JPH01301922A - Engine unit for automobile - Google Patents
Engine unit for automobileInfo
- Publication number
- JPH01301922A JPH01301922A JP30154387A JP30154387A JPH01301922A JP H01301922 A JPH01301922 A JP H01301922A JP 30154387 A JP30154387 A JP 30154387A JP 30154387 A JP30154387 A JP 30154387A JP H01301922 A JPH01301922 A JP H01301922A
- Authority
- JP
- Japan
- Prior art keywords
- gear
- output shaft
- crankshaft
- intermediate gear
- output
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 230000005540 biological transmission Effects 0.000 claims description 12
- 230000003139 buffering effect Effects 0.000 claims description 4
- 230000000694 effects Effects 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 1
- 238000004804 winding Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
- B60K5/04—Arrangement or mounting of internal-combustion or jet-propulsion units with the engine main axis, e.g. crankshaft axis, transversely to the longitudinal centre line of the vehicle
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M1/00—Pressure lubrication
- F01M1/12—Closed-circuit lubricating systems not provided for in groups F01M1/02 - F01M1/10
- F01M2001/126—Dry-sumps
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/18—DOHC [Double overhead camshaft]
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B67/00—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for
- F02B67/04—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus
- F02B67/06—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus driven by means of chains, belts, or like endless members
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
この発明は自動車用エンジンユニットに関するもので、
特にクランク軸方向の大きさを可及的に小さく構成すべ
くエンジン出力をクランク軸に並設した出力軸から取出
すように構成したものに関する。[Detailed Description of the Invention] [Field of Industrial Application] This invention relates to an engine unit for an automobile.
In particular, it relates to an engine configured such that the engine output is taken out from an output shaft arranged parallel to the crankshaft in order to minimize the size in the crankshaft direction.
近年、自動車は小型化が進行しており、特に前輪駆動用
にクランク軸を側方に向けて配置したものが多く提供さ
れているが、一般に後輪駆動用に設計したものと共用可
能とすべく、エンジンとクラッチおよび変速機を含めた
エンジンユニットはクランク軸の軸端にクラッチを配し
ているため、エンジンユニットのクランク軸方向の長さ
を短縮するのが非常に困難であった。In recent years, automobiles have become more compact, and many models with crankshafts facing toward the side are now available, especially for front-wheel drive, but generally they can be used in common with those designed for rear-wheel drive. However, since the engine unit including the engine, clutch, and transmission has the clutch disposed at the end of the crankshaft, it has been extremely difficult to shorten the length of the engine unit in the crankshaft direction.
他方、並列４気筒あるいはＶ形４気筒の自動二輪車用の
エンジンでは、転向に際して傾倒し得る車体の最大角度
を一層大きくするため、調時歯車はクランク軸上に残す
ものの、エンジン出力をクランクウェブに設けた歯車か
らクランク軸に並設した出力軸へ中間歯車を介して取出
し、その出力軸からクランク軸を介して変速機を駆動す
る構造が採用されている（例えば、特開昭５７−２９１
１０号、特開昭５９−３５６３７号公報）。On the other hand, in parallel 4-cylinder or V-4 motorcycle engines, the timing gear remains on the crankshaft, but the engine output is transferred to the crank web in order to further increase the maximum angle at which the vehicle body can tilt when turning. A structure is adopted in which the output shaft is output from a provided gear to an output shaft arranged parallel to the crankshaft via an intermediate gear, and the transmission is driven from the output shaft via the crankshaft (for example, Japanese Patent Laid-Open No. 57-291
No. 10, Japanese Unexamined Patent Publication No. 59-35637).
