JPH0396625A - Parallel line multi-cylinder engine for vehicle - Google Patents

Abstract

PURPOSE:To lower the whole height of an engine by arranging an output shaft rotting monolithically with a crank shaft in a specified condition with respect to a differential device and the like, and thereby concurrently devising a means and the like in such a way that a rotor of a large dismeter and the main shaft of an automatic transmission are arranged on the center line of the output shaft. CONSTITUTION:In an engine 22, the rotation of a crank shaft 26 is transmitted to paired right and left driving wheels via an automatic transmission 65 and a differential device 80. In this case, an output shaft 34 rotating monolithically with the crank shaft 26 is arranged in parallel with the crank shaft 26 in the opposite side of the differential device 80 while the crank shaft 26 is being held. Following which, a torque converter 72 as a rotor of a large diameter and the main shaft 70 of the automatic transmission 68 are arranged on the center line of the output shaft 34, and the torque converter 72 is concurrently over-lapped onto the crank shaft 26 when viewed from the side. In addition, with respect to the crank shaft 26, the output shaft 34 is arranged upward, and the center of the differential device 80 is arranged downward. Furthermore, a cylinder block 28 is so tilted as to cover the upper side of the differential device 80.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a parallel multi-cylinder engine for a vehicle mounted between a pair of left and right drive wheels.

(Background of the Invention) In vehicle engines, as engine output increases, large-diameter rotating bodies such as torque converters and clutches become larger.
Its outer diameter also increases. In conventional engines, the torque converter and clutch are placed on the crankshaft, which increases the overall height of the engine and reduces the degree of design freedom when installing it in a vehicle, especially when installing it in a passenger car. The problem was that there were more restrictions.

There is also a vehicle in which this engine is mounted between a pair of left and right drive wheels, and these drive wheels are driven via a transmission and a differential device. In this case, conventional methods have been used to prevent the torque converter and clutch of the transmission from interfering with the differential device or the axle shaft that transmits the rotation of the differential device to each drive wheel.
It becomes necessary to separate it from the axle axis. For this reason, the crankshaft, torque converter (or clutch), and cylinder block are separated from the differential gear, making it necessary to enlarge the engine room. As a result, there is a problem in that the degree of freedom in designing the vehicle is reduced.

(Objective of the Invention) The present invention was made in view of the above circumstances, and it is possible to reduce the overall height of the engine, improve installation in a small engine room, and increase the degree of freedom in vehicle design. Its purpose is to provide vehicle engines.

(Structure of the Invention) According to the present invention, this object is to transfer the rotation of a crankshaft mounted between a pair of left and right drive wheels and disposed in the width direction of the vehicle body to the left and right drive wheels through a transmission and a differential device. In a vehicle parallel multi-cylinder engine that transmits power to drive wheels, an output shaft that rotates together with the crankshaft is disposed parallel to the crankshaft on the opposite side of the differential device across the crankshaft, and A large-diameter rotating body and the main shaft of the transmission are disposed on the center line of the output shaft, and the rotating body is superimposed on the crankshaft in side view, and the output shaft is placed above the crankshaft in the differential gear. This is achieved by a parallel multi-cylinder engine for a vehicle, characterized in that the centers of the differential gears are disposed downward, and the shilling block is inclined so as to cover the upper side of the differential gear. (Embodiment) Fig. 1 is a partially sectional side view of one embodiment of the present invention, and Fig. 2 is a partially sectional side view of an embodiment of the present invention.
The figure is a partially sectional plan view, and Figure 3 is a plan view showing how it is mounted on the vehicle body. This embodiment is a so-called FF (
The present invention is applied to a front engine/front drive (front engine/front drive) type passenger car. In FIGS. 1 and 3, reference numeral 10 is an engine room, and this engine room 10
The rear part of the vehicle is equipped with a floor panel 12 (Fig.
4 and the upper part is covered with a hood 16. 18
is a windshield, and 20 is a radiator.

