JPS59131018A - Connecting rod of internal combustion engine - Google Patents
Connecting rod of internal combustion engineInfo
- Publication number
- JPS59131018A JPS59131018A JP484883A JP484883A JPS59131018A JP S59131018 A JPS59131018 A JP S59131018A JP 484883 A JP484883 A JP 484883A JP 484883 A JP484883 A JP 484883A JP S59131018 A JPS59131018 A JP S59131018A
- Authority
- JP
- Japan
- Prior art keywords
- connecting rod
- bolts
- crankshaft
- large end
- respect
- 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
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C9/00—Bearings for crankshafts or connecting-rods; Attachment of connecting-rods
- F16C9/04—Connecting-rod bearings; Attachments thereof
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は内燃機関の連接棒に関づるものである。最近の
ディーゼル機関は過給度が＾く出力が増大覆る一方、高
速化の傾向にある。そのためシリンダ内の爆発圧力の増
大と慣性力が増大し、ピストンの１１復動を回転運動に
変換する役目をする連接棒に強大な繰返し荷重がかかる
。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to connecting rods for internal combustion engines. Modern diesel engines have a higher degree of supercharging, which increases their output, but they also tend to run at higher speeds. As a result, the explosion pressure and inertia within the cylinder increase, and a large cyclic load is applied to the connecting rod, which serves to convert the piston's 11 return motion into rotational motion.
−１−
このため連接棒の軸受部にいわゆるフレッティングコロ
−ジョン（焼鈍）等の損傷を受ける危険性が増大してい
る。一方連接棒１の着脱に際しては第１図に示す如くピ
ストン２に吊下せしめてシリンダ３から抜き出したり、
絹込み作業をする必要があり、シリンダ内径りよりも幅
がせまくなるように連接棒のクランク軸側の軸受穴を二
つに分割してシリンダ内径りより小さい抜き出し幅Ｂを
確保する必要がある。そのため連接棒の中心線に対し９
０°より小なる角θで連接棒大端部を二分し連接棒本体
４と大端部冠５とに分割する。第２図及び第３図は連接
棒１の斜視図で、連接棒本体４と大端部冠５とに分割し
た分割部を互に結合するボルトを１本ずつとしたもの及
び２本ずつにしたものを示したものである。-1- For this reason, there is an increased risk that the bearing portion of the connecting rod will be damaged by so-called fretting corrosion (annealing). On the other hand, when attaching or detaching the connecting rod 1, as shown in FIG.
It is necessary to perform threading work, and it is necessary to divide the bearing hole on the crankshaft side of the connecting rod into two so that the width is narrower than the cylinder inner diameter, and to secure a extraction width B smaller than the cylinder inner diameter. . Therefore, 9 to the center line of the connecting rod
The large end of the connecting rod is divided into two by an angle θ smaller than 0° into a connecting rod main body 4 and a large end crown 5. Figures 2 and 3 are perspective views of the connecting rod 1, with one bolt each and two bolts connecting the divided parts of the connecting rod body 4 and the large end crown 5. This shows what was done.
本発明は連接棒本体４と大端部冠５とに分割した分割部
を互に結合するボルトをそれぞれ２本ずつ計４本とし、
それぞれの２本のボルト同志をクランク軸に対し斜めに
配置したことを特−２−
徹としたものである。本発明を従来のボルトを１本ずつ
にした場合、及びボルトをクランク軸心に平行に２本ず
つ配置した場合との相違について以下説明する。In the present invention, the number of bolts that connect the divided parts of the connecting rod main body 4 and the big end crown 5 to each other is four in total, two each, and
The special feature is that each two bolts are arranged diagonally to the crankshaft. The difference between the present invention and the conventional case in which one bolt is used and the conventional case in which two bolts are arranged parallel to the crank axis will be explained below.
第４図が２本のボルトをクランク軸に対し平行に配置し
た配置例、第５図が本発明にかかるボルトをクランク軸
心に対し斜めに配置した例である。連接棒の厚さ【、接
合部の幅Ｉとすると、Ｉは第１図におけるクランク軸受
穴の径ｄｏ、分割線と連接棒中心線との角θの関係から
寸法Ｉが限定される。FIG. 4 shows an example of the arrangement in which two bolts are arranged parallel to the crankshaft, and FIG. 5 shows an example in which the bolts according to the present invention are arranged diagonally with respect to the crankshaft. Assuming that the thickness of the connecting rod is [, and the width of the joint portion I, I is limited by the relationship between the diameter do of the crank bearing hole in FIG. 1 and the angle θ between the dividing line and the center line of the connecting rod.
