JPH065036B2 - Auxiliary equipment drive in engine - Google Patents
Auxiliary equipment drive in engineInfo
- Publication number
- JPH065036B2 JPH065036B2 JP62237701A JP23770187A JPH065036B2 JP H065036 B2 JPH065036 B2 JP H065036B2 JP 62237701 A JP62237701 A JP 62237701A JP 23770187 A JP23770187 A JP 23770187A JP H065036 B2 JPH065036 B2 JP H065036B2
- Authority
- JP
- Japan
- Prior art keywords
- crankshaft
- drive
- engine
- drive shaft
- pulley
- 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.)
- Expired - Fee Related
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B67/00—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for
- F02B67/04—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus
- F02B67/06—Engines characterised by the arrangement of auxiliary apparatus not being otherwise provided for, e.g. the apparatus having different functions; Driving auxiliary apparatus from engines, not otherwise provided for of mechanically-driven auxiliary apparatus driven by means of chains, belts, or like endless members
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/06—Endless member is a belt
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/18—DOHC [Double overhead camshaft]
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
- Supercharger (AREA)
Description
【発明の詳細な説明】 Ａ．発明の目的 (1)産業上の利用分野 本発明は、エンジンにおける補機駆動装置に関する。Detailed Description of the Invention A. Object of the Invention (1) Field of Industrial Application The present invention relates to an auxiliary machine drive device in an engine.
(2)従来の技術 従来、この種補機駆動装置は第３図に示すように構成さ
れる。即ち、一端部にフライホイール１０５を取付けた
クランク軸１０２の他端部に、補機用駆動プーリ１１０
とカム軸用駆動プーリ１２０とを取付け、補機用駆動プ
ーリ１１０と補機１１１の被動プーリ１１４との間に伝
動ベルト１１６を、またカム軸用駆動プーリ１２０とカ
ム軸１１８の被動プーリ１２１との間に調時伝動ベルト
１２２をそれぞれ懸回したものである（実開昭５９−１
３９５２８号公報参照）。(2) Conventional Technology Conventionally, this type of auxiliary equipment drive device is configured as shown in FIG. That is, the auxiliary drive pulley 110 is attached to the other end of the crankshaft 102 having the flywheel 105 attached to one end.
And a camshaft drive pulley 120 are attached, a transmission belt 116 is provided between the accessory drive pulley 110 and a driven pulley 114 of the accessory 111, and a camshaft drive pulley 120 and a driven pulley 121 of the camshaft 118 are attached. The timing transmission belt 122 is suspended between the two (see SAIKAI Sho 59-1).
(See Japanese Patent Publication No. 39528).
(3)発明が解決しようとする問題点 しかしながら前記のように構成すると、エンジンの高回
転、高出力化に伴い、主として補機駆動による駆動プー
リ１１０の負荷が増加するに従いクランク軸１０２のプ
ーリ取付部におけるねじり振幅が増大し、その結果、ク
ランク軸１０２の大きなねじり振動に起因して軸受１０
４の打音発生、伝動ベルト１１６の荷重増加等を招くと
いう問題がある。同時にクランク軸１０２のプーリ取付
部における曲げ振幅が増大し、その結果前記プーリ取付
部の大きな曲げ振動に起因してクランクジャーナル、ク
ランクピンに応力が発生し、また軸受１０４の偏摩耗を
生じるといった問題もある。(3) Problems to be Solved by the Invention However, with the configuration described above, the pulley attachment of the crankshaft 102 is increased as the load of the drive pulley 110 mainly driven by the auxiliary machinery increases with the increase in engine speed and output. The torsional amplitude in the section increases, and as a result, due to the large torsional vibration of the crankshaft 102, the bearing 10
However, there is a problem that 4th tap sound is generated and the load of the transmission belt 116 is increased. At the same time, the bending amplitude of the pulley mounting portion of the crankshaft 102 increases, and as a result, large bending vibration of the pulley mounting portion causes stress in the crank journal and the crankpin, and causes uneven wear of the bearing 104. There is also.
