JPS6318009B2 - - Google Patents

Description

Detailed Description of the Invention [Field of Industrial Application] The present invention relates to engine auxiliary equipment such as a cooling water pump that is rotationally driven by power transmission from the crankshaft of a V-type engine, and a distributor. It relates to a device for attaching a

[Conventional technology]

In a V-type engine, engine auxiliary equipment that is rotationally driven by power transmission from the crankshaft has conventionally been arranged in a V-shaped space between the left and right banks protruding from the crankcase, or As described in Japanese Utility Model Publication No. 33-3901, a distributor is rotationally driven by power transmission from the engine's crankshaft, and an engine is also rotationally driven by power transmission from the crankshaft. Both the auxiliary equipment and the engine are arranged in the front part of the engine body.

(Problem to be Solved by the Invention) However, in the former case, an intake manifold for each cylinder in both banks is provided in the space between the left and right banks, so there is a problem in terms of space, and engine auxiliary equipment Since the intake manifold and the intake manifold must be avoided from each other, maintenance and inspection of engine accessories becomes difficult.

In addition, as in the latter case, arranging the engine auxiliary equipment and the distributor on the front part of the engine body means that the power transmission part from the crankshaft to the distributor is placed on the front end of the crankshaft in the engine. Since the power transmission section and the power transmission section from the crankshaft to the engine auxiliary equipment are concentrated, these two power transmission sections must be installed in parallel at appropriate intervals so as not to interfere with each other in the axial direction of the crankshaft. Not only does the length of the crankshaft become longer, which increases the overall length of the engine, but it also becomes extremely difficult to assemble and disassemble each power transmission part.Furthermore, the camshafts for the intake and exhaust valves in the engine are connected to the crankshaft. Despite the power being transmitted from the output end at the rear end of the distributor,
Rotating from the front end of the crankshaft means that there is a change in angular velocity due to torsional deformation of the crankshaft between the opening and closing timing of the intake/exhaust valves by the camshaft and the ignition timing by the distributor. ,
This causes rotational fluctuations and phase shifts, which have an adverse effect on increasing engine speed, making exhaust gas cleaner, and improving fuel efficiency.

The present invention aims to solve the above-mentioned problems in V-type engines.

[Means for solving problems]

To achieve this object, the present invention includes a distributor driven by the crankshaft, an engine auxiliary machine driven by the crankshaft, such as a cooling water pump driven by the crankshaft, and , in a V-type engine configured to transmit power from the output end of the crankshaft to the camshaft for the intake and exhaust valves, both the left and right banks of the V-type engine are provided offset in the direction of the crankshaft, and the front side of the engine is The engine auxiliary equipment is disposed in a space formed in the front of the other bank located rearward than one bank, and power is transmitted to the engine auxiliary equipment from the front end of the crankshaft, while the engine auxiliary equipment is The distributor is disposed in a space formed on the rear surface of one bank located in front of the other bank on the rear surface of the output side, and power is transmitted to the distributor from the output end of the crankshaft. It is configured as follows.

〔Example〕

Embodiments of the present invention will be described below with reference to the drawings. In the drawings, reference numeral 1 indicates a V-type engine body, and the engine body 1 has one crankshaft 3.
The crankcase 2 has a V-shaped left bank 4 located on the left side and a right bank 5 located on the right side when the engine main body 1 is viewed from the front (FIG. 2). An oil pan 6 is provided on the lower surface of the crankcase 2.

The left bank 4 has odd-numbered cylinders, and the right-hand bank 5 has even-numbered cylinders, and both banks 4 and 5 have cylinders in one bank between cylinders in the other bank. They are shifted by an appropriate dimension L in the axial direction of the crankshaft 3 so that the space 7 is located at the front of the right bank 5, and the space 7 is located at the rear of the output side of the engine body 1. A space is formed in the rear surface of the left bank 4, respectively.

In the engine body 1, a camshaft 9 for the intake and exhaust valves of each cylinder is provided at the base of both banks 4 and 5.
A balance shaft 10 is supported parallel to the crankshaft 3 in the crankcase 2 at the lower part of the left bank 4, and a pair of sprockets 1 are mounted in the oil pan 6 from the front end 11 of the crankshaft 3.
2, 13 and a lubricating oil pump 15 which is rotationally driven by a chain 14 wound around these.

Further, the balance shaft 1 is connected to the output end 16 of the crankshaft 3 on the rear surface of the engine body 1.
A drive gear 17 and a flywheel 18 for transmitting rotation to the camshaft 9 are attached to the camshaft 9.
Rotation is transmitted from a drive shaft 20 further provided on the output end 16 of the crankshaft 3 via a gear 21 meshing with the drive shaft 20, and the front end 11 of the crankshaft 3 on the front surface of the engine body 1 is ,
A pulley 21 is attached.

