JPH0996249A - Thrust preventing device for rotary shaft of engine - Google Patents
Thrust preventing device for rotary shaft of engineInfo
- Publication number
- JPH0996249A JPH0996249A JP25589495A JP25589495A JPH0996249A JP H0996249 A JPH0996249 A JP H0996249A JP 25589495 A JP25589495 A JP 25589495A JP 25589495 A JP25589495 A JP 25589495A JP H0996249 A JPH0996249 A JP H0996249A
- Authority
- JP
- Japan
- Prior art keywords
- thrust
- gear
- engine
- shaft
- boss portion
- 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.)
- Pending
Links
Landscapes
- Valve-Gear Or Valve Arrangements (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
- Lubrication Of Internal Combustion Engines (AREA)
Abstract
Description
【０００１】[0001]
【発明の技術分野】本発明はエンジンの回転軸（動弁カ
ム軸や燃料噴射ポンプ駆動用のカム軸等を含む）のスラ
スト移動を防止する装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for preventing thrust movement of a rotary shaft of an engine (including a valve camshaft and a camshaft for driving a fuel injection pump).
【０００２】[0002]
【従来の技術】本発明の対象となる回転軸のスラスト防
止装置の従来技術としては、図６に示すものがある。こ
こで、図６は図５中のＡ−Ａ線矢視縦断面図で、従来例
に係るスラスト防止装置の要部を示し、図５は縦型ディ
ーゼルエンジンの伝動ギヤとこれらを覆うギヤケースの
配置を示すエンジンの正面図である。なお、図５中の符
号４はクランク軸の先端部に固定した駆動ギヤ、５はア
イドルギヤ、６は燃料噴射ポンプ駆動用カム軸の伝動ギ
ヤ、７はガバナ軸の伝動ギヤ、８は動弁カム軸の伝動ギ
ヤ、２０はこれらの伝動ギヤを覆うギヤケースを示し、
図６中の符号１０は動弁カム軸、１５はスラスト規制リ
ングを示す。2. Description of the Related Art As a prior art of a thrust prevention device for a rotary shaft, which is the subject of the present invention, there is one shown in FIG. Here, FIG. 6 is a vertical cross-sectional view taken along the line AA in FIG. 5, showing a main part of a thrust prevention device according to a conventional example, and FIG. 5 shows a transmission gear of a vertical diesel engine and a gear case covering them. It is a front view of an engine showing arrangement. In FIG. 5, reference numeral 4 is a drive gear fixed to the tip of the crankshaft, 5 is an idle gear, 6 is a transmission gear of a fuel injection pump driving camshaft, 7 is a governor shaft transmission gear, and 8 is a valve valve. Camshaft transmission gears, 20 indicates a gear case that covers these transmission gears,
Reference numeral 10 in FIG. 6 indicates a valve camshaft, and 15 indicates a thrust restriction ring.
【０００３】上記スラスト規制リング１５は、回転軸で
ある動弁カム軸１０が前後方向（図６中の左右方向）に
スラスト移動するのを規制するためのものである。即
ち、上記各伝動ギヤ４〜８は、円滑な回転伝動を達成す
るために、ハスバ歯車で構成されている。このため、通
常回転では当該回転軸１０に回転力を伝動するととも
に、その分力として当該回転軸１０に一方向のスラスト
力が生じる。また、同様にして、エンジンの減速時には
回転軸１０が惰性回転するため、その反作用として当該
回転軸１０に逆方向のスラスト力が生じる。従って、回
転軸１０が前後方にスラスト移動するのを規制する必要
がある。The thrust restricting ring 15 is for restricting thrust movement of the valve operating cam shaft 10, which is a rotating shaft, in the front-rear direction (left-right direction in FIG. 6). That is, each of the transmission gears 4 to 8 is composed of a helical gear in order to achieve smooth rotation transmission. Therefore, in the normal rotation, the rotational force is transmitted to the rotary shaft 10, and a unidirectional thrust force is generated on the rotary shaft 10 as its component. Similarly, when the engine is decelerated, the rotary shaft 10 rotates by inertia, and as a reaction thereof, a thrust force in the opposite direction is generated on the rotary shaft 10. Therefore, it is necessary to regulate the thrust movement of the rotary shaft 10 to the front and rear.