本発明は前記問題を解決することができ、しかもカム軸
駆動系と補機駆動系とをクランク軸方向一端側と他端側
とに振り分けてエンジン全体のコンパクト化が図られる
ようにした、エンジンにおける補機駆動装置を提供する
ことを目的とする。The present invention can solve the above-mentioned problems, and moreover, the camshaft drive system and the accessory drive system are distributed to one end side and the other end side in the crankshaft direction so that the overall engine can be made compact. It is an object of the present invention to provide an accessory drive device in.
Ｂ．発明の構成 (1)課題を解決するための手段 上記目的を達成するために本発明は、エンジン本体に、
端部にフライホイールが取付けられたクランク軸と、そ
のクランク軸に平行な駆動軸とを回転自在に支持し、前
記クランク軸のフライホイール取付側端部と前記駆動軸
の一端部との間に、その駆動軸をクランク軸に連動回転
させる伝動機構を介装し、前記駆動軸の一端部にはカム
軸用駆動プーリを、またその他端部には補機用駆動プー
リをそれぞれ取付けたことを特徴とする。B. Structure of the Invention (1) Means for Solving the Problems In order to achieve the above object, the present invention provides an engine body,
A crankshaft having a flywheel attached to an end thereof and a drive shaft parallel to the crankshaft are rotatably supported, and are disposed between the flywheel mounting side end of the crankshaft and one end of the drive shaft. , A transmission mechanism for interlocking rotation of the drive shaft with the crankshaft is installed, and a camshaft drive pulley is attached to one end of the drive shaft, and an auxiliary drive pulley is attached to the other end. Characterize.
(2)作用 前記のように構成すると、補機用駆動プーリの負荷がク
ランク軸に直接作用することがなく、これによりエンジ
ンの高回転、高出力運転下においてクランク軸の制振を
行なうことができる。(2) Operation With the above configuration, the load of the accessory drive pulley does not act directly on the crankshaft, and as a result, the crankshaft can be damped under high engine speed and high power operation. it can.
また特に上記駆動軸の両端部よりそれぞれ補機及び動弁
カム軸に向け動力を分散して出力することができるか
ら、駆動軸はその動的バランスが良好で、高回転時にお
いても振動の発生が少ない。しかもカム軸駆動系と補機
駆動系をクランク軸方向一端部と他端部とに振り分けて
独立配置することができるため、補機及びその駆動系を
エンジン本体に近接配置しても上記両駆動系の相互干渉
や補機のカム軸駆動系との干渉等が容易に回避される。In addition, in particular, since the power can be distributed and output from both ends of the drive shaft to the auxiliary machine and the valve operating cam shaft, respectively, the drive shaft has a good dynamic balance, and vibration is generated even at high speed. Less is. Moreover, since the camshaft drive system and the auxiliary machine drive system can be independently arranged by distributing them to one end and the other end in the crankshaft direction, even if the auxiliary machine and its drive system are arranged close to the engine body, both drive systems described above can be used. Mutual interference between the systems and interference with the camshaft drive system of the auxiliary machine can be easily avoided.
