EP1072770A1 - Inclined single cylinder engine - Google Patents

Inclined single cylinder engine Download PDF

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Publication number
EP1072770A1
EP1072770A1 EP99910748A EP99910748A EP1072770A1 EP 1072770 A1 EP1072770 A1 EP 1072770A1 EP 99910748 A EP99910748 A EP 99910748A EP 99910748 A EP99910748 A EP 99910748A EP 1072770 A1 EP1072770 A1 EP 1072770A1
Authority
EP
European Patent Office
Prior art keywords
crank
shaft
crank case
disposed
side cover
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.)
Withdrawn
Application number
EP99910748A
Other languages
German (de)
English (en)
French (fr)
Inventor
Takehiro Yanmar Diesel Engine Co. Ltd. TANAKA
Nobuhiro Yanmar Diesel Engine Co. Ltd. WATANABE
Satoshi Yanmar Diesel Engine Co. Ltd. IWATA
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Yanmar Co Ltd
Original Assignee
Yanmar Diesel Engine Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from JP10632198A external-priority patent/JP4025417B2/ja
Priority claimed from JP12337898A external-priority patent/JPH11324626A/ja
Priority claimed from JP13954698A external-priority patent/JP3954726B2/ja
Priority claimed from JP13908698A external-priority patent/JPH11324704A/ja
Application filed by Yanmar Diesel Engine Co Ltd filed Critical Yanmar Diesel Engine Co Ltd
Publication of EP1072770A1 publication Critical patent/EP1072770A1/en
Withdrawn legal-status Critical Current

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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
    • F02B63/00—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices
    • F02B63/02—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices for hand-held tools
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B3/00—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis
    • F01B3/0032—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis having rotary cylinder block
    • 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
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • 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
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • 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
    • F02B2275/34—Lateral camshaft position
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the present invention relates to a novel and improved single inclined cylinder (water-cooled) engine having a crank case integrally forming a inclined cylinder, wherein various rotating shafts and various devices driven by the rotating shafts to be supported in the crank case or in a side cover which covers the crank case are rearranged so as to compact the engine, especially to lower the top of the engine, the structure of lubricating oil passages is improved to reduce the manufacturing cost of the engine, the structure of an output shaft is improved to make the engine possible to drive a plurality of loads which are common in rotational direction, and a radiator, a fuel tank, a muffler and the like surrounding the water-cooled engine body are rearranged compactly to enhance the cooling efficiency without sacrificing the capacities of the fuel tank and the radiator.
  • the balancer shaft may be replaced with the reciprocally movable balancer
  • at least a cam shaft for driving inlet and exhaust valves and a fuel injection pump (of a diesel engine) or another device are disposed.
  • the cam shaft has directly engaged with the crank shaft through gears.
  • a gear provided on the cam shaft (hereinafter named as a cam gear) for engaging with the crank shaft has been diametrically large. Accordingly, when the cam shaft is to be disposed below the cylinder, the problem arises that the inclined cylinder must be nearly vertical, defying the purpose of its slanting (for vertically compacting the engine and for higher positioning the balancer shaft).
  • a space for the balancer shaft must be provided in opposite to the earn shaft about the crank shaft .
  • the conventional crank case which has contained the balancer shaft disposed on the extension of the axis of the cylinder, comes to be expanded in the opposite side to the cylinder. Therefore, it is preferable that the balancer shaft is offset upwardly or downwardly from the extension of the axis of the cylinder while they can effectively counter the vibration of the crank shaft .
  • the upper dimension of the crank case must be large, defying the requirement for its compacting.
  • a starter motor is disposed beside the cylinder without projecting outwardly. When the balancer shaft is disposed there, it comes to be impossible.
  • a swinging fulcrum of a governor lever which is connected with a regulator of a fuel injection pump, has been located at the middle position between the fuel injection pump driven by the cam shaft and a centrifugal governor weight provided around a governor driving shaft engaging with the cam shaft through gears.
  • the swinging fulcrum comes to an intermediate portion of the governor lever, so that the upper and lower ends of the governor lever become free ends, while the upper end is connected with the regulator, and the lower end with the movable portion of the governor weight. Accordingly, the position of the governor driving shaft must be lowered so far as to ensure a long stroke of the governor.