【０００４】そこで、従来では図６に示すように、エン
ジン本体１の前壁１ａに軸支孔３をあけ、この支持孔３
で動弁カム軸１０の支持ジャーナル１２を軸支するとと
もに、上記支持孔３より動弁カム軸１０の軸先端部１１
を突出させ、この軸先端部１１にハスバ歯車より成る伝
動ギヤ８を固設し、上記前壁１ａに固定したスラスト規
制リング１５により動弁カム回転軸１０が前方（左方
向）にスラスト移動するのを規制するとともに、上記伝
動ギヤ１３の後方ボス部１３ａを上記スラスト規制リン
グ１５に接当させることにより、動弁カム軸１０が後方
（左方向）にスラスト移動するのを規制するように構成
している。Therefore, conventionally, as shown in FIG. 6, a shaft support hole 3 is formed in the front wall 1a of the engine body 1, and the support hole 3 is formed.
Supports the support journal 12 of the valve camshaft 10 by means of the support hole 3 and supports the shaft tip 11 of the valve camshaft 10 through the support hole 3.
And a transmission gear 8 composed of a helical gear is fixed to the shaft tip portion 11, and the valve operating cam rotating shaft 10 is thrust forward (leftward) by a thrust regulating ring 15 fixed to the front wall 1a. And the rear boss portion 13a of the transmission gear 13 is brought into contact with the thrust restriction ring 15 to restrict the valve camshaft 10 from moving rearward (to the left). are doing.
【０００５】上記ギヤケース２０の軸先端に対面する箇
所にはサブ動力取出用孔２２があけられ、動弁カム軸１
０の軸先端連結部１１ａと仮想線で示すサブ動力取出手
段２５とが連結可能に構成されている。ここで、サブ動
力取出手段２５の例としては、アワーメータや作業用補
助ポンプ等がある。そして上記サブ動力取出手段２５を
設けないときは、サブ動力取出用孔２２は外側より閉止
栓１８を圧入して閉止される。A sub-power take-out hole 22 is formed in a portion of the gear case 20 facing the tip of the shaft so that the valve cam shaft 1
The shaft tip connecting portion 11a of 0 and the sub power take-out means 25 shown by an imaginary line are configured to be connectable. Here, examples of the sub power take-out means 25 include an hour meter and a work auxiliary pump. When the sub power take-out means 25 is not provided, the sub power take-out hole 22 is closed by press-fitting the closing plug 18 from the outside.
【０００６】[0006]
【発明が解決しようとする課題】しかしながら、上記従
来技術では、動弁カム回転軸１０のスラスト規制をする
にあたり、エンジン本体１の前壁１ａにスラスト規制リ
ング１５を固定する必要があるため、部品点数が増える
うえ、コスト高につく。本発明はこのような事情に鑑み
てなされたもので、上記スラスト規制リングを無くして
部品点数を減らし、コスト低減を図ること、を主要技術
課題とする。However, in the above-mentioned prior art, in order to restrict the thrust of the valve cam rotating shaft 10, it is necessary to fix the thrust restricting ring 15 to the front wall 1a of the engine body 1, so that the parts are The number of points increases and the cost increases. The present invention has been made in view of such circumstances, and a main technical problem is to eliminate the thrust regulating ring to reduce the number of parts and reduce cost.
【０００７】[0007]
【課題を解決するための手段】上記課題を解決するため
に、本発明は以下のように構成される。即ち、請求項１
に記載の発明は、エンジン本体１の前壁１ａに軸支孔３
をあけ、この支持孔３で回転軸１０を軸支するととも
に、上記支持孔３より軸先端部１１を突出させ、この軸
先端部１１にハスバ歯車より成る伝動ギヤ８を固設する
とともに、スラスト規制手段１５で当該回転軸１０のス
ラスト移動を規制するように構成したエンジンの回転軸
のスラスト防止装置において、上記スラスト規制手段１
５は、上記伝動ギヤ８の後方ボス部８ｂをエンジン本体
１の前壁１ａに当接させるとともに、ギヤケース２０に
形成した対面ボス部２１を上記伝動ギヤ８の前方ボス部
８ａに接当させて構成したことを特徴としている。In order to solve the above problems, the present invention is configured as follows. That is, claim 1
According to the invention described in 1), the shaft support hole 3 is formed in the front wall 1a of the engine body 1.
