JPH05263653A - V-type engine - Google Patents

Abstract

PURPOSE:To provide a high-speed revolving V-type engine of high performance in compact construction, which has a high rigidity and generates less vibration and noises. CONSTITUTION:The upper part of a gear carrier 31 for a gear train 18 is coupled with banks 3, 4 while the lower part is fixed thereto through a bracket. In the upper part of an engine 1 a top plate 38 is installed in such an arrangement as enclosing the over-part of the two banks 3, 4, and the peripheral part is secured to their tops. The central part is coupled with the gear carrier 31 and also with a cylinder head 6. Side panels 43, 44 are mounted at the two ends of the engine 1, and their top is coupled with the end of the side top plate 38a. A scavenging pump 45 is installed in the inter-bank space and coupled with the banks 3, 4, top plate 38, and side panels 43, 44.

Description

Detailed Description of the Invention

[0001]

FIELD OF THE INVENTION The present invention relates to a high speed, low vibration V-type engine.

[0002]

2. Description of the Related Art In a high speed engine, the problem of vibration and noise becomes more noticeable than in a normal engine, and it is necessary to sufficiently lubricate sliding parts in terms of durability. In addition, power transmission from the crankshaft to the valve operating mechanism is usually performed through the gear train from the crankshaft without using a timing belt or a timing chain in consideration of vibration, noise and durability. ..

An engine in which power is transmitted to a valve operating mechanism using a gear train is well known and is disclosed in, for example, Japanese Utility Model Laid-Open No. 62-62058. In the disclosed structure, the power is transmitted from the drive gear attached to the central portion of the crankshaft in the axial direction to the valve mechanism of each bank of the V-type engine.

Further, in the V-type engine, in order to make the V-type engine compact, it is also known that a bank angle of the V-type engine is relatively large and an engine auxiliary machine is arranged between the banks.

[0005]

[Problems to be Solved] However, if the bank angle is increased, the rigidity of the engine is lowered.
This problem leads to a problem that vibration and noise increase in a high speed engine. In consideration of such circumstances, the present invention is compact, has high rigidity, and is
It is an object of the present invention to provide a high-performance V-type engine high-speed engine that generates less noise.

[0006]

In order to solve the above problems, the present invention is configured as follows. A V-type engine according to the present invention includes a pair of side panels mounted on both sides of a bank so as to connect the banks, a valve mechanism including a camshaft mounted on the top of each bank, and a cylinder arrangement direction of the bank. A gear train for transmitting power from the crankshaft to the valve mechanism and a coupling means for fixing the gear train to both banks, the gear train being arranged between the banks and the intermediate portion of the above.

[0007] In a preferred embodiment, the connecting means includes a top plate arranged above the two banks and connecting both banks,
A gear carrier that supports the gear train, and the gear train is fixed to the bank via the gear carrier and the top plate. Further, preferably, an auxiliary machine arranged between both banks is provided, and the auxiliary machine is coupled to the side panel. Further, it is desirable to connect the auxiliary machine to the bank in terms of rigidity.

[0008]

According to the above configuration of the present invention, the gear train is
Power is taken out from the central portion in the cylinder arrangement direction, that is, the central portion in the axial direction of the crankshaft. Then, it is transmitted via a gear train to the valve operating mechanism at the top of each bank of the V-type engine to drive the intake valve and the exhaust valve. The bank angle of the V-type engine according to the present invention is relatively large, and auxiliary machines such as a scavenging pump for sucking oil mist in the crank chamber and an oil pump for circulating lubricating oil are arranged between the banks. It In addition, a side panel is attached to both ends of the V-shaped engine in the cylinder arrangement direction of the engine so as to connect both banks. This increases the rigidity of the entire engine.
In particular, the rigidity against the force that pulls the banks apart increases. In addition, a top plate that connects both banks is attached to the top of the engine. This top plate also plays a role of increasing the rigidity of the engine.