A distributor 22 is disposed in the space 8 on the output side rear surface of the engine body 1, and a fuel pump 23 is disposed below the distributor 22. fuel pump 23,
Rotation is transmitted from the gear 24 and cam 31 on the rear end of the camshaft 9, while the engine body 1
A cooling water pump 25 attached to the front side of the right side bank 5 is disposed in the space 7 on the front side of the engine body 1, and the cooling water pump 25 and the alternator 26 attached to the left side of the engine body 1 are connected to the crankshaft. 3. Rotation is transmitted from a pulley 21 on the front end 11 of No. 3 to a V-belt 27.

In addition, the reference numeral 28 indicates a compressor for a car cooler, and when the compressor 28 is installed, the pulley 2 that is integrally attached to the pulley 21 is attached.
Rotation is transmitted from 9 to V belt 30.

In the V-type engine, as described above, the distributor 22 which is rotationally driven from the output end 16 of the crankshaft 3 via the camshaft 9 is disposed in the space 8 on the rear surface of the left bank 4, while the distributor 22 in the right bank A cooling water pump 25 rotatably driven from the front end 11 of the crankshaft 3 is installed in the space 7 on the front surface of the crankshaft 3.
As shown in FIG. By arranging the distributor 22 and the cooling water pump 25 separately, both spaces 7 and 8, which have conventionally been dead spaces, can be effectively used for arranging the distributor 22 and the cooling water pump 25. , from the crankshaft 3 to the distributor 22 and the cooling water pump 25.
Since the power transmission section to the crankshaft 3 is also distributed between the front end 11 and the output end 16, the power transmission section to the distributor 22 and the cooling water pump 25 is concentrated at one end of the crankshaft. This allows you to avoid clumping.

Moreover, both the spaces 7 and 8 are connected to both banks 4,
In both spaces 7 and 8, there is a distributor installed at a location unrelated to the intake manifold 31 installed between the intake manifold 31 and the intake manifold 31. 22 and a cooling water pump 25 can be provided.

Further, a distributor 22 to which power is transmitted from the crankshaft 3 is disposed in the space 8 on the rear surface of the output side of the engine body 1, of both the spaces 7 and 8, and this distributor 22 is connected to the intake and As with the camshaft 9 to the exhaust valve, by being configured to transmit power from the output end 16 of the crankshaft 3, there is a gap between the camshaft 9 and the distributor 22 that is free from torsional deformation of the crankshaft 3. It is possible to prevent changes in angular velocity, that is, rotational fluctuations and phase shifts, that occur due to this, and it is possible to accurately adjust the ignition timing relative to the opening and closing timing of the intake and exhaust valves with little fluctuation and phase shift. It is possible to match.

[Action/effect of the invention]

As described above, according to the present invention, the dead space on the front side and the rear side on the output side of a V-type engine is effectively used for arranging engine auxiliary equipment such as a distributor and a cooling water pump. While the overall height of the engine can be made lower than when the distributor and engine auxiliary equipment are placed in the V-shaped space between both banks, the distributor and engine auxiliary equipment are both placed in front of the engine. Since the power transmission parts for the distributor and engine auxiliary equipment are not concentrated in one place as in the case of a V-type engine, the length of the crankshaft can be shortened, which makes it possible to downsize the V-type engine. Moreover, the power transmission section for the distributor and engine accessories can be easily assembled and disassembled, and
The maintainability can be improved.

Furthermore, by transmitting power to the intake/exhaust valves from the output end of the crankshaft in the same way as the camshaft, the ignition timing can be varied and controlled with respect to the opening and closing timing of the intake/exhaust valves. Accurate matching can be achieved with little phase shift, which has the effect of increasing engine speed and improving fuel efficiency.

[Brief explanation of the drawing]

The drawings show an embodiment of the present invention, and FIG. 1 is a plan view of a V-type engine, FIG. 2 is a front view of a V-type engine, FIG. 3 is a cross-sectional view of FIG. 2, and FIG. 4 is a power It is a figure showing a transmission mechanism. 1...Engine body, 2...Crankcase,
3... Crankshaft, 4... Left bike, 5... Right bank, 7, 8... Space, 9... Camshaft, 1
0... Balance shaft, 11... Front end of crankshaft, 16... Output end of crankshaft, 22... Distributor, 23... Fuel pump,
25...Cooling water pump, 26...Alternator.

Claims (1)

[Claims] 1 Equipped with a distributor driven by the crankshaft and an engine accessory driven by the crankshaft, such as a cooling water pump driven by the crankshaft, and the crankshaft is connected to the camshaft for the intake/exhaust valve. In a V-type engine configured to transmit power from the output end of the V-type engine, both left and right banks of the V-type engine are provided offset in the direction of the crankshaft, and the other bank is located rearward from one bank at the front of the engine. The engine auxiliary equipment is disposed in a space formed in the front face of the bank, and power is transmitted to the engine auxiliary equipment from the front end of the crankshaft, and the engine auxiliary equipment is located in front of the other bank on the rear face of the output side of the engine. The V-type is characterized in that the distributor is disposed in a space formed on the rear surface of one of the banks, and power is transmitted to the distributor from the output end of the crankshaft. A mounting device for engine auxiliary equipment in an engine.