The support hole 3 supports the rotary shaft 10, and the shaft tip 11 is projected from the support hole 3, and the transmission gear 8 made of a helical gear is fixedly mounted on the shaft tip 11 and the thrust is applied. In the thrust preventive device for the rotating shaft of the engine configured to restrict the thrust movement of the rotating shaft 10 by the restricting device 15, the thrust restricting device 1 is provided.
5, the rear boss portion 8b of the transmission gear 8 is brought into contact with the front wall 1a of the engine body 1, and the facing boss portion 21 formed on the gear case 20 is brought into contact with the front boss portion 8a of the transmission gear 8. It is characterized by being configured.
【０００８】また請求項２に記載の発明は、図１及び図
２に例示するように、請求項１に記載のエンジンの回転
軸のスラスト防止装置において、前記ギヤケース２０の
軸先端に対面する箇所にサブ動力取出用孔２２をあけ、
このサブ動力取出用孔２２を閉止栓１８で閉止するとと
もに、上記ギヤケース２０の対面ボス部２１に上記サブ
動力取出用孔２２内とギヤ室１６とを連通する連通部２
３を形成したことを特徴としている。The invention according to claim 2 is, as illustrated in FIGS. 1 and 2, in the thrust preventing device for the rotating shaft of the engine according to claim 1, a portion facing the shaft tip of the gear case 20. Sub power take-out hole 22 is opened in
The sub power take-out hole 22 is closed by the closing plug 18, and the facing boss portion 21 of the gear case 20 communicates the inside of the sub power take-out hole 22 with the gear chamber 16.
3 is formed.
【０００９】さらに請求項３に記載の発明は、図３に例
示するように、請求項２に記載のエンジンの回転軸のス
ラスト防止装置において、前記連通部２３をギヤケース
２０の対面ボス部２１の上部に形成したことを特徴とし
ている。Further, as shown in FIG. 3, the invention according to claim 3 is the thrust preventing device for the rotating shaft of the engine according to claim 2, wherein the communicating portion 23 is connected to the facing boss portion 21 of the gear case 20. It is characterized by being formed on the top.
【００１０】そして請求項４に記載の発明は、図４に例
示するように、請求項２に記載のエンジンの回転軸のス
ラスト防止装置において、前記連通部２３をギヤケース
２０の対面ボス部２１の上部及び下部に形成したことを
特徴としている。The invention according to claim 4 is, as illustrated in FIG. 4, in the thrust preventing device for the rotating shaft of the engine according to claim 2, wherein the communicating portion 23 is connected to the facing boss portion 21 of the gear case 20. It is characterized in that it is formed in the upper part and the lower part.
【００１１】[0011]
【発明の作用・効果】請求項１に記載の発明では、伝動
ギヤ８の後方ボス部８ｂをエンジン本体１の前壁１ａに
当接させるとともに、ギヤケース２０に形成した対面ボ
ス部２１を上記伝動ギヤ８の前方ボス部８ａに接当させ
ることにより、回転軸１０が前後方にスラスト移動する
のを規制する。これにより、従来のスラスト規制リング
を無くして部品点数を減らし、コスト低減を図ることが
できる。According to the invention described in claim 1, the rear boss portion 8b of the transmission gear 8 is brought into contact with the front wall 1a of the engine body 1, and the facing boss portion 21 formed on the gear case 20 is transmitted by the transmission. By abutting against the front boss portion 8a of the gear 8, the rotary shaft 10 is restricted from moving in the front and rear thrust directions. As a result, it is possible to eliminate the conventional thrust regulation ring, reduce the number of parts, and reduce the cost.