22 is a water-cooled parallel six-cylinder engine, which is mounted in the engine room 10. 24 (24a, 24b)
are steering front wheels serving as driving wheels, and are located on both sides of the engine 22. That is, the engine 22 drives both front wheels 24a, 2
It is located between 4b.

The crankshaft 26 of this engine 22 is disposed in the width direction of the vehicle body, and journal portions at a total of seven locations between the six cylinders and at both ends shown in FIG. 2 are connected to the cylinder block 28 and crankcase 30. is held between. In addition, the crank bin 3 is the second one from the right in Figure 2.
1 is held by a pair of crank arms, one of which serves as a gear 32 for extracting engine output.

34 is an output shaft parallel to the crankshaft;
Located in front of and above 6. This output shaft 34 passes through a gear chamber 36 formed at the upper left front surface of the cylinder block 28 (the right side of the cylinder block 28 in FIG. 2), and its right end (left side in FIG. 2) is located at the upper right front surface of the cylinder block 28 ( It passes through a bearing portion 38 protruding from the upper left front side in FIG. This output shaft 34 is provided with a gear 40 that is located in the gear chamber 36 and meshes with the engine output extraction gear 32, so that the output shaft 34 always rotates together with the crankshaft 26. A boolean IJ42 is fixed to the right end, and this boolean 42 is used for pumping out engine cooling water, such as a drainage pump (not shown), a power steering bomb (not shown), an air conditioner bomb (not shown), etc. to drive. Further, the output shaft 34 is provided with a subrocket 44 adjacent to the gear 40. This subrocket 44 drives two overhead camshafts 46 (46a, 46b). That is, a cylinder head 48 is fixed to the upper surface of the cylinder block 28, the rotation of the subrocket 44 is transmitted to an intermediate shaft 50 held by this cylinder head 48, and the rotation of this intermediate shaft 50 is further transmitted to both camshafts 46. It is something. At this point, the cylinder block 28 tilts backward,
The vertical dimensions of the engine 22 are intended to be reduced.

Reference numeral 52 indicates six intake pipes corresponding to each intake pipe, which extend forward from the upper surface of the cylinder head 48 and are connected to the surge tank 54. The left end of the surge tank 54 is connected to an air cleaner (not shown) via a throttle valve 56 (FIG. 3). In FIG. 1, 58 is an exhaust pipe.

This engine 22 has a dry sump type lubrication system.

Here, the reservoir tank 60 is the crank case 30.
is fixed to the front of the That is, the crankcase 30 is made up of two members 30a and 30b, and an oil tank 60 is fixed to the front surface of the member 30b. Lubricating oil accumulated in the crank chamber formed between the crankcase 30 and the cylinder block 28 passes through an oil passage 62 formed in the member 30b and is pumped up to the oil reservoir tank 60 by an oil pump 64. The oil in the reservoir tank 60 is sucked into the oil pump 64 through an oil strainer 66, and is then pressure-fed to various parts of the engine through an oil filter (not shown) before returning to the lower part of the crank chamber. The oil pump 64 is provided in the middle of the output shaft 34 as shown in FIG. 2, and is driven by the output shaft 34. The arrows in FIG. 1 indicate the flow of oil.

An automatic transmission 68 is attached to the left side of the cylinder block 28 and crankcase 30. A main shaft 70 of this automatic transmission 68 is located on the same center line as the output shaft 34. The rotation of the output shaft 34 is controlled by the main shaft through a torque converter 72 as a large-diameter rotating body, a known planetary gear group for speed change, and a wet multi-disc clutch group (not shown) arranged on the main shaft 70. 70 will be informed. This rotation of the main shaft 70 is transmitted to the counter shaft 78 via gears 74 and 76.