(3)実施例 第１，第２図においてエンジン本体１の下部に、互に平
行なクランク軸２と駆動軸３とが複数の軸受４を介して
回転可能に支持される。クランク軸２のフライホイール
５取付側端部と駆動軸３の一端部との間に伝動機構とし
ての調時伝動機構６が介装される。その機構６はクラン
ク軸２に取付けられた駆動プーリ７と駆動軸３に取付け
られた被動プーリ８と、両プーリ７，８間に懸回された
調時伝動ベルト９とよりなる。駆動軸３の他端部に補機
用駆動プーリ１０が取付けられ、その駆動プーリ１０の
大径部１０ａと補機１１としてのオルタネータ１２およ
び水ポンプ１３の被動プーリ１４，１５との間に第１伝
動ベルト１６１が、また小径部１０ｂと補機としての空
気調和装置用コンプレッサ１７の被動プーリ２３との間
に第２伝動ベルト１６２が懸回される。(3) Embodiment In FIGS. 1 and 2, a crankshaft 2 and a drive shaft 3 which are parallel to each other are rotatably supported at the bottom of an engine body 1 through a plurality of bearings 4. A timing transmission mechanism 6 as a transmission mechanism is interposed between an end of the crankshaft 2 on the flywheel 5 mounting side and one end of the drive shaft 3. The mechanism 6 comprises a drive pulley 7 attached to the crankshaft 2, a driven pulley 8 attached to the drive shaft 3, and a timing transmission belt 9 suspended between the pulleys 7 and 8. A drive pulley 10 for an auxiliary machine is attached to the other end of the drive shaft 3, and a large diameter portion 10a of the drive pulley 10 and an alternator 12 as an auxiliary machine 11 and driven pulleys 14, 15 of a water pump 13 are provided between the drive pulley 10 and the driven pulley 14. 1 transmission belt 16 1 and a second transmission belt 16 2 is rotated suspended between the driven pulley 23 of the air conditioner compressor 17 as the small diameter portion 10b accessory.
エンジン本体１の上部にカム軸１８が回転可能に支持さ
れ、そのカム軸１８のフライホイール５側端部と駆動軸
３との間に調時伝動機構１９が介装される。その機構１
９は駆動軸３に取付けられた駆動プーリ２０と、カム軸
１８に取付けられた被動プーリ２１と、両プーリ２０，
２１間に懸回された調時伝動ベルト２２とよりなる。A cam shaft 18 is rotatably supported on an upper portion of the engine body 1, and a timing transmission mechanism 19 is interposed between an end of the cam shaft 18 on the flywheel 5 side and the drive shaft 3. Its mechanism 1
Reference numeral 9 denotes a drive pulley 20 attached to the drive shaft 3, a driven pulley 21 attached to the cam shaft 18, both pulleys 20,
It comprises a timing transmission belt 22 suspended between 21.
上記構成においてエンジンを運転すると、クランク軸２
の回転力は調時伝動機構６、駆動軸３、調時伝動機構１
９を介してカム軸１８に伝達され、また補機用駆動プー
リ１０、第１および第２伝動ベルト１６１，１６２、被
動プーリ１４，１５，２３を介してオルタネータ１２、
水ポンプ１３、コンプレツサ１７に伝達される。When the engine is operated in the above configuration, the crankshaft 2
The rotational force of the timing transmission mechanism 6, the drive shaft 3, the timing transmission mechanism 1
9 is transmitted to the cam shaft 18, and the alternator 12, via the auxiliary device drive pulley 10, the first and second transmission belts 16 1 and 16 2 and the driven pulleys 14, 15 and 23,
It is transmitted to the water pump 13 and the compressor 17.
前記エンジン運転中においては、補機用駆動プーリ１０
の負荷がクランク軸２に直接作用することがなく、これ
によりエンジンの高回転、高出力運転下においてクラン
ク軸２の制振を行ってクランク軸２のねじり振動および
曲げ振動に起因した種々の弊害を除去することができ
る。While the engine is operating, the accessory drive pulley 10
Load does not act directly on the crankshaft 2, and as a result, the crankshaft 2 is damped under high engine speed and high power operation, resulting in various adverse effects caused by torsional vibration and bending vibration of the crankshaft 2. Can be removed.
即ち、従来のようにクランク軸２に補機用駆動プーリ１
０を取付けると、クランク軸２のねじり共振周波数は駆
動プーリ１０の慣性質量の増加に伴い低くなるが、本発
明においてはクランク軸２より前記駆動プーリ１０を除
去したので、クランク軸２のねじり共振周波数を高くし
てクランク軸２の危険回転速度をエンジン常用回転域外
におくことができ、同時にクランク軸２の各部位のねじ
り振幅が低くなるので軸受４の打音発生を抑制し、さら
に駆動プーリ１０および補機１１間の第１，第２伝動ベ
ルト１６１，１６２の荷重増加を防止することができ
る。同時にクランク軸２の駆動プーリ１０側において
は、曲げ共振周波数が高くなると共に曲げ応力が低減す
るので、クランクジャーナル、クランクピンにおける応
力発生を防止し、また軸受４の偏摩耗を防止することが
できる。That is, as in the conventional case, the auxiliary drive pulley 1 is attached to the crankshaft 2.