【００１２】請求項１に記載のスラスト防止装置におい
て、ギヤケース２０の軸先端に対面する箇所にあけたサ
ブ動力取出用孔２２は、サブ動力取出手段を設けないと
きは閉止栓１８で閉止されるので、図１に示すように、
上記サブ動力取出用孔２２内は密閉状態になるが、ギヤ
室１６内に充満しているミスト状のオイルや、ケース本
体１の油路２から回転軸１０の支持ジャーナル１２に形
成されている油溝１３等を経たオイルが、ギヤケース２
０の内壁や回転軸１０を伝ってサブ動力取出用孔２２内
に侵入し、当該空間２２内を潤滑オイルで満たす。In the thrust preventive device according to the first aspect, the sub-power take-out hole 22 formed at a position facing the shaft tip of the gear case 20 is closed by the closing plug 18 when the sub-power take-out means is not provided. So, as shown in Figure 1,
Although the inside of the sub power extraction hole 22 is hermetically closed, mist-like oil filling the gear chamber 16 or the oil passage 2 of the case body 1 is formed in the support journal 12 of the rotary shaft 10. The oil that has passed through the oil groove 13 etc. is
It penetrates into the sub power extraction hole 22 through the inner wall of 0 and the rotary shaft 10 and fills the space 22 with lubricating oil.
【００１３】一方、上記構成に係るスラスト規制リング
１５は、回転軸１０が前後方にスラスト移動するのを規
制するが、スラスト移動を皆無にすることはできないた
め、回転軸１０の軸先端連結部１１ａのポンプ作用によ
りサブ動力取出用孔２２の内圧を高め、前記閉止栓１８
を脱落させることがある。そこで請求項２に記載の発明
では、上記ギヤケース２０の対面ボス部２１に上記サブ
動力取出用孔２２内とギヤ室１６とを連通する連通部２
３を形成することにより、当該サブ動力取出用孔２２の
内圧が高まるのを防止する。これにより閉止栓１８の脱
落を防止する。On the other hand, although the thrust regulating ring 15 having the above-mentioned structure regulates the thrust movement of the rotary shaft 10 to the front and rear, it cannot completely eliminate the thrust movement. The pump action of 11a increases the internal pressure of the sub-power extraction hole 22, and
May be dropped. Therefore, in the invention according to claim 2, the facing boss portion 21 of the gear case 20 communicates the inside of the sub power take-out hole 22 with the gear chamber 16.
By forming 3, the internal pressure of the sub power extraction hole 22 is prevented from increasing. This prevents the stopper 18 from falling off.
【００１４】請求項３に記載の発明では、請求項２に記
載のエンジンの回転軸のスラスト防止装置において、前
記連通部２３をギヤケース２０の対面ボス部２１の上部
に形成したことから、この連通部２３がオイルの補給口
として機能する。つまり、上記サブ動力取出用孔２２内
に潤滑オイルを積極的に取り入れることにより、ギヤケ
ース２０の対面ボス部２１と伝動ギヤ８の前方ボス部８
ａとの接当面間の潤滑性を高めることができる。According to the third aspect of the present invention, in the thrust preventing device for the rotating shaft of the engine according to the second aspect, since the communicating portion 23 is formed above the facing boss portion 21 of the gear case 20, the communicating portion 23 is formed. The portion 23 functions as an oil supply port. That is, by positively introducing the lubricating oil into the sub-power extraction hole 22, the facing boss portion 21 of the gear case 20 and the front boss portion 8 of the transmission gear 8 are provided.
The lubricity between the contact surface with a can be improved.
【００１５】請求項４に記載の発明では、請求項２に記
載のエンジンの回転軸のスラスト防止装置において、前
記連通部２３をギヤケース２０の対面ボス部２１の上部
及び下部に形成したことから、対面ボス部２１の上部に
形成した連通部２３はオイルの補給口として、対面ボス
部２１の下部に形成した連通部２３はオイルの排出口と
して、それぞれ機能する。つまり、上部の連通部２３よ
り流入した潤滑オイルは下部の連通部２３より流下す
る。これにより、潤滑オイルが上記サブ動力取出用孔２
２内に淀むこともないので潤滑オイルの劣化を防止でき
る。In the invention according to claim 4, in the thrust preventing device for the rotating shaft of the engine according to claim 2, since the communicating portion 23 is formed above and below the facing boss portion 21 of the gear case 20, The communication portion 23 formed at the upper portion of the facing boss portion 21 functions as an oil supply port, and the communication portion 23 formed at the lower portion of the facing boss portion 21 functions as an oil discharge port. That is, the lubricating oil that has flowed in from the upper communication portion 23 flows down from the lower communication portion 23. As a result, the lubricating oil is transferred to the sub power extraction hole 2
It is possible to prevent the deterioration of the lubricating oil because it does not stagnant inside 2.
