JPH0361620A - Engine unit for vehicle - Google Patents

Abstract

PURPOSE:To reduce the generation of noise between gears by improving the rigidity of a bearing part by axially supporting a crankshaft and an output taking-out shaft integrally with an upper half body and a lower half body. CONSTITUTION:An engine unit 4 is equipped with a crankshaft 6 having an output gear 28 and an output taking-out shaft 16 having a gear 29 meshed with the gear 28 and a flywheel 45. A bearing part which axially sopports the crankshaft 6 and the output taking-out shaft 16 is constituted of an upper half body 70 which is formed integrally with a crankcase 7a and a lower half body 8, and the upper half body 70 and the lower half body 8 axially support the crankshaft 6 and the output taking-out shaft 16 integrally, respectively. Therefore, the rigidity of a bearing part increases, and even if a large stress acts onto the bearing part of the crankshaft 6 or the output taking-out shaft 16, generation of position deflection between the both is suppressed, and the variation of the backlash which is supplied onto gears 28, 29 can be suppressed.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a vehicle engine unit, and more particularly to a vehicle engine unit that includes a flywheel or a torque converter that smoothes rotational fluctuations of a crankshaft.

[Prior Art] Some vehicle engine units are equipped with a manual transmission or an automatic transmission. Manual transmissions have a flywheel at the end of the crankshaft, while automatic transmissions have a torque converter at the end of the crankshaft.

[Problems to be Solved by the Invention] This flywheel and torque converter also have the function of smoothing rotational fluctuations of the crankshaft, but when the flywheel and torque converter are installed on the crankshaft,
This causes a problem that the dimension of the engine in the crankshaft direction becomes longer.

Therefore, by forming an output gear on the crankshaft, providing an output output shaft with a gear that meshes with the output gear, and installing a flywheel and a torque converter on this output output shaft, the company made the engine shorter in terms of the crankshaft. becomes possible.

By the way, when transmitting power by meshing gears,
In order to prevent burn-in and the like, it is common to provide an appropriate amount of backlash between the two.

However, if large stress is applied to the bearing of the crankshaft or output shaft, misalignment will occur between the two.
Backlash may become large. In particular, if a flywheel or torque converter is installed on the output shaft,
Since rotational fluctuations of the crankshaft are transmitted from the output gear to the gear on the output extraction shaft without being smoothed, there is a risk that noise may be generated between the two gears when backlash becomes large.

This invention was made against the background of the above circumstances, and an object of the present invention is to provide a vehicle engine unit that shortens the length of the engine in the crankshaft direction and reduces the generation of noise between the gears of the crankshaft and the output shaft. The purpose is

[Means for Solving the Problem] In order to solve the problem, a vehicle engine unit according to claim 1 is provided with an output engine unit having a crankshaft having an output gear, a gear meshing with the output gear, and a flywheel. A bearing part that includes an extraction shaft and supports the crankshaft and the output extraction shaft is composed of an upper half and a lower half, and each of the upper half and the lower half integrally supports the crankshaft and the output extraction shaft. It is characterized by being pivotally supported.

Further, the vehicle engine unit according to claim 2 is provided with a crankshaft having an output gear, an output output shaft having a gear meshing with the output gear, and a torque converter, and the crankshaft and the output output shaft are connected to the output shaft. The supporting bearing portion is composed of an upper half and a lower half, and each of the upper half and the lower half integrally supports the crankshaft and the output output shaft.

[Function] In this invention, the crankshaft and the output output shaft are integrally supported by the upper half and the lower half, thereby reducing the rigidity of the bearing portion that pivotally supports the crankshaft and the output output shaft. Improving. Therefore, even if a large stress is applied to the bearing portion of the crankshaft or the output extraction shaft, positional deviation between the two is reduced, and backlash that prevents seizure of gears can be maintained in an appropriate state.

