JP3506247B2 - Internal combustion engine - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a structure for supporting a deflection journal for supporting a crankshaft in an internal combustion engine. 2. Description of the Related Art Conventionally, in an internal combustion engine, a technology related to a bearing mechanism of a crankshaft is disclosed in Japanese Utility Model Laid-Open No. 4-4013.
No. 3, Japanese Utility Model Laid-Open No. 1-82370,
JP-A-3-177605, JP-B-4-26665, JP-A-63-182243 and JP-A-59-222.
A technique such as Japanese Patent No. 180058 has been known. Conventionally, in an internal combustion engine, a deflection journal formed at a portion where a crankshaft protrudes from a cylinder block is supported on the cylinder block side. [0003] In the present invention, the deflection journal 15, which is formed at the portion where the crankshaft protrudes from the cylinder block, is supported on the side of the flywheel housing 7, and the crankshaft 5.
Is supported by the bearing. Then, the deflection journal 15 is attached to the flywheel housing 7.
In such a case, the positioning of the deflection journal 15 becomes difficult. Therefore, the spigot fitting portion 16 having a special shape is provided at the connecting portion between the cylinder block 17 and the flywheel housing 7. [0004] The problem to be solved by the present invention is as described above. Next, means for solving the problem will be described. In a configuration in which a flywheel housing 7 is fixed to a cylinder block 17 of an internal combustion engine, and a deflection journal 15 that supports and supports the crankshaft 5 is provided on the flywheel housing 7, the positioning of the deflection journal 15 can be accurately performed. The cylinder block 17 and the flywheel housing 7
The cylinder block 17 has an insertion opening 17a through which the crankshaft 5 can be assembled from below, and the cylinder block 17 has an angle missing due to the crankshaft insertion opening 17a. θ is an internal combustion engine characterized by an angle of 180 degrees or less so that positioning between circles is possible. With the above structure , positioning can be performed between the spigot portion and the notch portion, so that it is not necessary to use a knock pin or the like as in the prior art. In addition, the centering of the deflection journal 15 could be facilitated. Further, by integrating the flywheel housing 7 and deflection journal 15 it is became so that it is possible to reduce the number of components. Next, an embodiment of the present invention will be described.
You. FIG. 7 is a side sectional view showing the flywheel housing 7 and the spigot fitting portion 16 of the present invention, and FIG. 8 is a front view showing the special shape of the spigot fitting portion 16 of the present invention. FIGS. 7 and 8 show a construction of the present invention in which a deflection journal 15 is provided on the side of the flywheel housing 7 in a body directly connected to an internal combustion engine and a generator. In this configuration, the flywheel housing 7 and the deflection journal 15 are integrally formed. An insertion opening 17 is provided in the cylinder block 17 so that the crankshaft 5 can be assembled from below.
a is opened as shown in FIG. Therefore, the spigot fitting portion 16 for positioning between the flywheel housing 7 and the cylinder block 17 cannot be formed in a full circle over the entire circumference. Therefore, the angle θ missing for the crankshaft insertion opening 17a is set to an angle of 180 degrees or less so that positioning between the circles is possible. As described above, a large notch is formed on the cylinder block 17 side of the outer diameter spigot fitting portion 16 due to the crankshaft insertion opening 17a, and the angle θ of the notch is set to 180 degrees or less. By doing so, positioning can be performed between the inner diameter spigot fitting portion on the side of the flywheel housing 7 having the entire circumference. This configuration can solve the problem that the centering of the deflection journal 15 becomes difficult by this positioning. Next, a reference configuration of the internal combustion engine will be described.