【００１６】[0016]
【発明の実施の形態】以下、本発明の実施の形態を図面
に基づいて説明する。図１は図５中のＡ−Ａ線矢視図
で、本発明の第１の実施形態に係るスラスト防止装置の
要部縦断面図、図２は第１の実施形態に係るギヤケース
の要部を破断して示す正面図である。Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a view taken along the line AA in FIG. 5, which is a longitudinal cross-sectional view of a main part of a thrust prevention device according to a first embodiment of the present invention, and FIG. 2 is a main part of a gear case according to the first embodiment. It is a front view which fractures and shows.
【００１７】このスラスト防止装置は、図１及び図２に
示すように、従来のスラスト防止装置と同様の基本構成
を備える。即ち、エンジン本体１の前壁１ａに軸支孔３
をあけ、この支持孔３で回転軸である動弁カム軸１０を
軸支するとともに、上記支持孔３より動弁カム軸１０の
先端部１１を突出させ、この先端部１１にハスバ歯車よ
り成る伝動ギヤ８を固設するとともに、後述するスラス
ト規制手段１５で当該動弁カム軸１０のスラスト移動を
規制するように構成されている。また、上記伝動ギヤ８
は、回転軸１０の軸先端部１１に圧入され、かつ、キイ
１７で回り止めされる。なお、図１中の符号１４は、動
弁カム軸１０の他方の支持ジャーナル（図示せず）に潤
滑オイルを供給するための油路である。As shown in FIGS. 1 and 2, this thrust prevention device has the same basic structure as the conventional thrust prevention device. That is, the shaft support hole 3 is formed in the front wall 1a of the engine body 1.
The support hole 3 is used to pivotally support the valve camshaft 10, which is a rotating shaft, and the tip portion 11 of the valve camshaft 10 is projected from the support hole 3, and the tip portion 11 is made of a helical gear. The transmission gear 8 is fixedly installed, and the thrust movement of the valve camshaft 10 is regulated by a thrust regulation means 15 described later. In addition, the transmission gear 8
Is press-fitted into the shaft tip portion 11 of the rotary shaft 10 and is prevented from rotating by the key 17. Reference numeral 14 in FIG. 1 is an oil passage for supplying lubricating oil to the other support journal (not shown) of the valve operating camshaft 10.
【００１８】以下、本発明の特徴構成について説明す
る。上記スラスト規制手段１５は、図１及び図２に示す
ように、上記伝動ギヤ８の後方ボス部８ａをエンジン本
体１の前壁１ａに当接させるとともに、ギヤケース２０
に形成した対面ボス部２１を上記伝動ギヤ８の前方ボス
部８ａに接当させることにより、上記動弁カム軸１０の
スラスト移動を規制するように構成されている。これに
より、従来のスラスト規制リングを排除して部品点数を
減らし、コスト低減を図ることができる。The characteristic features of the present invention will be described below. As shown in FIGS. 1 and 2, the thrust regulating means 15 causes the rear boss portion 8a of the transmission gear 8 to abut against the front wall 1a of the engine body 1 and the gear case 20.
The thrust movement of the valve operating camshaft 10 is regulated by contacting the facing boss portion 21 formed on the front boss portion 8a of the transmission gear 8. As a result, the conventional thrust restriction ring can be eliminated to reduce the number of parts and reduce the cost.
【００１９】また、前記ギヤケース２０の軸先端に対面
する箇所にはサブ動力取出用孔２２をあけ、このサブ動
力取出用孔２２に外側より閉止栓１８を圧入して閉止す
る。また、上記ギヤケース２０に形成した対面ボス部２
１の下部には、上記サブ動力取出用孔２２内とギヤ室１
６とを連通する連通部２３が形成されている。これによ
り、後述するようにサブ動力取出用孔２２の内圧が高ま
るのを防止して閉止栓１８が脱落するのを防止すること
ができる。Further, a sub power take-out hole 22 is formed at a position facing the shaft tip of the gear case 20, and a closing plug 18 is press-fitted from the outside into the sub power take-out hole 22 to close it. Further, the facing boss portion 2 formed on the gear case 20
In the lower part of 1, the inside of the sub power extraction hole 22 and the gear chamber 1
A communication portion 23 that communicates with 6 is formed. As a result, as will be described later, it is possible to prevent the internal pressure of the sub-power extraction hole 22 from increasing and prevent the closing plug 18 from falling off.