[Example] Hereinafter, an example of the present invention will be described in detail based on the accompanying drawings.

lt diagram to FIG. 10 show an embodiment of the invention according to claim 1, FIG. 1 is a side view showing a state in which an automobile engine unit is mounted, FIG. 2 is a plan view thereof, and FIG. 3 is an automobile engine unit. Figure 4 is a front view of the automobile engine unit, Figure 5 is a front view of the oil pan with the oil cooler, oil filter and oil tank removed, Figure 6 is the same as Figure 5. vi-Vl sectional view, Fig. 7 is a sectional view taken along ■-■ of Fig. 6, and Fig. 8 is a sectional view taken along ■-■ of Fig. 'i46.
A sectional view, FIG. 9 is a perspective view of the lower half with the mounting holes omitted,
Figure @1o is a rear view of the oil pan shown in Figure 5, viewed from the back side.

In FIGS. 1 and 2, reference numeral 1 indicates an engine compartment of an automobile, and this engine compartment 1 is formed above and between left and right front wheels 3 connected by a front axle 2.

An engine unit 4 of a 4-row, 86-cylinder engine is mounted in the engine compartment 1, and a radiator 5 is disposed in front of the engine unit 4 in the vehicle. By arranging the engine crankshaft 6 so as to face the vehicle width direction C, the vehicle interior is made wider.

Cylinder block 7 is integrally formed with crankcase 7
It consists of a cylinder 7b and a cylinder 7b, and is made of cast iron.

The piston 9 is provided in the cylinder 7b and the connecting rod 10
is connected to the crankshaft 6. Further, a cylinder head 11 is placed on the cylinder block 7, and a cylinder cover 12 is provided on the cylinder head 11, and a spark plug 13 is provided for each cylinder.

The cylinder row of the engine is inclined toward the rear of the vehicle with respect to the vertical direction, and the output output shaft 1 takes out the output from the crankshaft 6.
6 is provided parallel to the crankshaft 6, and the output output shaft 16 is arranged diagonally above the crankshaft 6 and close to it. An oil tank 15 for storing oil is located diagonally below the output output shaft 16i and the crankshaft 6, and the oil tank 15 faces toward the front of the vehicle as indicated by the arrow FWD in FIG. 3. . Further, the angle α between the cylinder axis L1 and the line L2 connecting the output output shaft center and the crank shaft center is an acute angle.

A gear 28 is provided on the crank arm of the crankshaft 6, and this gear 28 is connected to a gear 29 provided on the output output shaft 16.
It meshes with. Furthermore, the gear 30 provided on the output output shaft 16 is connected to an intermediate shaft 30 that is pivotally supported on the cylinder head 11.
The first chain 33 is connected to a gear 32 via a first chain 33. The gear 34 provided on the intermediate shaft 31 has a 342 chain 3
5 to the gear 38 of the camshaft 37 of the valve mechanism 36, and the rotation of the crankshaft 6 rotates the camshaft 37, and the rotation of the camshaft 37 causes the cam 3 to rotate.
9, intake valves and exhaust valves (not shown) are opened and closed using predetermined valve ties.

As shown in FIGS. 1 and 7, one end of the output shaft 16 is provided with a flywheel 45 and a clutch mechanism (not shown). It is designed to transmit power to.

The flywheel 45 is located at the end of the crankcase 7a in the crankshaft direction, and is configured not to protrude from this end. As shown in FIG. 1, the primary side of the transmission 47 is placed on the output output shaft 16, and the secondary side is placed on the counter shaft 48, and Rotate the front axle 2.

As shown in FIG. 7, an accessory drive pulley 50 is provided at the other end of the output output shaft 16.
0 faces the recess 51 formed in the crank bearing 60 of the crank case 7a so as not to protrude from the end of the crank case 7a of the cylinder block 7 in the crankshaft direction. From the auxiliary drive pulley 50 to the alternator 52,
A belt 55 is passed around pulleys of auxiliary equipment such as a power steering pump 53 and an air conditioner compressor 54, and these are simultaneously driven by the rotation of the output shaft 16.