[0009]

Embodiments of the present invention will be described below with reference to the drawings. An engine according to one embodiment of the present invention is a V type 10
It is a cylinder engine 1. FIG. 1 is a plan view of a cylinder block 2 of the engine. The engine 1 of this example includes five cylinders in each bank 3, 4. FIG. 2 is a cross-sectional view of the engine 1 as seen from a direction orthogonal to the crankshaft 5. The engine 1 has a cylinder block 2 at an intermediate portion and an upper portion thereof is bifurcated. A cylinder head 6 is attached to the tip of each forked portion of the cylinder block 2 to form each bank 3, 4 of the V-type engine.

The cylinders 7 are arranged side by side in the banks 3 and 4, and the central axes of the cylinders intersect at a predetermined angle. A cylinder bore 9 in which a piston 8 reciprocates is formed in the cylinder block 2 along the central axis of each cylinder. The intersection of the central axes of the cylinders, that is, the cylinder bores 9, coincides with the central axis K of the crankshaft 5, and
Extends in the direction perpendicular to the plane of the drawing in FIG.

A lower block 10 for storing the lubricating oil of the engine 1 is attached to the lower portion of the cylinder block 2. A space defined by the upper portion of the cylinder bore 9 and the lower wall of the cylinder head 6 constitutes a combustion chamber 11. An intake port 12 and an exhaust port 13 formed in the cylinder head 6 communicate with the combustion chamber 11, and an intake valve and an exhaust valve (not shown) are attached to the openings thereof, respectively.

A valve mechanism for driving the intake valve and the exhaust valve is attached to the upper part of the cylinder head 6.
The valve operating mechanism of this engine is a DOHC type, and two camshafts 14 and 15 are provided for each bank. In this case, the camshaft is rotatably supported by the camshaft carrier lower 16 and the camshaft carrier upper 17.

In FIG. 1, the valve mechanism is a third bank of the right bank.
It is attached to each of the banks 3 and 4 between the cylinder and the fourth cylinder, and between the second cylinder and the third cylinder in the left bank. The valve train in the engine 1 of the present example does not use a timing belt or a timing chain, but uses the gear train 18 to drive the rotational power of the crankshaft 5 to drive the intake valve and the exhaust valve. In this case, in this example, the power is taken out at substantially the center of the crankshaft 5 in the axial direction. Referring to FIGS. 1 and 3, the crankshaft 5 is provided with a power take-out gear 19 for taking out a driving force for valve operation, and above the symmetry axis L of the cylinder block 2,
A center drive gear 20 that meshes with the power take-out gear 19 of the crankshaft 5 is arranged, and a drive gear 21 that meshes with the center drive gear 20 is provided above the axis of symmetry L. A pair of distribution gears 23 are arranged on a distribution gear shaft 22 which is a shaft common to this drive gear. Distribution gear 2 as shown in FIG.
The gear trains 3 are offset from the gear trains 18 of the banks 3 and 4 in the axial direction of the crankshaft 5. A dumbbell input gear 24 of a gear train of each bank 3 and 4 meshes with the distribution gear 23. The dumbbell input gear 24 is provided at one end on the dumbbell shaft 25, and the dumbbell input gear 24
The power transmitted to the shaft 1 is further transmitted by a dumbbell output gear 26 provided at the other end of the dumbbell shaft 25 from a position offset to the opposite side with respect to the axial power take-out position of the crankshaft 5.

The power from the dumbbell output gear 26 is transmitted to the drive gear 29 of one camshaft 14 via the two idle gears 27 and 28, and further drives the other camshaft 15 via the cam idle gear 30. Gear 3
2 is transmitted. The dumbbell shaft 25 and the two idle gears 27 and 28 are rotatably and integrally supported by a gear carrier 31.