【００２０】即ち、サブ動力取出用孔２２を閉止栓１８
で閉止し、ギヤケース２０の対面ボス部２１に連通部２
３を形成していない場合には、前記のように、密閉状態
になっているサブ動力取出用孔２２内は潤滑オイルで満
たされ、回転軸１０の軸先端連結部１１ａのポンプ作用
によりサブ動力取出用孔２２の内圧を高め、閉止栓１８
を脱落させるが、図１及び図２に示すように、ギヤケー
ス２０の対面ボス部２１にサブ動力取出用孔２２内とギ
ヤ室１６とを連通する連通部２３を形成することによ
り、当該サブ動力取出用孔２２の内圧が高まるのを防止
し、閉止栓１８の脱落を防止することができる。That is, the sub power take-out hole 22 is closed with the closing plug 18
Closed with the connecting portion 2 to the facing boss portion 21 of the gear case 20.
3 is not formed, as described above, the inside of the closed sub power extraction hole 22 is filled with the lubricating oil, and the sub power is pumped by the shaft tip connecting portion 11a of the rotary shaft 10. The internal pressure of the extraction hole 22 is increased, and the closing plug 18
As shown in FIGS. 1 and 2, the facing boss portion 21 of the gear case 20 is provided with a communicating portion 23 that communicates the inside of the sub power take-out hole 22 and the gear chamber 16 with each other. It is possible to prevent the internal pressure of the extraction hole 22 from increasing and prevent the stopper 18 from falling off.
【００２１】図３は第２の実施形態に係るギヤケースの
要部を破断して示す正面図である。この実施形態は、前
記連通部２３をギヤケース２０の対面ボス部２１の上部
に形成したものであり、この連通部２３がオイルの補給
口として機能する。つまり、上記サブ動力取出用孔２２
内に潤滑オイルを積極的に取り入れることにより、ギヤ
ケース２０の対面ボス部２１と伝動ギヤ８の前方ボス部
８ａとの接当面間の潤滑性を高めることができる。FIG. 3 is a front view showing the main part of the gear case according to the second embodiment in a cutaway manner. In this embodiment, the communication portion 23 is formed above the facing boss portion 21 of the gear case 20, and the communication portion 23 functions as an oil supply port. That is, the sub power extraction hole 22
By positively introducing the lubricating oil into the inside, it is possible to improve the lubricity between the contact surfaces of the facing boss portion 21 of the gear case 20 and the front boss portion 8a of the transmission gear 8.
【００２２】図４は第３の実施形態に係るギヤケースの
要部を破断して示す正面図である。この実施形態は、前
記連通部２３をギヤケース２０の対面ボス部２１の上部
及び下部に形成したものであり、対面ボス部２１の上部
に形成した連通部２３はオイルの補給口として、対面ボ
ス部２１の下部に形成した連通部２３はオイルの排出口
として、それぞれ機能する。つまり、上部の連通部２３
より流入した潤滑オイルは下部の連通部２３より流下す
る。これにより、潤滑オイルが上記サブ動力取出用孔２
２内に淀むこともないので潤滑オイルの劣化を防止でき
る。FIG. 4 is a front view showing the main part of the gear case according to the third embodiment in a cutaway manner. In this embodiment, the communicating portion 23 is formed on the upper and lower portions of the facing boss portion 21 of the gear case 20, and the communicating portion 23 formed on the upper portion of the facing boss portion 21 serves as an oil replenishing port and serves as a facing boss portion. The communication portions 23 formed in the lower portion of 21 respectively function as oil discharge ports. That is, the communication part 23 at the upper part
The lubricating oil that flows in further flows down from the lower communication portion 23. As a result, the lubricating oil is transferred to the sub power extraction hole 2
It is possible to prevent the deterioration of the lubricating oil because it does not stagnant inside 2.