  • the governor driving shaft is the same of the balancer shaft or engages with the balancer shaft through gears, and the cam shaft is disposed below the cylinder
  • the conventional governor has been disposed beside the cylinder in opposite to the cam shaft according to the position of the balancer shaft. If the balancer shaft is separate from the governor driving shaft and the both shafts engage with each other through gears, the starter motor cannot be disposed in the space beside the cylinder. It must be disposed at another place in wrong projecting formation. If the balancer shaft is the same of the balancer shaft, the balancer shaft must be lengthened, thereby excessively elongating the engine in horizontal.
  • crank case opening at its one side and a side cover provided onto the opening side of the crank case.
  • the crank room in the crank case is formed at its bottom into an oil pan for lubrication, and a lubricating oil passage in communication with the oil pan is bored within the wall of the crank case or the side cover.
  • a inclined cylinder engine is often settled slantwise (tilted), whereby the cylinder varies its axial direction with respect to the vertical or the horizontal. Accordingly, the oil surface of the oil pan changes its angle from the axis of the cylinder. If the inclined cylinder engine has such a side cover as the above, a lubricating oil inlet in connection with the lubricating oil passage is open at a side wall of the crank case of the side cover so as to lace the oil pan.
  • crank case or the side cover which is provided at its circumference with various devices such as a fuel injection pump and a fuel feed pump, have been bored by holes for making portions of the devices pass therethrough. If the holes were parallel, the boring cost thereof would be reduced and the maintenance of the devices would be easy.
  • a lubricating oil filter is often provided onto the outward opening of the lubricating oil passage. If the holes were parallel to the lubricating oil passage, the lubricating oil filter, the fuel injection pump and the fuel feed pump would be provided on the same side in parallel, whereby the maintenance of them all could be performed easily and simultaneously.
  • the conventional lubricating oil passage and holes for the devices have never been bored on such a viewpoint, thereby increasing the manufacturing cost thereof. The resulting devices have been out of utility about their positions and complicated their maintenance.
  • a relief valve is disposed at a lowerstream portion of the lubricating oil passage for regulating the pressure of lubricating oil discharged from the lubricating oil pump, when the pump is provided on the crank case or the side cover for feeding the above-mentioned lubricating oil passage with lubricating oil.
  • the relief valve has been limited about its position, so that it could not exactly regulate the lubricating oil pressure in the foremost end of the lubricating oil passage.
  • a lubricating oil passage toward the cam shaft has been exclusively bored in the bearing for the cam shaft or in the cam shaft, thereby having disadvantages in the number of processes for its manufacture and the strength of the bearing or the cam shaft.
  • the conventional single inclined cylinder engine having the above-mentioned side cover has been provided with a flywheel on its crank shaft at the outside of the crank case in opposite to the side case.
  • the power of the engine can be taken out from one of the ends of the crank shaft , whether it is on the same side with the flywheel or opposite to the flywheel, or both of them.
  • a pair of oneway-rotatable loads can be driven by the sole engine, simultaneously. Even if one load only is driven by the engine at one side thereof, either side of the engine, which is the same with or opposite to the flywheel, must be selected for the power taking out corresponding to various situations. If a oneway-rotatable load can be drivingly connected with the power-take-out portion whether it is disposed on the same side with or the opposite side to the flywheel, the load requires no modification, thereby saving the cost for it.
  • the crank shaft must be divided into two portions rotated in opposite to each other, one of the two being integral with the flywheel, thereby being complicated and expensive.
  • the cam shaft and many parts such as a lubricating oil pump and a cooling water pump must be made to correspond either of the two divided portions of the crank shaft, thereby further causing the increase of cost.
  • flywheel housing which is separate from the crank case, has optionally been provided on the crank case, and a load to be directly connected with the power-take-out portion of the engine has been attached to the flywheel housing.
  • the flywheel housing to be attached to the crank case requires bolts for strong clamping and pins or grooves for positioning, thereby increasing the number of parts and the cost and weight of the engine.
  • a water-cooled engine having a single horizontal cylinder was provided above its cylinder with a vertical radiator.
  • a cooling fan disposed in front of the radiator was drivingly connected with a rotary shaft like a crank shaft through an endless belt, thereby making the entire engine excessively tall. Additionally, there was a problem about the durability of the endless belt. In case that the belt were damaged, the radiator could not be operated, thereby overheating the engine.