そこで、上記自動二輪車のエンジンユニットを改良して
そのクランク軸方向長さを一層短縮すべく調時歯車をも
出力軸へ桜さんと・すると、中間歯車からはクラッチを
介して変通機に至る緩衝された動力と巻き掛は伝導手段
たる駆動チェーンを介してカム軸に至る正確な速比を要
する２種類の回転を取出す必要を生じ、その伝動系の構
成を簡単に構成するのが容易でない。すなわち、クラン
ク軸と出力軸との間に緩衝器を介装すれば、その緩衝機
能の故に調時歯車とクランク軸との間に正確な腫の速比
が得られなくなる不具合を生じる。Therefore, in order to improve the engine unit of the motorcycle mentioned above and further shorten its length in the direction of the crankshaft, the timing gear was also moved to the output shaft, and the intermediate gear was connected to the converter via the clutch. The buffered power and winding require two types of rotation that require accurate speed ratios to reach the camshaft via a drive chain as a transmission means, and it is not easy to configure the transmission system easily. . That is, if a buffer is interposed between the crankshaft and the output shaft, a problem arises in that an accurate speed ratio cannot be obtained between the timing gear and the crankshaft due to its buffering function.
この発明は上記不具合を解消し、出力軸上に緩衝された
エンジン出力と、速比の正確な調時歯車の駆動系とが同
時に得られる構造簡単な構成を得ることを目的とするも
のであり、クランク軸の側方にクランク軸の出力を取出
す出力軸を並設し、この出力軸と変速機とをクラッチを
一層して接続すると共に、前記出力軸上に設けた中間歯
車をクランク軸のクエプに設けた出力歯車と噛合させ、
その中間歯車に調時歯車を固設する一方で緩衝部材を介
して前記中間歯車と緩衝的に連結した点に特徴がある。The purpose of this invention is to solve the above-mentioned problems and to obtain a simple structure that can simultaneously provide an engine output buffered on the output shaft and a timing gear drive system with an accurate speed ratio. , an output shaft for taking out the output of the crankshaft is arranged side by side on the side of the crankshaft, a clutch is connected between the output shaft and the transmission, and an intermediate gear provided on the output shaft is connected to the output shaft of the crankshaft. It meshes with the output gear provided on the Kuep,
A feature is that the timing gear is fixedly attached to the intermediate gear and is connected to the intermediate gear in a buffering manner through a buffer member.
クランク軸の回転は中間歯車に固設した調時歯車を介し
て棒の速比でカム軸へ直接的へ伝動される一方、中間歯
車を構成要素とする緩衝部材を介して緩衝的に出力軸へ
伝動され、クラッチを介してこれに続く変速機を駆動す
る。The rotation of the crankshaft is directly transmitted to the camshaft at a rod speed ratio via a timing gear fixed to the intermediate gear, while the output shaft is buffered via a buffer member consisting of the intermediate gear. The transmission is then transmitted to the following transmission via a clutch.
以下、図示の実施例によってこの発明を説明すると、第
１図中、乗用車の車体前面に配置したエンジン室には前
輪２を駆動するため、クランク軸を車体の幅方向に配し
た横置形エンジンユニット３が搭載されている。Hereinafter, the present invention will be explained with reference to the illustrated embodiment. In FIG. 1, a transverse engine unit is installed in an engine compartment located at the front of a passenger car body, and has a crankshaft arranged in the width direction of the vehicle body in order to drive the front wheels 2. 3 is installed.
エンジンユニット３はエンジン４と変速機５および差動
歯車機構６とを一体的に結合したもので、そこにはエン
ジン４と変速機５との間に介装されるクラッチ７が含ま
れる。The engine unit 3 is an integral combination of an engine 4, a transmission 5, and a differential gear mechanism 6, and includes a clutch 7 interposed between the engine 4 and the transmission 5.