【００２３】上記実施形態では、回転軸を動弁カム軸と
するものについて例示したが、本発明はこれに限らず、
燃料噴射ポンプ駆動用のカム軸等スラスト移動を嫌う回
転軸に広く適用できる。また、上記実施形態では、ディ
ーゼルエンジンの回転軸について例示したが、火花点火
式エンジンの回転軸にも適用できる。In the above embodiment, the rotary shaft is used as the valve cam shaft, but the present invention is not limited to this.
It can be widely applied to rotary shafts such as cam shafts for driving fuel injection pumps that do not like thrust movement. Further, in the above embodiment, the rotating shaft of the diesel engine is exemplified, but the rotating shaft of the spark ignition engine can also be applied.
【図１】図５中のＡ−Ａ線矢視縦断面図で、本発明の第
１の実施形態に係るスラスト防止装置の要部縦断面図で
ある。FIG. 1 is a vertical cross-sectional view taken along the line AA in FIG. 5 and is a main-part vertical cross-sectional view of a thrust prevention device according to a first embodiment of the present invention.
【図２】第１の実施形態に係るギヤケースの要部を破断
した正面図である。FIG. 2 is a front view in which a main part of the gear case according to the first embodiment is cut away.
【図３】第２の実施形態に係るギヤケースの図２相当図
である。FIG. 3 is a view of a gear case according to a second embodiment corresponding to FIG.
【図４】第３の実施形態に係るギヤケースの図２相当図
である。FIG. 4 is a view of a gear case according to a third embodiment corresponding to FIG.
【図５】縦型ディーゼルエンジンの伝動ギヤとこれらを
覆うギヤケースの配置を示すエンジンの正面図である。FIG. 5 is a front view of the engine showing the arrangement of transmission gears of a vertical diesel engine and a gear case that covers them.
【図６】従来例に係るスラスト防止装置の図１相当図で
ある。FIG. 6 is a diagram corresponding to FIG. 1 of a thrust prevention device according to a conventional example.
１…エンジン本体、１ａ…エンジン本体の前壁、３…軸
支孔、８…伝動ギヤ、８ａ…伝動ギヤの前方ボス部、８
ｂ…伝動ギヤの後方ボス部、１０…回転軸（動弁カム
軸）、１１…回転軸の軸先端部、１５…スラスト規制手
段、１６…ギヤ室、１８…閉止栓、２０…ギヤケース、
２１…対面ボス部、２２…サブ動力取出用孔、２３…連
通部、Ｅ…エンジン。DESCRIPTION OF SYMBOLS 1 ... Engine main body, 1a ... Front wall of engine main body, 3 ... Shaft supporting hole, 8 ... Transmission gear, 8a ... Front boss portion of transmission gear, 8
b ... Rear boss portion of transmission gear, 10 ... Rotating shaft (valve cam shaft), 11 ... Shaft tip portion of rotating shaft, 15 ... Thrust restricting means, 16 ... Gear chamber, 18 ... Closing plug, 20 ... Gear case,
Reference numeral 21 ... Facing boss portion, 22 ... Sub power extraction hole, 23 ... Communication portion, E ... Engine.
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.6 識別記号 庁内整理番号 ＦＩ 技術表示箇所 Ｆ０２Ｂ 67/04 Ｆ０２Ｂ 67/04 Ａ 77/00 77/00 Ｑ Ｆ０２Ｍ 39/02 Ｆ０２Ｍ 39/02 Ｂ ─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. 6 Identification number Office reference number FI technical display location F02B 67/04 F02B 67/04 A 77/00 77/00 Q F02M 39/02 F02M 39/02 B
Claims (4)
孔（３）をあけ、この支持孔（３）で回転軸（10）を軸
支するとともに、上記支持孔（３）より軸先端部（11）
を突出させ、この軸先端部（11）にハスバ歯車より成る
伝動ギヤ（８）を固設するとともに、スラスト規制手段
（15）で当該回転軸（10）のスラスト移動を規制するよ
うに構成したエンジンの回転軸のスラスト防止装置にお
いて、 上記スラスト規制手段（15）は、上記伝動ギヤ（８）の
後方ボス部（8b）をエンジン本体（１）の前壁（1a）に
当接させるとともに、ギヤケース（20）に形成した対面
ボス部（21）を上記伝動ギヤ（８）の前方ボス部（8a）
に接当させて構成した、ことを特徴とするエンジンの回
転軸のスラスト防止装置。1. A shaft support hole (3) is opened in a front wall (1a) of an engine body (1), and a rotary shaft (10) is supported by the support hole (3), and the support hole (3) is also provided. Twisted shaft tip (11)
And a transmission gear (8) made of a helical gear is fixed to the shaft tip (11), and the thrust restricting means (15) restricts the thrust movement of the rotary shaft (10). In the thrust preventing device for the rotating shaft of the engine, the thrust regulating means (15) causes the rear boss portion (8b) of the transmission gear (8) to contact the front wall (1a) of the engine body (1), The facing boss portion (21) formed on the gear case (20) is used as the front boss portion (8a) of the transmission gear (8).