Will be described. FIG. 1 is a front view of a portion of a crankshaft 5 and a connecting rod 3 showing a configuration in which a torsional vibration natural frequency adjusting weight 2a of a shaft system is attached to a balance weight 2, and FIG. 3 is a front view showing a fixed portion between the flywheel housing 7 and the end face reinforcing plate 8, FIG. 4 is a side sectional view of the oil pan 10, and FIG. 5 is a front view showing a part of the end face reinforcing plate 8. FIG. 6 is a front cross-sectional view of the oil pan 10, FIG. 9 is a side cross-sectional view showing a structure for directly connecting the shaft of the internal combustion engine and the generator without using a flange, a coupling, a bolt, or the like, and FIG. FIG. 11 is a side cross-sectional view showing a connection structure between a conventional crankshaft 5 and a rotor shaft of a generator, and FIG. 11 is a side cross-sectional view showing a direct connection structure between the conventional crankshaft 5 and the rotor shaft. Referring to FIG. 1, a description will be given of a configuration in which the balance weight 2 is provided with a torsional vibration natural frequency adjusting weight 2a of the shaft system. Conventionally, connecting rod 3
It is well known that a balance weight 2 corresponding to the rotation weight of the crankshaft 5 and the rotation weight of the crankshaft 5 is attached to the opposite side of the crankshaft 5 from the connecting rod 3 to cancel the weight. The engine shaft system has a unique frequency. The natural frequency coincides with the unique torsional vibration resonance frequency of the internal combustion engine, so that the torsional vibration of the shaft system does not generate large resonance. A technique of attaching a vibration natural frequency adjusting weight to avoid a resonance frequency is also known. However, in the prior art, the torsional vibration natural frequency adjustment weight of the shaft system is attached to the end of the crankshaft opposite to the side on which the flywheel is supported by the shaft system torsional vibration natural frequency adjustment. Only one weight was attached. As described above, when the weight for adjusting the natural frequency of the torsional vibration of the shaft system is provided on the side opposite to the flywheel, it is a portion protruding from the cylinder block. It was necessary, and the cylinder block 17 needed oil draining. In this configuration, the natural frequency adjustment weight 2a is divided for each cylinder,
The conventional balance weight 2 is extended and disposed at a position corresponding to a position above the bearing center line 27. In FIG. 1, connecting rod 3
Is supported on the crankshaft 5 by a connecting rod large end 3a and a connecting rod large end side cap. Assuming that fastening bolts 31 are used to fasten the connecting rod large end 3a and the connecting rod large end cap 6, the balance weight 2 is attached to the balance weight fixing seat 5a of the crankshaft 5 opposite to the connecting rod 3. Fixed. [0015] The balance weight 2 of the present configuration is formed in a semicircular arc shape. However, since the balance weight 2 balances the rotation weight of the crankshaft 5 and the rotation weight of the connecting rod 3, if the weight is added above the bearing center line 27, the weight does not play a role in canceling this weight. This configuration dares to use the bearing center line 27
A torsional vibration natural frequency adjusting weight 2a of the shaft system is provided in conformity with the rotating space 1 of the balance weight 2 at the upper part. Since the torsional vibration natural frequency adjusting weight 2a of the shaft system is provided for the balance weight 2 for each cylinder, the torsional vibration natural frequency adjusting weight 2a of all shaft systems is added. The weight thus obtained serves as a weight for adjusting the natural frequency of the torsional vibration of the shaft system of the internal combustion engine. Next, with reference to FIGS. 2 to 6, a description will be given of a reinforcing structure in a case where the internal combustion engine and the generator are directly connected. Conventionally, flywheel housing 7 and cylinder block 1
7 was directly connected. However, in this case, in the case of a four-point support structure directly connected to the fuselage of the internal combustion engine and the generator,
It is weak in strength. In the present configuration, the point of insufficient strength is reinforced by providing the end face reinforcing plate 8 on the oil pan 10 and fastening the end face reinforcing plate 8 and the flywheel housing 7 by fastening bolts 9. As shown in FIGS. 3, 4, 5, and 6, the oil pan 10 itself is often made of a thin iron plate or the like. In this configuration, the flywheel housing 7 of the oil pan 10 is used. The end face plate on the side of is formed of a thick iron plate as the end face reinforcing plate 8. And the end face reinforcing plate 8
Bolt holes 7 provided on the flywheel housing 7 side.
Then, it is fixed to a by sewing with a fastening bolt 9. In the present reference example, the bolt holes 7a and the bolt holes 8a provided in the end face reinforcing plate 8 are respectively formed in three rows vertically and can be fastened by a large number of fastening bolts 9. Next, a connection structure between the crankshaft 5 and the generator rotor shaft 26 will be described with reference to FIGS. When the internal combustion engine and the generator are directly connected, the crankshaft 5 and the generator rotor shaft 26
Has been configured as in the prior art shown in FIG. 10 and FIG. That is, in FIG. 10, a flange portion 30 is formed on this end face, and the spigot fitting portion 30a formed on the flange portion 30 is inserted into the spigot fitting hole 25a of the flywheel 25 for positioning. I was Also, the generator rotor shaft 26 side also constitutes a flange portion 31, and the spigot fitting portion 31a of the flange portion 31 is inserted into the spigot fitting hole 25b of the flywheel 25 to make the shaft center.