エンジン４は上下分割式のクランクケース４ａとそこか
ら後部上方へ伸びるシリンダ部分４ｂとからなり、クラ
ンクケース４ａには前記クランク軸４ｃとその側方に位
置してクランク軸４Ｃの出力を取出す出力軸８とが並設
されている。出力軸８上には歯車を形成する円板形の歯
板部９＆とボス部９ｂとからなる中間歯車９が軸支され
、中間歯車９はクランク軸４Ｃの円板形ウェブに形成し
た出力歯車１１と噛合わされ、約８０％に減速して駆動
される。中間歯車９のボス部９ｂＫは調時歯車１２を一
体的に刻設する一方、歯板部９ａは出力軸ａに設は九フ
ランジ部８＆と座金１３との間にリベット１４を介して
滑動自在に緩く挾持され、ま死中間歯車９と出力軸８と
の間は公知のように、緩衝部材たるコイルばね１５が介
装され、両者は軸方向に若干の回動を許容されて、エン
ジン用として周知の緩衝器を構成している。なお、クラ
ンクケース４＆はクランク軸４Ｃを挾んで上下に二分割
される分割形であり、出力軸８も同様に上下クランクケ
ースの間に挾持されている。The engine 4 consists of a vertically split crankcase 4a and a cylinder portion 4b extending rearward and upward from the crankcase 4a.The crankcase 4a includes the crankshaft 4c and an output shaft located on the side thereof to take out the output of the crankshaft 4C. 8 are arranged in parallel. An intermediate gear 9 consisting of a disk-shaped tooth plate portion 9& forming a gear and a boss portion 9b is pivotally supported on the output shaft 8, and the intermediate gear 9 is an output gear formed on a disk-shaped web of the crankshaft 4C. 11 and is driven at a speed of approximately 80%. The boss portion 9bK of the intermediate gear 9 is integrally carved with the timing gear 12, while the tooth plate portion 9a is provided on the output shaft a and is slidable between the flange portion 8& and the washer 13 via a rivet 14. As is well known, a coil spring 15 serving as a buffer member is interposed between the dead intermediate gear 9 and the output shaft 8, and both are allowed to rotate slightly in the axial direction. It constitutes a well-known buffer. Incidentally, the crankcase 4& is of a split type which is divided into upper and lower halves with the crankshaft 4C in between, and the output shaft 8 is similarly held between the upper and lower crankcases.
１６は吸気弁１Ｔと排気弁１８とを駆動する動弁カム軸
である。動弁カム軸１６は第１図、第５図で示すように
、減速歯車１９を介して第１チエーン２１と第２チエー
ン２２により中間歯車９のボスｇ９ｂに形成した調時歯
車１２に連結されている。なお、減速歯車１９は約６２
％の減速比に形成されており、斯くて各動弁カム軸１６
はクランク軸４ｃＫより正確に棒の速比で駆動される。16 is a valve drive camshaft that drives the intake valve 1T and the exhaust valve 18. As shown in FIGS. 1 and 5, the valve drive camshaft 16 is connected to the timing gear 12 formed on the boss g9b of the intermediate gear 9 by a first chain 21 and a second chain 22 via a reduction gear 19. ing. In addition, the reduction gear 19 has a diameter of about 62
% reduction ratio, thus each valve train camshaft 16
is driven by the crankshaft 4cK precisely at the speed ratio of the rod.
クラッチ７は乾式多板形であり、前記出力軸８に支持さ
れた外輪８ｂに外形部で係合し軸方向に可動に支持され
た２枚の第１摩擦板８Ｃと、変速機５０入力軸Ｓ＆に形
成したスプライン部に内径部で係合し軸方向に可動に支
持された３枚の第２摩擦板８ｄとで構成され、両摩擦板
８ｃ、８ｄは押圧板８ｅを介してクラッチばね８ｆによ
υ受圧板８ｈに押圧されて係合し、レリーズレバ−２３
によりレリーズ軸受２４を介してクラッチばね８ｆを押
圧し、反転させたとき解離するように構成さ。The clutch 7 is of a dry type multi-plate type, and includes two first friction plates 8C that are engaged with an outer ring 8b supported by the output shaft 8 at their outer portions and are movably supported in the axial direction, and a transmission 50 input shaft. It is composed of three second friction plates 8d that are engaged with a spline portion formed in the S & at the inner diameter part and are movably supported in the axial direction, and both friction plates 8c and 8d are connected to the clutch spring 8f via the pressing plate 8e. It is pressed and engaged with the pressure receiving plate 8h, and the release lever 23
The clutch spring 8f is pressed through the release bearing 24 and released when the clutch spring 8f is reversed.