接合部が左右各１本ボルトの場合、ボルト頭部ｆｅｄＮ
は最大ｄＮ＝ｔまで可能であるが、実際は寸法ノにより
ｄＮ＜ｔで、通常ｄＮ ＝０．６８〜０．７４ｔと推定
される。If the joint has one bolt on each side, the bolt head fedN
is possible up to a maximum of dN = t, but in reality, dN < t due to the dimensions, and it is usually estimated that dN = 0.68 to 0.74t.
接合部が左右各２本ボルトの場合、ボルト頭部径ｄＮは
最大ｄＮ−０，５ｔであるのでｄＮがボルトの軸径ｄに
比例すると考えれば、片側２本紀列の場合のボルト１ｄ
＝ｄ、と片側１本の場合のボルト径ｄ＝ｄ、とすると、
ヲ与−＝Ｏ
−３−
〜１．１倍で、締付力を比べると片側１本と片側２本と
のボルトはほぼ等しい。If the joint has two bolts on each side, the bolt head diameter dN is the maximum dN-0.5t, so if we consider that dN is proportional to the bolt shaft diameter d, then the bolt diameter in the case of two bolts on one side is 1d.
= d, and the bolt diameter in the case of one bolt on one side = d, then,
Given = O -3- ~ 1.1 times, and when comparing the tightening force, one bolt on one side and two bolts on one side are almost equal.
次に２本のボルトをクランク軸心に対し平行にした場合
と斜めに配置した場合とについて考察する。第６図（イ
）は平行配置、第６図〈口）は斜め配置の場合を示した
もので、平行配置の場合のボルト頭部径ｄ Ｎ−ｄＮｌ
とし斜め配置の場合のボルト頭部径ｄ Ｎ ＝ｄＮ２
とすると、ｄＮ１≦ｔ／２、第６図（ロ）からｄＮ
２はｄＮ２ ≦ｔ／ （１＋ｃｏｓα）であるから、
’Ｎ２／ ｄＮ□＝ ２／ （１＋ｃｏｓ ｃｚ） 、
ボルト頭部径ｄＮをこれだけ大きくできる。第７図はボ
ルトの締付力の増加率と斜め角αとの関係を示したもの
で、この図から例えば斜め角α＝４０°の場合、締付力
は平行配置に比べ約１．３倍となり、左右各１本ボルト
配置の場合に比べて約１．４倍に増加することができる
。又、ボルトを片側２本斜め配−４−
置することにより、第８図に示す如（連接棒に慣性力Ｆ
が作用すると連接棒本体４と大端部冠５との接合面外周
部６が口開きの変形を生ずる傾向にあるが、２本のボル
トのうち１本が外側に配置されるために接合面外周部６
の接合力が高くなり口開き現象を阻止することができる
ものである。Next, we will consider the case where the two bolts are arranged parallel to the crank axis and the case where they are arranged diagonally. Figure 6 (a) shows the case of parallel arrangement, and Figure 6 (opening) shows the case of diagonal arrangement.The bolt head diameter dN-dNl in case of parallel arrangement.
Bolt head diameter in case of diagonal arrangement dN = dN2
Then, dN1≦t/2, and from Fig. 6 (b), dN
2 is dN2≦t/(1+cosα), so
'N2/ dN□= 2/ (1+cos cz),
The bolt head diameter dN can be increased by this much. Figure 7 shows the relationship between the rate of increase in bolt tightening force and the oblique angle α. From this figure, for example, when the oblique angle α = 40°, the tightening force is approximately 1.3% compared to the parallel arrangement. The number of bolts can be increased approximately 1.4 times compared to the case where one bolt is placed on each side. Also, by arranging two bolts diagonally on one side, as shown in Fig. 8 (inertial force F on the connecting rod).
When this happens, the outer periphery 6 of the joint surface between the connecting rod body 4 and the large end crown 5 tends to open up, but since one of the two bolts is placed on the outside, the joint surface Outer periphery 6
This increases the bonding force and prevents the opening phenomenon.