Reference numeral 80 denotes a differential device, which is located diagonally rearward and downward of the torque converter 72, and its center A is located between the left and right front wheels 24. A small reduction gear 82 on the countershaft 78 meshes with a large reduction gear 84 of this differential device 80, and the output of the differential device 80 is transmitted to a pair of left and right axle shafts 86 (86a, 86b) and a constant velocity joint (not shown). ) is transmitted to both front wheels 24.

Here, the center A of the differential gear 80 is located below the center of the crankshaft 26, as is clear from FIG. That is, it is located below the horizontal plane B passing through the center of the crankshaft 26. For this reason, the position of the differential gear 80 having the large diameter large reduction gear 84 is lowered, but since the cylinder block 28 is tilted rearward so that the cylinder block 28 covers the upper part of the differential gear 80, The total height of the entire engine 22 can be kept small. Further, the output shaft 34 is located above and in front of the crankshaft 26, the torque converters 72 on this output shaft 34 overlap in side view, and the crankshaft 26 is located between the output shaft 34 and the center A of the differential gear 80. . Therefore, the large-diameter torque converter 72 is connected to the differential gear 8.
The output shaft 34 can be brought closer to the crankshaft 26 without interfering with the engine 0 or the axle shaft 86.

In this embodiment, the torque converter 72 is connected to the crankshaft 26.
(FIG. 1), the present invention may overlap only the crank web without overlapping the center of the crankshaft 26.

FIG. 4 is a partial sectional view of another embodiment. The engine 22A of this embodiment is equipped with a manual transmission 68A with a foot-operated dry type single plate clutch 72A in place of the automatic transmission 68, and here the clutch 72A is a large-diameter rotating body. In this figure, the same parts as in FIG. 2 are given the same reference numerals, so their description will not be repeated.

(Effects of the Invention) As described above, the main shaft of the transmission is disposed on the output shaft that is parallel to the crankshaft and located above the crankshaft, so that large-diameter rotating parts such as torque converters and clutches can be The rotating body will be located on this output shaft, and this rotating body will not protrude downward from the engine. Also, since the center of the differential gear is located below the crankshaft and the cylinder block is tilted to cover the upper part of the differential gear, even if the large reduction gear part of the differential gear protrudes downward, the engine The overall height can be kept small. In addition, the output shaft, on which the large-diameter rotating body is located, is located on the opposite side of the differential gear across the crankshaft, making it possible to bring the crankshaft sufficiently close to the differential gear. Since the rotating body overlaps the crankshaft in side view, the output shaft can be brought closer to the crankshaft, and the longitudinal dimensions of the entire engine can be reduced. Therefore, the engine can be easily mounted in a narrow engine room, and the degree of freedom in designing the vehicle can be increased.

[Brief explanation of drawings]

FIG. 1 is a partially sectional side view of one embodiment of the present invention, and FIG.
The figure is a partially sectional plan view, and Figure 3 is a plan view showing how it is mounted on the vehicle body. FIG. 4 is a partial cross-sectional view of another embodiment. 22, 22A...engine, 24...front wheel, 26...crankshaft,
34... Output shaft, 68... Automatic transmission, 6
8A...Manual transmission, 72...Torque converter, 72A...Clutch, 80...Differential device.

Claims (1)

[Scope of Claims] A parallel motor for a vehicle that is mounted between a pair of left and right drive wheels and transmits the rotation of a crankshaft disposed in the width direction of the vehicle body to the pair of left and right drive wheels via a transmission and a differential device. In the cylinder engine, an output shaft that rotates together with the crankshaft is disposed parallel to the crankshaft on the opposite side of the differential device across the crankshaft, and a large diameter shaft is disposed on the center line of the output shaft. A rotating body and a main shaft of the transmission are arranged, and the rotating body is overlapped with a crankshaft in a side view, and the output shaft is arranged above and the center of the differential device is arranged below with respect to the crankshaft. A parallel multi-cylinder engine for a vehicle, characterized in that the cylinder block is inclined so as to cover above the differential gear.