Then, the flange portion 30, the flywheel 25, and the flange portion 31 are fastened by bolts 39 so as to be integrated with each other. In FIG. 11, the flywheel 25 is fixed to the end face flange 35 of the crankshaft 5 with bolts 50 and fastened to the coupling 51 shrink-fitted to the generator rotor shaft 26 by bolts 52. The flange 33 was fastened and connected to the flywheel 25 by bolts 40. As shown in FIGS. 10 and 11, when the flange and the coupling portion are formed between the crankshaft 5 and the generator rotor shaft 26, the end of the crankshaft 5 and the stator 29 and the rotor of the generator are connected. The distance to 28 becomes longer like L1 and L2. On the other hand, in this configuration, as shown in FIG. 9, no bolt, coupling or flange is used. That is, the hydraulic fitting 34 is fixed to the end of the crankshaft 5, and the front end of the generator rotor shaft 26 is inserted into the hydraulic fitting 34 and hydraulically fitted.
In fixing the crankshaft 5 and the flywheel 25, the bolt 24 is used. However, this is a conventional structure and a bolt, and is not related to the present configuration. With this configuration, the distance L3 between the rear end of the internal combustion engine and the front end of the generator can be reduced. As described above, the present invention has the following advantages. In a configuration in which a flywheel housing 7 is fixed to a cylinder block of an internal combustion engine, and a deflection journal 15 that supports and supports the crankshaft 5 is provided on the flywheel housing 7, the positioning of the deflection journal 15 is accurately performed. Therefore, since the spigot fitting portion 16 is formed between the cylinder block 17 and the flywheel housing 7,
Since positioning can be performed by the spigot portion and the notch portion, it is not necessary to use a knock pin or the like as in the related art. A large notch is formed in the outer diameter spigot fitting portion 16 on the side of the cylinder block 17 so that the crankshaft insertion opening 17 a
Is caused by the notch angle θ of 18
By setting the angle to 0 degree or less, positioning can be performed between the inner circumference of the flywheel housing 7 and the inner diameter spigot fitting portion. Therefore, the centering of the deflection journal 15 can be facilitated. Further, by integrating the flywheel housing 7 and the deflection journal 15, the number of parts can be reduced.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a front view of a portion of a crankshaft 5 and a connecting rod 3 showing a configuration in which a balance weight 2 is provided with a torsional natural frequency adjusting weight 2a of a shaft system. FIG. 2 is a side sectional view showing a direct connection structure between an internal combustion engine and a generator. FIG. 3 is a front view showing a fixed portion between the flywheel housing 7 and the end face reinforcing plate 8; FIG. 4 is a front side view of the oil pan 10. FIG. 5 is a front view showing a part of an end face reinforcing plate 8; FIG. 6 is a front sectional view of the oil pan 10. FIG. 7: Flywheel housing 7 and spigot fitting part 1
FIG. FIG. 8 is a front view showing a special shape of the spigot fitting portion 16; FIG. 9 is a side cross-sectional view showing a structure in which the shaft of the internal combustion engine and the generator is directly connected without using a flange, a coupling, a bolt, or the like. FIG. 10 is a side sectional view showing a connection structure between a conventional crankshaft 5 and a rotor shaft of a generator. FIG. 11 is a side sectional view showing a conventional direct connection structure between a crankshaft 5 and a rotor shaft. [Description of Signs] 1 Rotation space of balance weight 2 Balance weight 2a Weight for adjusting natural frequency of torsional vibration of shaft system 3 Connecting rod 4 Piston 6 Connecting rod Large end side cap 7 Flywheel housing 7a Bolt hole 8 End face reinforcing plate 9 Fastening Bolt 10 Oil pan 15 Deflection journal 16 Inlay fitting part 17 Cylinder block 17a Crankshaft insertion opening

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Claims (1)

(57) Claims 1. A flywheel housing 7 is fixed to a cylinder block 17 of an internal combustion engine, and a deflection journal 15 for bearing-supporting the crankshaft 5 is provided on the flywheel housing 7. In order to accurately position the deflection journal 15, a spigot fitting portion 16 is formed between the cylinder block 17 and the flywheel housing 7, and the cylinder block 17 is provided with a crankshaft 5 from below. The crankshaft insertion opening 17a has an angle θ of 180 degrees or less so as to enable positioning between circles. Internal combustion engine.