  • the radiator is disposed substantially as high as the upper portion of the cooling fan.
  • the cooling air blown from the cooling fan flows through a substantially horizontal fan case between the upper portions of the cooling fan and the upper portion of the radiator.
  • the fuel tank is disposed substantially horizontally above the radiator.
  • the muffler is disposed outside the side of engine toward the cylinder head, so as to project further outwardly than the cylinder head.
  • the conventional engine has been vertically elongated against the requirement for compacting due to the fuel tank disposed above the radiator. Furthermore, since the fuel tank in a horizontally elongated shape has been disposed substantially horizontally, when the fuel surface in the fuel tank is inclined in the case such that the engine was settled slantwise, the fuel surface lowered according to the consumption of fuel comes lower than the fuel outlet of the fuel tank for a short time, thereby increasing the frequency of aeration, which causes the output deterioration of the engine, and increasing the frequency of refueling while a rather much quantity of fuel remaining in the fuel tank.
  • the conventional muffler has projected outwardly sidewise against the requirement for horizontally compacting an engine.
  • the cooling wind from the cooling fan has flown along the fan case disposed above the cooling fan and the flywheel toward the radiator disposed above the crank case and the cylinder, so that there has been short of the cooling wind blown against the crank case and the cylinder.
  • the cooling air from the cooling fan has not been used for cooling the crank case and the cylinder sufficiently.
  • a fuel tank filled of fuel naturally has a cooling effect to the surroundings.
  • the conventional fuel tank disposed above the radiator has not been able to be used enough to cool other members.
  • the conventional horizontally elongated fuel tank disposed substantially horizontally has been screwed in at a side end of its vertical center portion, or fixed at its upper and lower ends sidewise. It is desired that a fuel tank and a radiator are supported simply and steadily with as few parts as possible while ensuring their enough capacity. However, the taller the fuel tank is, the stronger the fixture for it is required.
  • the radiator has not been entirely covered because of the fuel tank disposed thereabove, and has been directly attached to the crank case as an engine body, against the requirement for shielding the noise caused by the vibration of the engine body (the crank case) and the radiator.
  • the present invention relates to a single inclined cylinder unit type engine having a crank case which is provided therein with a horizontal crank shaft, and thereon with a inclined cylinder.
  • the first object of the present invention is to compact the engine entirely while the engine being provided with various devices such as a lubricating oil pump and a governor.
  • At least axes of a balancer shaft and a can shaft as rotary shafts in parallel to the crank shalt are disposed below an axis of said cylinder. Accordingly, an upper portion of the crank case above the axis of the cylinder, where the balancer shaft and the cam shaft do not exist, can be saved, so that various kinds of equipments like a starter motor can be disposed above the top of the crank case.
  • crank gear fixed on the crank shaft In the vicinity of one side ends of the group of the rotary shafts in the crank case are disposed a crank gear fixed on the crank shaft, a cam gear fixed on the cam shaft, a first balancer gear fixed on the balancer shaft, and a small second balancer gear fixed on the same shaft in adjacent to the first balancer gear.
  • the first balancer gear engages with the crank gear, and the second balancer gear with the cam gear. Due to such a gear train of the crank gear, the first balancer gear, the second balancer gear and the cam gear, the rotation of the crank shaft is transmitted to the cam shaft through the balancer shaft.
  • the cam gear directly engaged with the crank gear the cam gear would have to be large because of the large radius of gyration of crank arms and balance weights of the crank shaft , so that the distance between the crank shaft and the balancer shaft would have to be enlarged.
  • the radius of gyration of the balancer gear is small and the the second balancer gear engaging with the cam gear is diametrically smaller than the first balancer gear engaging with the crank gear, so that the can gear and the first balancer gear overlap when viewed along their axes.
  • the cam gear does not have to be greatly large for ensuring the sufficient speed reduction, whereby the distance between the cam shaft and the balancer shaft can be short.
  • a lubricating oil pump having a lubricating oil pump drive shaft in parallel to the group of rotary shafts is disposed in the vicinity of the one side ends of the group of rotary shafts.
  • the lubricating oil pump drive shaft engages with said cam gear.
  • a third balancer gear is fixedly provided on said balancer shaft in the vicinity of the other side end thereof.
  • a cooling water pump having a cooling water pump drive shaft in parallel to said group of rotary shafts is disposed in the vicinity of the other side ends of said group of rotary shafts.