上記の如く本発明は内燃機関のピストンとクランク軸と
を連結する連接棒のクランク軸側の軸受穴を連接棒の中
心線に対し角度θで二分して連接棒本体と大端部冠とに
分割し、該分割部を互に結合するボルトを片側２本ずつ
とし、その２本のボルトをクランク軸中心に対して平行
に配置するのではなく斜めに配置することにより、強大
な引張り及び圧縮力が交互に繰返しかかる連接棒のクラ
ンク軸側の二つ割軸受を強固に結合したもので、従来の
片側１本ボルトに対してはるかに強い締付力を得ること
ができるものである。As described above, the present invention is designed to divide the bearing hole on the crankshaft side of the connecting rod that connects the piston and the crankshaft of an internal combustion engine into two parts at an angle θ with respect to the center line of the connecting rod, and to connect the connecting rod body and the large end crown. By dividing the parts and connecting the divided parts with two bolts on each side, and by arranging the two bolts diagonally rather than parallel to the center of the crankshaft, strong tension and compression can be achieved. This is a solid combination of two split bearings on the crankshaft side of the connecting rod, which are subjected to repeated forces, and can provide much stronger tightening force than conventional single bolts on each side.
−５−
第１図は連接棒の抜き出し或いは組込み状態を示す側面
図、第２図、第３図は連接棒の斜視図、第４図、第５図
、第６図（イ）（ロ）番まボルトの配置を説明するため
の平面図、第７図Ｇ、ｔボルト締付力の増加率を示した
図表、第８図【ま連接棒の一部を示す側面図である。
１・・・連接棒、２・・・ピストン、３・・・シリンダ
、４・・・連接棒本体、５・・・大端部冠、６・・・接
合面外周部。
−６−
蒙 １ 図
菰２図 ｆ−３７
算４ 図 舘５図
蕗６図
（イ）
（０）芥７図
針ｎ角麿に-5- Figure 1 is a side view showing the connecting rod in its removed or installed state, Figures 2 and 3 are perspective views of the connecting rod, Figures 4, 5, and 6 (a), (b) FIG. 7G is a plan view for explaining the arrangement of the bolts; FIG. 8 is a side view showing a part of the connecting rod. DESCRIPTION OF SYMBOLS 1... Connecting rod, 2... Piston, 3... Cylinder, 4... Connecting rod main body, 5... Big end crown, 6... Joint surface outer periphery. -6- Meng 1 Figure 2 Figure f-37 Math 4 Figure Tate 5 Figure Fuki 6 (a)
(0) Akuta 7 figure needle n kakumaro
Claims (1)
クランク軸側の軸受穴を連接棒の中心線に対し９０°よ
り小なる角θで二分して連接棒本体と大端部冠とに分割
したものにおいて、該連接棒本体と大端部冠との分割部
を互に結合するボルトをそれぞれ２本ずつ計４本とし、
それぞれの２本のボルト同志をクランク軸心に対し斜め
に配置したことを特徴とする内燃機関の連接棒。A bearing hole on the crankshaft side of a connecting rod that connects the piston and crankshaft of an internal combustion engine is bisected by an angle θ smaller than 90° with respect to the center line of the connecting rod, and divided into a connecting rod body and a large end crown. In this, the number of bolts connecting the divided parts of the connecting rod main body and the large end crown is four in total, two each, and
A connecting rod for an internal combustion engine characterized by two bolts arranged diagonally with respect to the crankshaft.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP484883A JPS59131018A (en) | 1983-01-14 | 1983-01-14 | Connecting rod of internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP484883A JPS59131018A (en) | 1983-01-14 | 1983-01-14 | Connecting rod of internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS59131018A true JPS59131018A (en) | 1984-07-27 |
Family
ID=11595092
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP484883A Pending JPS59131018A (en) | 1983-01-14 | 1983-01-14 | Connecting rod of internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59131018A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2012122504A2 (en) * | 2011-03-09 | 2012-09-13 | Cummins Intellectual Property, Inc. | Connecting rod with offset cap holes for internal combustion engine |
-
1983
- 1983-01-14 JP JP484883A patent/JPS59131018A/en active Pending
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2012122504A2 (en) * | 2011-03-09 | 2012-09-13 | Cummins Intellectual Property, Inc. | Connecting rod with offset cap holes for internal combustion engine |
| WO2012122504A3 (en) * | 2011-03-09 | 2014-05-01 | Cummins Intellectual Property, Inc. | Connecting rod with offset cap holes for internal combustion engine |
| CN103946563A (en) * | 2011-03-09 | 2014-07-23 | 康明斯知识产权公司 | Connecting rod with offset cap holes for internal combustion engine |
| US8820291B2 (en) | 2011-03-09 | 2014-09-02 | Cummins Intellectual Property, Inc. | Connecting rod with offset cap holes for internal combustion engine |
| DE112012001137B4 (en) | 2011-03-09 | 2022-07-14 | Cummins Intellectual Property, Inc. | Connecting rods with staggered attachment holes for an internal combustion engine |
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