れた従来会知の動作機構を有している。８ｊ、８ｊはク
ラッチばね８ｅを反転可能に支持する支点リングである
。It has a well-known operating mechanism. 8j, 8j are fulcrum rings that reversibly support the clutch spring 8e.
エンジンが始動すると、クランク軸４ｃの回転はクラン
クウェブの外周に設けた出力歯車１１と、これに噛合す
る中間歯車９との間で約８０係の速度に減速されて伝動
する。この中間歯車９にはボス部に調時歯車１２が刻設
されており、クランク軸４ｃの回転に連動して動弁カム
軸１６を駆動する。また、中間歯車９０回転は緩衝部材
１５を経て出力軸８へ伝動され、次いでクラッチ７に伝
動されるが、緩衝部材１５により、駆動輪が地上から回
転方向の振動や急激な負荷変動を受けたときには、それ
らの間に若干の位相差を生じ緩衝的に伝動される。When the engine starts, the rotation of the crankshaft 4c is reduced to a speed of about 80 degrees and transmitted between the output gear 11 provided on the outer periphery of the crank web and the intermediate gear 9 that meshes with the output gear 11. A timing gear 12 is carved into the boss portion of the intermediate gear 9, and drives the valve drive camshaft 16 in conjunction with the rotation of the crankshaft 4c. In addition, the 90 rotations of the intermediate gear are transmitted to the output shaft 8 via the buffer member 15, and then to the clutch 7, but due to the buffer member 15, the drive wheel is subjected to vibrations in the rotational direction from the ground and rapid load fluctuations. Sometimes, there is a slight phase difference between them and the signals are transmitted in a buffering manner.
この発明は以上のように、エンジン出力や負荷の急激な
変動に伴い駆動系に生じる回転振動は緩衝部材１５によ
って有効に遮断され、駆動系の構成部品を損傷すること
がないのは勿論のこと、そのような緩衝部材を設けた中
間歯車−９のような車輪駆動用の動力系部品の一部を動
弁系に兼用したくも拘わらず、動弁カム１６をクランク
軸４ｃの回転に正確に追随して駆動することができる。As described above, in this invention, rotational vibrations that occur in the drive system due to sudden changes in engine output or load are effectively blocked by the buffer member 15, and it goes without saying that the component parts of the drive system are not damaged. Although it is desired to use a part of the power system parts for driving the wheels, such as the intermediate gear 9 provided with such a buffer member, for the valve train system, it is difficult to move the valve train cam 16 accurately to the rotation of the crankshaft 4c. It can be driven accordingly.
また、それは緩衝部材１５の一部を構成する中間歯車９
に調時歯車１２を固設するだけで達成でき、その構成が
簡単であるなどの効果を有する。Moreover, it is an intermediate gear 9 that constitutes a part of the buffer member 15.
This can be achieved simply by fixing the timing gear 12 to the holder, and the structure is simple.
図面はこの発明の一実施例を示すもので、第１図は第３
図中のＩ−１断面図、第２図はこの発明に係るこのエン
ジンユニットを搭載した自動車のエンジン室を断面して
示す平面図、第３図はその側面図、第４図はその要部を
拡大して示す一部破断側面図、第５図は第１図中のｖ−
■断面図である。
５・・・・変速機、６・・・・差動歯車機構、７・・・
・クラッチ、８・・・・出力軸、９・Φ・・中間歯車、
１１Φ・・・出力歯車。The drawings show one embodiment of this invention, and FIG.
2 is a cross-sectional plan view showing the engine compartment of an automobile equipped with the engine unit according to the present invention, FIG. 3 is a side view thereof, and FIG. 4 is a main part thereof. FIG. 5 is a partially cutaway side view showing an enlarged view of v- in FIG. 1.
■It is a sectional view. 5...Transmission, 6...Differential gear mechanism, 7...