  • the cooling water pump drive shaft engages with said third balancer gear.
  • the lubricating oil pump and the cooling water pump can be disposed adjacently to the cam shaft and the balancer shaft due to their engaging with the shafts.
  • the cam shaft and balancer shaft when the pumps are disposed co-axially with the respective shafts, can be prevented from excessive extension.
  • the pumps due to both of the pumps separated on both sides of the rotary shaft group in the crank case, the pumps can be juxtaposed in the condition that the driving shafts of the pumps are disposed co-axially with each other, thereby saving the extension of the crank case.
  • a centrifugal governor weight is provided around the lubricating pump drive shaft.
  • a governor lever rotated by the action of the centrifugal governor weight is vertically disposed between the centrifugal governor weight and the cooling water pump in the crank case.
  • a fuel injection pump having a member for adjusting a quantity of injected fuel. The member is connected with an upper free end of the governor lever.
  • a fulcrum of the governor lever is disposed below the lubricating oil pump drive shaft.
  • the dead space between the pumps can be used for location of the governor lever, thereby compacting the engine.
  • the governor lever when the governor lever is to be extended for fine adjusting of the quantity of injected fuel, requires not the lubricating oil pump drive shaft but only the fulcrum to be lowered.
  • the governor can be resistant against hunting or other problems while the gear provided on the lubricating pump drive shaft (for driving both the lubricating oil pump and the governor) does not sink in the lubricating oil sump in the bottom of the crank case.
  • a balancer shaft, a cam shaft and a governor driving shaft as rotary shafts in parallel to the crank shaft are disposed below an axis of said cylinder. Accordingly, the balancer shaft, the cam shaft and the governor with the governor driving shaft do not exist above the axis of the cylinder, so that the upper end portion of the crank case can be saved, whereby various kinds of equipments like a starter motor can be compactly disposed close to the inclined cylinder above the crank case. Even if the axis of the cylinder is nearly vertical according to the positioning of the engine, the equipment beside the cylinder does not project horizontally, whereby the engine is kept compact.
  • the second object of the present invention regarding to a single inclined cylinder unit which is so constructed that a crank case is open at its one side and closed by a side cover and a horizontal crank shaft is disposed through a crank room formed in the crank case and the side cover so as to be journalled by the walls of the crank case and the side cover, is to provide a simple and cheep passage structure for lubricating oil while keeping effective lubrication.
  • a lubricating oil passage is formed within a wall of either the crank case or the side cover.
  • a plurality of lubricating oil inlet ports connecting with the lubricating oil passage are open at the side surface of the oil pan constituted by either the crank case or the side cover.
  • At least one of the plurality of lubricating oil inlet ports can be chosen in correspondence to the angle of the inclined cylinder from the vertical when the engine is mounted.
  • the resulting engine does not require an alternative lubricating oil inlet and suction means corresponding to its mounting angle. Accordingly, the engine, however slantwise it may be mounted, can be regularly lubricated through the lubricating oil passage.
  • Such a generally correspondent engine can reduce the complexity of its mounting and the most suitable one of the lubricating oil inlets can be chosen according to the situation of its location.
  • the same engine is additionally provided in the crank room thereof with a cam shaft in parallel to the crank shaft.
  • a lubrication hole is bored in either the crank case or the side cover for supplying the crank shaft with lubricating oil, and attaching holes are bored in either the crank case or the side cover for attaching a fuel injection pump and a fuel feed pump thereto.
  • the lubrication hole and the attaching holes are in parallel and cross an axis of the cam shaft or an extension of the axis. Accordingly, the set of holes can be easily bored.
  • the fuel feed pump, the fuel injection pump and an optional lubricating oil filter to be disposed onto the opening of the lubricating oil passage can be easily attached to the same side of the engine with substantially the same height at one process.
  • a lubricating oil pump is provided on either the crank case or the side cover.
  • An oil hole is bored in either the crank case or the side cover, so as to be connected with a discharge port of the lubricating oil pump.
  • a pressure relief hole branches from the oil hole and is open toward the vicinity of a journal portion of the cam shaft.
  • the single inclined cylinder unit engine can be greatly lubricated by use of such a simple and cheep lubrication system for the crank room formed by the crank case and the side cover.