The bearing part that pivotally supports the crankshaft 6 and the output extraction shaft 16 is
It is composed of an upper half body 70 and a lower half body 8 that are integrally formed on the crankcase 7a, and the upper half body 70 and the lower half body 8 integrally support the crankshaft 6 and the output output shaft 16, respectively. It is supposed to be done.

The upper half body 70 has a bearing 60 for the crankshaft 6 depending on the cylinder.
, a bearing 61 for the output output shaft 16 is formed, and an opening 62 for the oil passage 223 is formed on the lower side C. In this embodiment, the upper half 70 is integrally formed with the crankcase 7a.
0 may be formed from a separate member.

As shown in FIGS. 8 and 9, the lower half body 8 is made of cast iron and has a bearing 80 for the crankshaft 6 and a bearing 81 for the output output shaft 16, and further has an opening below for oil to pass through. 8a
is formed. As shown in FIG. 7, this lower half body 8 is individually attached to the cylinder block 7 with which the upper half body 70 is integrally formed, by screwing a mounting bolt 400 into place 22. The oil pan 14 is assembled by screwing mounting bolts 401 into 15 locations as shown in FIG.
It is also attached to the upper half body 70. In addition, the oil pan 14 is further secured by mounting bolts 402 at 5III locations.
It is independently attached to the lower half body 8.

The lower half 8 is the oil pan! Therefore, when removing the oil pan 14 to replace the strainer 25, etc., the lower half 8 can remain in a state where the crankshaft and the output output shaft are supported, making the work easier. It's easy.

In this way, at the bearing part between the lower half body 8 and the upper half body 70,
The crankshaft 6 and the output output shaft 16 are integrally supported, and the rigidity of the bearing portion is high. Therefore, even if a large stress is applied to the bearing portion of the crankshaft 6 or the output extraction shaft 16, positional deviation between the two can be suppressed.
Fluctuations in backlash applied to the gears 28 and 29 of the crankshaft 6 and output extraction shaft 16 can be suppressed.

Therefore, a flywheel 45 is provided on the output output shaft 16,
Even if the rotational fluctuations of the crankshaft 6 are not smoothed and are transmitted from the gear 28 to the gear 29 on the output extraction shaft 16, the backlash between the gears 28 and 29 is maintained in an appropriate state. Therefore, the noise between the two gears 28 and 29 can be reduced.

Further, the lower half body 8 may be formed of aluminum casting, but if it is formed of cast iron as in this embodiment, the lower half body 8 deforms under the influence of engine heat and the crankshaft
It is also possible to prevent the gap between the bearing 80 and the bearing 81 of the output extraction shaft 16 from widening, and the backlash between the crankshaft 6 and the gears 28 and 29 of the output extraction shaft 16 can be maintained in an appropriate state.

Upper half 70 of cylinder block 7. At the bottom of the crank chamber A formed by the lower half body 8 and the oil pan 14, oil that has lubricated various parts of the engine such as the cylinder block 7 is collected.

The oil pan 14 and the oil tank 15 are each made of cast aluminum, and the oil pan 14 and the oil tank 15 are separated by a wall 14g, and the oil tank 15 is attached to the tank mounting surface 14k of the oil pan 14. .

P is a pump unit, and a discharge pump that sends the oil accumulated in the crank chamber A to the oil tank 15 and an oil supply pump that sends the oil accumulated in the oil tank 15 to various parts of the engine are integrally formed. This pump unit P is attached to a pump attachment portion B formed on the oil pan 14 and a pump attachment portion C formed on the upper half body 70 and the lower half body 8. Discharge pump, oil supply pump and oil pan 1
4. An oil passage communicating with the oil tank 15 is formed integrally with the oil pan 14.

FIG. 11 is a sectional view of a vehicle engine unit showing an embodiment of the invention according to claim 2.

While the invention shown in FIGS. 1 to 10 is a vehicle engine unit equipped with a manual transmission, the invention according to claim 2 shown in FIG. 11 is a vehicle engine unit equipped with an automatic transmission. Since the other components are configured in the same manner, the explanation will be omitted.