When 0 is attached, the torsional resonance frequency of the crankshaft 2 becomes lower as the inertial mass of the drive pulley 10 increases. However, in the present invention, since the drive pulley 10 is removed from the crankshaft 2, the torsional resonance frequency of the crankshaft 2 is eliminated. The frequency can be increased to keep the dangerous rotation speed of the crankshaft 2 outside the engine normal rotation range, and at the same time, the torsional amplitude of each part of the crankshaft 2 is reduced, so that the generation of hammering noise of the bearing 4 is suppressed, and the drive pulley is further It is possible to prevent an increase in the load on the first and second transmission belts 16 1 and 16 2 between the vehicle 10 and the accessory 11. At the same time, on the drive pulley 10 side of the crankshaft 2, the bending resonance frequency increases and the bending stress decreases, so that stress generation in the crank journal and crankpin can be prevented, and uneven wear of the bearing 4 can be prevented. .
またクランク軸２において、そのねじりに伴う最大応力
発生部が、クランク軸２のフライホイール５取付側端部
に調時伝動機構６が配設される関係から、その端部２ａ
となる。この場合、端部２ａはエンジン本体１に支持さ
れて剛性を有するので、クランク軸２の耐疲労制を向上
させる上に有効である。Further, in the crankshaft 2, the maximum stress generation portion due to the twist thereof is the end portion 2a of the crankshaft 2 because the timing transmission mechanism 6 is arranged at the end portion of the crankshaft 2 on the flywheel 5 mounting side.
Becomes In this case, since the end portion 2a is supported by the engine body 1 and has rigidity, it is effective in improving the fatigue resistance of the crankshaft 2.
さらに駆動軸３を、バランサ（例えば５気筒エンジンの
１次偶力バランサ）として、またクランク角度等の信号
発生源として、さらに直結式オイルポンプ、デストリビ
ュータ等の駆動源として使用することも可能である。Further, it is possible to use the drive shaft 3 as a balancer (for example, a primary couple balancer of a 5-cylinder engine), as a signal generation source for crank angle, etc., and as a drive source for a direct coupling oil pump, a distributor, etc. is there.
また駆動軸３においては、その両端部に駆動プーリ１０
および調時伝動機構６，１９がそれぞれ配設されている
ので、駆動軸３の動的バランスを確保してその耐久性を
向上させることができる。Further, in the drive shaft 3, the drive pulley 10 is provided at both ends thereof.
Also, since the timing transmission mechanisms 6 and 19 are respectively provided, it is possible to secure the dynamic balance of the drive shaft 3 and improve its durability.
Ｃ．発明の効果 本発明によれば、クランク軸と平行な駆動軸に、補機用
駆動プーリを取付けたので、駆動プーリの負荷がクラン
ク軸に直接作用することがなく、これによりエンジンの
高回転、高出力運転下においてクランク軸の制振を行っ
てクランク軸のねじり振動および曲げ振動に起因した種
々の弊害を除去することができる。C. EFFECTS OF THE INVENTION According to the present invention, since the accessory drive pulley is attached to the drive shaft parallel to the crankshaft, the load of the drive pulley does not act directly on the crankshaft, which allows high engine rotation, By suppressing the crankshaft under high power operation, it is possible to eliminate various adverse effects caused by the torsional vibration and bending vibration of the crankshaft.