  • the third object of the present invention is to enable a one-way directed load to be driven whichever side of the engine it is provided on, and is to ease the flywheel to be provided onto the crank shaft while being certainly retained.
  • the crank gear fixed on the crank shaft directly engages with the balancer gear fixed on the balancer shaft, and one end of the balancer shaft in opposite to the flywheel projects outwardly from the engine body.
  • the sole engine can drive a pair of loads, whose rotary directions are in common, on its both sides without a model change of the load or complex separation of the crank shaft, thereby enhancing the usage of the single inclined cylinder unit engine and saving its cost. If the engine power is to be taken out from either side of the engine between the flywheel and the side cover, almost all component parts can be still used in common except of the flywheel and the balancer shaft.
  • the single inclined cylinder unit engine can be changed between both types, which are different from each other in their power-take-out sides, so that it can be correspondent to various needs at low cost.
  • the flywheel is provided on one end of the crank shaft adjacently to said side cover, and a flywheel housing containing said flywheel is integrally formed by the side cover.
  • a conventional flywheel housing separated from the side cover, when being attached to the crank case, has required some parts like bolts for its fixing and a pin or a groove for its location.
  • the flywheel housing of the present invention does not need such parts, thereby saving the number of parts and the cost thereof.
  • the engine can be lightened because the increase of weight caused by attaching of the flywheel is limited.
  • the flywheel housing can be formed into various kinds of shape by the side cover, and, if necessary, removed therefrom, in comparison with the case that it is formed by the crank case. It can be formed by die casting, thereby reducing its manufacturing cost.
  • the fourth object of the present invention regarding to a water-cooled single inclined cylinder unit is to keep the engine compact while effectively providing various surrounding devices on the engine, and to obtain enough cooling effect.
  • a cooling fan is disposed on one end of the crank shaft.
  • a radiator is disposed substantially horizontally above the inclined cylinder and the crank case when the crank shaft is disposed horizontally.
  • a fan case is disposed on the one end of the crank shaft for covering the cooling fan.
  • the fan case is disposed substantially vertically between the cooling fan and the radiator, and constitutes at its interior a volute guide for introducing the cooling wind from the whole of area surrounding the cooling fan.
  • the radiator is vertically shorter than a vertically disposed radiator. The cooling fan disposed on one end of the crank shaft for blowing the cooling air into the radiator is directly rotated by the crank shaft without additional transmission system like an endless belt, thereby saving the number and cost of parts for driving the cooling fan.
  • the space between the upper portion of the cylinder and the upper portion of the crank case can be used as an passage for enough quantity of cooling wind toward the lower surface of the radiator.
  • the space is expanded upwardly according to the slanting of the cylinder. Even if a starter motor is disposed in the space (or on the top of the crank case) for entirely compacting the engine, there remains an enough space above the starter motor. Accordingly, the radiator, if it is disposed so as to face the remaining space, has a capacity enough to cool the engine and is lowered.
  • the vertical fan case between the cooling fan and the radiator has a sharp appearance and a simple shape so as to reduce its manufacturing cost.
  • the water-cooled single inclined cylinder unit engine is provided with a vertically elongated fuel tank disposed along the outside surface of the crank case in opposite to the inclined cylinder when viewed along the crank shaft.
  • the engine is vertically compact because the fuel tank does not exist above the radiator.
  • the vertically elongated fuel tank which is disposed at the vacant space beside the crank case without the cylinder, has a sufficient capacity. Even if the fuel tank is disposed vertically slantwise, the fuel outlet of the fuel tank is kept below the fuel surface in the tank, thereby avoiding aeration. The fuel tank does not have to be fed with fuel until it becomes nearly empty, thereby saving waste refueling.
  • the space above the crank case can be ensured for substantially horizontally extending the radiator thereabove because the fuel tank is vertically extended on the side surface of the crank case.
  • an electrical equipment like a starter motor is disposed above the crank case
  • the fuel tank on the side surface of the crank case is offset from the electrical equipment, so that, even if a fuel leak is generated on refueling, the electric equipment is apart from the leaky fuel tank.
  • the engine is sound isolated due to the fuel tank entirely covering the crank case and the side cover in opposite to the cylinder.