A drive plate 500 is fixed to the end of the output output shaft 16 with bolts 511, and a pump impeller 503 of a torque converter 502 is fixed to this drive plate 500 with bolts 504. A turbine launch 505 is disposed opposite the pump impeller 503, this turbine runner 505 is spline engaged with a transmission input shaft 506, and a stator 507 is connected to a one-way clutch 50.
8 to the stator shaft 509.

Therefore, the rotation of the crankshaft 6 is transmitted to the output output shaft 16 via the gears 28, 29, and the drive plate 5
00 to the torque converter 502. Here, the rotational force of the pump impeller 503 is transmitted to the turbine runner 505 via fluid, thereby rotating the transmission input shaft 506, and transmitting the rotation to the front axle via a planetary gear unit (not shown).

This torque converter 502 constitutes an automatic transmission together with a planetary gear unit and the like, and this torque converter 502 smoothes rotational fluctuations of the crankshaft 6 similarly to the flywheel 45 of the invention described in claim 1.

[Effects of the Invention] As described above, in the vehicle engine unit of the invention according to claim 1, the crankshaft is provided with an output gear, and the output shaft is provided with a gear that meshes with the output gear. Since the take-out shaft is provided with a flywheel, and in the invention according to claim 2, the output take-out shaft is provided with a torque converter,
There is no need to provide a flywheel or torque converter on the crankshaft, making it possible to make the engine shorter in the direction of the crankshaft.

In addition, the bearing part that pivotally supports the crankshaft and the output extraction shaft is composed of an upper half and a lower half, and the upper half and the lower half each integrally support the crankshaft and the output extraction shaft. Therefore, the rigidity of the bearing portion is improved, and even if a large stress is applied to the bearing portion of the crankshaft or the output output shaft, misalignment between the two is reduced. Therefore, the backlash between the gears on the crankshaft and the output output shaft can be maintained in an appropriate state, so by installing a flywheel or torque converter on the output output shaft, the output is output from the output gear without smoothing the rotational fluctuations of the crankshaft. Even if it is transmitted to the gear on the extraction shaft,
Noise generated between both gears is reduced.

[Brief explanation of drawings]

1 to 10 show an embodiment of the invention as claimed in claim 1, FIG. 1 is a side view showing a state in which an engine unit for an automobile is mounted, FIG. 2 is a plan view thereof, and FIG. 3 is an automobile engine unit. Figure 4 is a front view of the engine unit for automobiles, Figure 5 is a front view of the oil pan with the oil cooler, oil filter and oil tank removed, and Figure 6 is Figure 5. Vl-vr sectional view of 'j4
Figure 7 is a cross-sectional view taken from ■-■ in Figure 6, and Figure 8 is a cross-sectional view taken along ■-■ in Figure 6.
A sectional view, FIG. 9 is a perspective view of the lower half with the mounting holes omitted,
FIG. 10 is a rear view of the oil pan shown in FIG. 5 when viewed from the back side, and FIG. N11 is a sectional view of a vehicle engine unit showing an embodiment of the invention as claimed in claim 2. In the figure, 1 is the engine compartment, 6 is the crankshaft, 7 is the cylinder block, 7a is the crankcase, 7b is the cylinder,
8 is the lower half, 14 is the oil pan, 14d is the partition wall, 1
5 is an oil tank, 16 is an output shaft, 45 is a flywheel, 70 is a lower half, and 500 is a torque converter.

Claims (1)

[Claims] 1. A crankshaft having an output gear, an output output shaft having a flywheel and a gear that meshes with the output gear, and a bearing portion that pivotally supports the crankshaft and the output output shaft,
1. A vehicle engine unit comprising an upper half and a lower half, each of which integrally supports a crankshaft and an output output shaft. 2. It is equipped with a crankshaft having an output gear, an output shaft having a gear that meshes with the output gear, and a torque converter, and a bearing part that pivotally supports the crankshaft and the output shaft is connected to an upper half and a lower half. 1. An engine unit for a vehicle, characterized in that the upper half body and the lower half body integrally support a crankshaft and an output output shaft, respectively.