・Clutch, 8...output shaft, 9.Φ...intermediate gear,
11Φ...Output gear.
Claims (3)
力軸を並設し、出力軸と変速機とをクラッチを介して接
続するものにおいて、前記出力軸上にクランク軸のウェ
ブ外周に設けた出力歯車と噛合する中間歯車を回転自在
に遊合させ、その中間歯車を緩衝部材を介して前記出力
軸へ緩衝的に連結すると共に調時チェーンを介してカム
軸と直接的に連結してなる自動車用エンジンユニット。(1) In a device in which an output shaft for taking out the output of the crankshaft is installed in parallel on the side of the crankshaft, and the output shaft and the transmission are connected via a clutch, the output shaft is installed on the outer periphery of the web of the crankshaft on the output shaft. An intermediate gear that meshes with the output gear is rotatably engaged with the intermediate gear, and the intermediate gear is connected to the output shaft via a buffer member in a buffering manner, and is directly connected to the camshaft via a timing chain. An automotive engine unit.
支持されている特許請求の範囲第１項記載の自動車用エ
ンジンユニット。(2) The engine unit for an automobile according to claim 1, wherein the crankshaft and the output shaft are supported by a common crankcase.
部とから構成され、調時歯車はボス部に形成され、緩衝
部材は歯板部に支持されている特許請求の範囲第１項記
載の自動車用エンジンユニット。(3) Claims in which the intermediate gear is composed of a disc-shaped tooth plate portion forming a gear and a boss portion, the timing gear is formed in the boss portion, and the buffer member is supported by the tooth plate portion. The automobile engine unit according to item 1.
Priority Applications (7)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP30154387A JP2529872B2 (en) | 1987-12-01 | 1987-12-01 | Automotive engine unit |
| US07/270,357 US5024287A (en) | 1987-03-31 | 1988-11-14 | Engine unit for vehicle |
| EP93111242A EP0578267B1 (en) | 1987-12-01 | 1988-11-30 | Motor vehicle comprising a transverse engine |
| ES88120003T ES2050694T3 (en) | 1987-12-01 | 1988-11-30 | MOTOR VEHICLE. |
| EP88120003A EP0318971B1 (en) | 1987-12-01 | 1988-11-30 | Engine unit for vehicle |
| US07/628,485 US5099945A (en) | 1987-12-01 | 1990-12-17 | Engine unit for vehicle |
| US07/818,839 US5184582A (en) | 1987-12-01 | 1992-01-10 | Engine unit for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP30154387A JP2529872B2 (en) | 1987-12-01 | 1987-12-01 | Automotive engine unit |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH01301922A true JPH01301922A (en) | 1989-12-06 |
| JP2529872B2 JP2529872B2 (en) | 1996-09-04 |
Family
ID=17898203
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP30154387A Expired - Lifetime JP2529872B2 (en) | 1987-03-31 | 1987-12-01 | Automotive engine unit |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2529872B2 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0454353A (en) * | 1990-06-20 | 1992-02-21 | Kawasaki Heavy Ind Ltd | Vehicle change gear |
| JPH04109437U (en) * | 1991-03-08 | 1992-09-22 | 三菱自動車工業株式会社 | engine structure |
| JP2016070164A (en) * | 2014-09-30 | 2016-05-09 | マツダ株式会社 | Cylinder head for vehicle-mounted engine |
-
1987
- 1987-12-01 JP JP30154387A patent/JP2529872B2/en not_active Expired - Lifetime
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0454353A (en) * | 1990-06-20 | 1992-02-21 | Kawasaki Heavy Ind Ltd | Vehicle change gear |
| JPH04109437U (en) * | 1991-03-08 | 1992-09-22 | 三菱自動車工業株式会社 | engine structure |
| JP2016070164A (en) * | 2014-09-30 | 2016-05-09 | マツダ株式会社 | Cylinder head for vehicle-mounted engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2529872B2 (en) | 1996-09-04 |
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