A thrust preventing device for a rotating shaft of an engine, which is configured to be brought into contact with
る箇所にサブ動力取出用孔（22）をあけ、このサブ動力
取出用孔（22）を閉止栓（18）で閉止するとともに、上
記ギヤケース（20）の対面ボス部（21）に上記サブ動力
取出用孔（22）内とギヤ室（16）とを連通する連通部
（23）を形成した、請求項１に記載のエンジンの回転軸
のスラスト防止装置。2. A sub power take-out hole (22) is formed in a portion of the gear case (20) facing the tip of the shaft, and the sub power take-out hole (22) is closed with a stopper (18). The engine rotation according to claim 1, wherein the facing boss portion (21) of the gear case (20) is provided with a communication portion (23) for communicating the inside of the sub power extraction hole (22) with the gear chamber (16). Axial thrust prevention device.
対面ボス部（21）の上部に形成した、請求項２に記載の
エンジンの回転軸のスラスト防止装置。3. The thrust prevention device for a rotary shaft of an engine according to claim 2, wherein the communication portion (23) is formed above the facing boss portion (21) of the gear case (20).
対面ボス部（21）の上部及び下部に形成した、請求項２
に記載のエンジンの回転軸のスラスト防止装置。4. The communication part (23) is formed in an upper part and a lower part of the facing boss part (21) of the gear case (20).
The thrust prevention device for the rotating shaft of the engine according to 1.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP25589495A JPH0996249A (en) | 1995-10-03 | 1995-10-03 | Thrust preventing device for rotary shaft of engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP25589495A JPH0996249A (en) | 1995-10-03 | 1995-10-03 | Thrust preventing device for rotary shaft of engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0996249A true JPH0996249A (en) | 1997-04-08 |
Family
ID=17285053
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP25589495A Pending JPH0996249A (en) | 1995-10-03 | 1995-10-03 | Thrust preventing device for rotary shaft of engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0996249A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10201364A1 (en) * | 2002-01-16 | 2003-08-14 | Porsche Ag | Cylinder head, for an IC motor, uses the cogwheel gearing between the camshafts as a fluid pump, to reduce the motor weight |
| WO2003078801A1 (en) * | 2002-02-20 | 2003-09-25 | Yamaha Hatsudoki Kabushiki Kaisha | Engine valve moving device |
| JP2016169675A (en) * | 2015-03-13 | 2016-09-23 | スズキ株式会社 | Oil return structure of internal combustion engine with supercharger |
-
1995
- 1995-10-03 JP JP25589495A patent/JPH0996249A/en active Pending
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10201364A1 (en) * | 2002-01-16 | 2003-08-14 | Porsche Ag | Cylinder head, for an IC motor, uses the cogwheel gearing between the camshafts as a fluid pump, to reduce the motor weight |
| WO2003078801A1 (en) * | 2002-02-20 | 2003-09-25 | Yamaha Hatsudoki Kabushiki Kaisha | Engine valve moving device |
| US6966290B2 (en) | 2002-02-20 | 2005-11-22 | Yamaha Hatsudoki Kabushiki Kaisha | Engine valve train device |
| JP2016169675A (en) * | 2015-03-13 | 2016-09-23 | スズキ株式会社 | Oil return structure of internal combustion engine with supercharger |
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