上記駆動軸の一端部にカム軸用駆動プーリを、またその
他端部に上記補機用駆動プーリをそれぞれ取付けたの
で、その駆動軸の両端部よりそれぞれ補機及び動弁カム
軸に向け動力を分散して出力することができ、従って駆
動軸の動的バランスが良好で、該駆動軸の高回転時にお
ける制振を図る上で有利である。しかもカム軸駆動系と
補機駆動系をクランク軸方向一端部と他端部とに振り分
けて独立配置することができるから、補機及びその駆動
系をエンジン本体に近接配置しても上記両駆動系の相互
干渉や補機のカム軸駆動系との干渉等を容易に回避する
ことができ、従ってエンジン全体としてのコンパクト化
を図ることができる。Since the camshaft drive pulley is attached to one end of the drive shaft and the accessory drive pulley is attached to the other end, power is supplied from both ends of the drive shaft to the accessory and the valve operating camshaft, respectively. It is possible to disperse and output, and therefore the dynamic balance of the drive shaft is good, which is advantageous in achieving vibration damping at high rotation of the drive shaft. Moreover, since the camshaft drive system and the auxiliary machine drive system can be independently arranged by distributing them to one end and the other end in the crankshaft direction, even if the auxiliary machine and its drive system are arranged close to the engine body, both drive systems described above can be used. Mutual interference between the systems and interference with the camshaft drive system of the auxiliary machine can be easily avoided, and therefore the overall engine can be made compact.
第１，第２図は本発明の一実施例を示し、第１図は要部
を破断した正面図、第２図は第１図II矢視図、第３図は
従来の補機駆動装置の概略図である。 ２…クランク軸、３…駆動軸、５…フライホイール、６
…伝動機構、１０…補機駆動用プーリ、１１…補機FIGS. 1 and 2 show an embodiment of the present invention, FIG. 1 is a front view in which essential parts are broken, FIG. 2 is a view taken in the direction of arrow II in FIG. 1, and FIG. FIG. 2 ... Crank shaft, 3 ... Drive shaft, 5 ... Flywheel, 6
... transmission mechanism, 10 ... accessory drive pulley, 11 ... accessory
Claims (1)
ール（５）が取付けられたクランク軸（２）と、そのク
ランク軸（２）に平行な駆動軸（３）とを回転自在に支
持し、前記クランク軸（２）のフライホイール（５）取
付側端部と前記駆動軸（３）の一端部との間に、その駆
動軸（３）をクランク軸（２）に連動回転させる伝動機
構（６）を介装し、前記駆動軸（３）の一端部にはカム
軸用駆動プーリ（２０）を、またその他端部には補機用
駆動プーリ（１０）をそれぞれ取付けたことを特徴とす
る、エンジンにおける補機駆動装置。1. A crankshaft (2) having a flywheel (5) attached to an end of an engine body (1) and a drive shaft (3) parallel to the crankshaft (2) are rotatable. The drive shaft (3) is supported and rotated between the flywheel (5) mounting side end of the crankshaft (2) and the one end of the drive shaft (3) in conjunction with the crankshaft (2). A transmission mechanism (6) is interposed, a camshaft drive pulley (20) is attached to one end of the drive shaft (3), and an accessory drive pulley (10) is attached to the other end. An accessory drive device for an engine, characterized by:
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62237701A JPH065036B2 (en) | 1987-09-22 | 1987-09-22 | Auxiliary equipment drive in engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62237701A JPH065036B2 (en) | 1987-09-22 | 1987-09-22 | Auxiliary equipment drive in engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6480726A JPS6480726A (en) | 1989-03-27 |
| JPH065036B2 true JPH065036B2 (en) | 1994-01-19 |
Family
ID=17019226
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP62237701A Expired - Fee Related JPH065036B2 (en) | 1987-09-22 | 1987-09-22 | Auxiliary equipment drive in engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH065036B2 (en) |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5926873Y2 (en) * | 1981-07-20 | 1984-08-03 | 鈴木産業有限会社 | Kamaboko with eel |
| JPH0325452Y2 (en) * | 1985-06-25 | 1991-06-03 | ||
| JPS6274139U (en) * | 1985-10-29 | 1987-05-12 |
-
1987
- 1987-09-22 JP JP62237701A patent/JPH065036B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6480726A (en) | 1989-03-27 |
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| LAPS | Cancellation because of no payment of annual fees |