As shown in FIG. 3, the upper portion of the gear carrier 31 is fixed to the carrier upper 16 and the lower 17 of the camshafts 14 and 15 by bolts 37 extending from the sides toward the outside of the banks 3 and 4. There is. The dumbbell shaft 25 is rotatably supported by a bearing portion provided on the lower portion of the gear carrier 31. The lower portion of the gear carrier 31 is attached by a bolt 34 to a bracket 33 attached to the valley portion of the inter-bank space of the cylinder block 2.

The bracket 33 has a through bolt 3 extending through the cylinder block 2 and the lower block 10.
It is fixed to the cylinder block 2 together with the lower block 10 by 5, 36. Therefore,
The lower portion of the gear carrier 31 is attached to the cylinder block 2, that is, the banks 3 and 4 via a bracket 33.

Further, in the upper part of the engine, as shown in FIGS.
The top plate 38 is arranged so as to extend horizontally and cover the upper sides of both banks. The top plate 38 has bolts 3 on the periphery.
It is fixed to the cam carrier apertures at the top of each bank 3, 4 by 9. Further, the central portion is connected to the gear carrier 31 by the bolt 40, and the bolt 4
It is also connected to the cylinder head 6 by means of 1 at appropriate points.

In the structure of the engine 1 of this embodiment, the top plate 38 is divided into three parts in the axial direction of the crankshaft 5, and each is attached so as to connect both banks. Since the gear carrier 31 projects from the tops of the banks 3 and 4, the central top plate 38b has a projecting shape in the central part to cover the projection by the gear carrier 31. These top plates 38a and 38b have the effect of improving the rigidity of the engine 1, especially the rigidity against the acting force in the direction in which the banks 3 and 4 are separated from each other.

As shown in FIG. 1, side panels 43 and 44 are further attached to both ends of the engine 1 in the cylinder arrangement direction, that is, in the axial direction of the crankshaft 5. The side panel has an effect of improving the rigidity of the engine and also has a preferable effect on the lay rate by forming an oil passage therein. Further, the upper ends of the side panels 43 and 44 are engaged with bolts (not shown) in the bolt holes 43a and 44a, so that the side top plate 38 is formed.
It is attached to the end of a. As a result, the integrity of the peripheral portion of the engine 1 can be promoted, and therefore the rigidity of the engine 1 can be increased.

Further, in the structure of the V-type engine of this example, air containing oil mist filling the crank chamber 42 of the engine is sucked up into the space between both banks to reduce the oil mist from the crank chamber 42 as much as possible. Thus, four scavenging pumps 45 that serve to reduce the rotational resistance of the crankshaft 5 are arranged. The scavenging pumps 45 are arranged at the four corners of the interbank space when viewed from above.
In this example, the scavenging pump 45 is a Roots type positive displacement pump, and sucks the crank chamber 42 through the oil scavenging passage 46 to absorb the oil mist. Separately from this, an oil pump (not shown) for circulating the lubricating oil is provided.

Further, referring to FIG. 4, one end face of the V-type engine 1 of the present example is shown, and water pumps 47 are provided near the tops of the banks 3 and 4 and outside thereof, respectively. The cooling water introduced from the inlet 47 in the rotation axis direction is discharged in the circumferential direction by the centrifugal force, and the water passage 48
And a water passage 48 provided in the side panels 43 and 44
The cooling water is supplied to the water jacket 49 inside the engine 1 via the.

The operation of the engine having the above structure will be described.
When each cylinder of the V-type engine 1 explodes in a predetermined order, the crankshaft 5 rotates, and this power is taken out according to a power transmission path (not shown) to drive the wheels. Further, the rotational power of the crankshaft 5 is transmitted from the gear train 1 from substantially the center in the axial direction of the crankshaft 5.
It is taken out via 8 and transmitted to the valve operating mechanism in the upper part of each bank to drive the intake valve and the exhaust valve via the camshafts 14 and 15. Further, the oil pump is driven to suck up the lubricating oil in the lower block 10 and supply it to a predetermined lubricating portion in the engine 1 through the oil passages 52 and 53. Further, the scavenging pump 45 sucks the air containing the oil mist in the crank chamber 42 and removes the oil mist in the crank chamber 42.

