The present invention is not limited to this configuration, and the ladder frame 8 is not integrated with the lower half bearing portions 15, 16, 18; that is, the lower half bearing portions 15, 16, 18 are not integrated. Is separated from the ladder frame 8 and fastened to each of the upper half bearing portions 13, 14 and 17 on the crankcase 4 side with bolts 19 or the ladder frame 8 can be omitted, and the oil pan 12 can be directly joined to the lower surface of the crankcase 4 via the bottom member 10 constituting the bottom thereof.

It is a principal part vertical front view of an internal combustion engine. FIG. 2 is a sectional view taken along line II-II in FIG. 1. FIG. 3 is a sectional view taken along line III-III in FIG. 1. FIG. 2 is a partially exploded view of FIG. 1. FIG. 5 is a VV sectional view of FIG. 4. FIG. 6 is a sectional view taken along line VI-VI in FIG. 4. It is a principal part enlarged view of FIG.

DESCRIPTION OF SYMBOLS 1 Multi-cylinder internal combustion engine 2 Cylinder block 3 Cylinder 4 Crankcase 4a, 4b Crankcase long side plate 5 Crankshaft 6 Piston 8 Ladder frame 8a, 8b Ladder frame long side plate 10 Bottom member 12 Oil pan 13,14,17 Upper half bearing portion 15, 16, 18 Lower half bearing portion 20, 21 Cooling pipe body 20a, 21a Fluid passage 22 Reinforcing member 22a Reinforcing member fluid passage 24 Power take-off shaft 25 Power take-out shaft bearing portion 26 Oil seal 27 Oil relief passage 34 Intermediate shaft 41 Power transmission mechanism

Claims (1)

A cylinder block having a plurality of cylinders arranged in the direction of the crankshaft which is sideways provided with a crankcase having a built-in the crankshaft, the lower surface of the crankcase, the oil pan, contacting engagement across the ladder frame therebetween in the internal combustion engine consisting of Te,
The bottom member of the previous SL ladder frame, the power take-off shaft extending below direction intersecting the crankshaft is rotatably supported Rutotomoni, as a power transmission mechanism from the crankshaft to the power take-off shaft, the crank shaft An intermediate shaft extending in parallel with the intermediate shaft, a power input portion from the crankshaft at one end of the intermediate shaft, and a power output portion to the power take-out shaft at the other end of the intermediate shaft. The portion is configured to increase the rotation of the crankshaft and transmit it to the intermediate shaft,
The power transmission mechanism and the bearing portion of the power take-off shaft are positioned higher than the oil level of the lubricating oil accumulated in the oil pan, and the bearing portion of the power take-out shaft has a portion at its outer end. An oil seal that is in close contact with the power take-off shaft is provided, and an oil escape passage from the bearing portion into the oil pan is provided in a portion inside the oil seal,
The driven gear on the bottom member side and the intermediate gear on the ladder frame side of the power input unit are configured to mesh with each other when the bottom member is joined to the ladder frame.
A power take-off device for an internal combustion engine.

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