Further, the water pump 47 introduces cooling water in the axial direction, pressurizes it, discharges it in the circumferential direction, and sends it out into a water jacket 49 in the engine. In the upper part of the engine 1, the left and right banks are joined by the top plate 38, and both side parts of the engine are reinforced by the side panels 43 and 44. The power transmission from the crankshaft 5 to the valve train is suitable for high speed operation of the gear train 1.
Performed by 8.

Further, the oil mist in the crank chamber 42 is finely removed by the four scavenging pumps 45 arranged in the space between the banks, so that the rotational resistance of the crankshaft 5 is reduced as much as possible. This accessory is also coupled to the side panel and bank. A gear carrier 31 that supports the gears in the gear train 18 is provided, and the carrier is fixed to each bank.

Lubrication of the sliding portion is performed by supplying lubricating oil by an oil pump (not shown).

[0026]

As described above, according to the present invention, the rigidity of the peripheral portion of the engine is enhanced by the top plate and the side panel, and the power transmission to the valve operating mechanism is performed by the gear train through the gears. Therefore, it is possible to withstand high-speed operation sufficiently without causing problems such as vibration noise.

Further, the rigidity can be further increased by connecting the top plate and the carrier of the gear train. In addition, auxiliary equipment such as a scavenging pump is placed in the space between banks and fixed to the side panel, so the space between banks can be effectively used to promote compactness of the engine and suppress vibration of the side panel. At the same time, the rigidity can be improved. Further, the integrity of the engine can be further promoted by connecting to the auxiliary machinery bank.

[Brief description of drawings]

FIG. 1 is a plan view of a V-type engine according to an embodiment of the present invention,

FIG. 2 is a sectional view taken along line AA of FIG.

FIG. 3 is a cross-sectional view schematically showing the structure of the gear train of the engine shown in FIG.

4 is a side view of the engine of FIG. 1,

[Explanation of symbols]

 1 Engine 2 Cylinder Block 3 Bank 4 Bank 5 Crank Shaft 6 Cylinder Head 7 Cylinder 8 Piston 9 Cylinder Bore 10 Lower Block 11 Combustion Chamber 12 Intake Port 13 Exhaust Port 14 Camshaft 15 Camshaft 16 Camshaft Carrier Lower 17 Camshaft Carrier Upper 18 Gear train 19 Power take-out gear 20 Center drive gear 21 Drive gear 22 Distribution gear shaft 23 Distribution gear 24 Dumbbell input gear 25 Dumbbell shaft 26 Dumbbell output shaft 27 Cam idle gear 28 Cam idle gear 29 Drive gear 30 Cam idle gear 31 Gear Carrier 32 Drive gear 33 Bracket 34 Bolt 35 Through bolt 36 Through bolt 37 Bolt Lt 38 Top plate 39 Bolt 40 Bolt 41 Bolt 42 Crank chamber 43 Side panel 44 Side panel 45 Scavenging pump 46 Scavenging oil passage 47 Water pump 48 Water passage 49 Water jacket

Claims (4)

[Claims] 1. A pair of side panels mounted on both sides of a bank so as to connect the banks, a valve mechanism including a cam shaft mounted on the top of each bank, an intermediate portion in the cylinder arrangement direction of the bank, and A V-type engine, comprising: a gear train arranged between the banks, the gear train transmitting power from a crankshaft to the valve mechanism, and a coupling means for fixing the gear train to both banks. 2. The coupling means has a top plate arranged above two banks and connecting both banks, and a gear carrier for supporting the gear train, and the gear train includes the gear carrier and the top plate. The V-type engine according to claim 1, wherein the V-type engine is fixed to the bank through the bank. 3. The V-type engine according to claim 1, further comprising an auxiliary machine arranged between both banks, the auxiliary machine being connected to the auxiliary machine and a side panel. 4. The V-type engine according to claim 3, wherein auxiliary machinery is connected to the bank.