  • the area of the crank room in opposite to the cylinder about the crank shaft becomes vacant, so that the portion of crank case and the side cover surrounding the area can be compacted, along which the fuel tank is disposed with a large capacity. If the surface of the fuel tank coincides the shape of the side surface of the crank case and side cover facing the fuel tank, the fuel tank can be extended into the recessed bottom portion of the side surface of the crank case and side cover, thereby further enhancing the volume of the fuel tank.
  • the fan case is partly cut away so as to provide an opening, and a part of the fuel tank is disposed along the opening, so that the fan case and the part of the fuel tank constitute a volute guide for guiding the cooling wind from the cooling fan to the radiator.
  • a part of the wall of the fuel tank is extended to the opening of the fan case without consideration of the gap between the fuel tank and the fan case, thereby increasing the volume of' the fuel tank while keeping its compact form.
  • the fuel tank is blown by the cooling fan so as to be efficiently cooled because a part of its wall constitutes a part of the volute guide.
  • the crank case also may be effectively cooled.
  • the opening can be provided simply by the mere cutting of the fan case.
  • a cap provided on a refueling opening of the fuel tank is disposed above the radiator.
  • refueling can be easy. Due to such upwardly projecting refueling opening, the fuel tank, even if it is mounted vertically slantwise so as to slant the fuel surface, can be prevented from a fuel leak from the refueling opening when refueling, and also, the top of the fuel tank can be high, thereby increasing the volume thereof.
  • a foot member is fixed on a side surface of the crank case.
  • a lower portion of' the fuel tank is attached to either the crank case or the foot member through a vibration isolator.
  • An engaging member is erected on said crank case.
  • An upper portion of the fuel tank engages with the engaging member, and a vibration isolator is interposed between the upper portion of the fuel tank and the engaging member. Since the vertical fuel tank on the side surface of the crank case is supported at its upper and lower portions, even if it has a large capacity, simple and cheep supporting members, which is not greatly strong, are enough to support the fuel tank certainly.
  • the vibration isolators are used as the upper and lower supporting members, the vibration of the crank case extends little to the fuel tank, thereby preventing fuel in the fuel tank from vibration. If the engaging member is also used for supporting the radiator and the radiator cover, the number and cost of parts can be saved and the engine can be compacted.
  • the above-said water-cooled single inclined cylinder engine is further provided with a radiator cover continuously connected with the fan case, thereby excluding the noise from the radiator.
  • the radiator cover also acts as a cooling wind duct, whereby the whole of cooling wind from the fan case can be certainly guided into the radiator without escape, thereby improving the heat exchange through the radiator so as to ensure the cooling effect as much as the capacity of the radiator.
  • the space above a cylinder head which is suitable for heat dissipation, can be provided for the muffler.
  • the space is also beside the radiator, so that the muffler does not project upwardly from the radiator, thereby causing the engine vertically compact, while ensuring a sufficient capacity of the muffler.
  • an air cleaner can be disposed below the muffler on a side of the fan case, so as not to project sidewise.
  • the engine can be entirely compact and be reduced in its cost while ensuring the abilities of the equipments (such as an enough volume, a great effect of cooling and a great effect of sound isolation).
  • crank case 1 is open at its one side surface.
  • the open side thereof is designated as a rear side in all of the embodiments.
  • the rear open end thereof is covered with a side cover 2.
  • crank case 1 integrally forms an upwardly and leftwardly projecting cylinder 1c at its upper left side.
  • a cylinder head 26 is disposed on the top of cylinder 1c and is covered at its top with a cylinder head cover 27. Onto the front surface of cylinder head 26 is attached a carburetor 31.
  • a glow plug 32 is inserted into cylinder head 26, and a fuel injection valve 33 is inserted into the same through cylinder head cover 27.
  • Fuel injection valve 33 is fed with fuel discharged from a fuel injection pump 17 attached onto crank case 1 through a fuel injection pipe, so as to inject the fuel into a combustion chamber (to be detailed, a sub combustion chamber) in cylinder head 26.
  • a piston 25 in cylinder 1c is disposed a piston 25 so as to be slidable along an axis A of cylinder 1c (see Fig. 5).
  • Cylinder portion 1c may be extended rightwardly slantwise from the upper right side of crank case 1.
  • all the later discussed embodiments will be described in assumption that cylinder 1c is formed by the upper left portion thereof.
  • crank room portion 1a of crank case 1 and a crank room portion 2a of side cover 2 are united by joining of crank case 1 and side cover 2 so as to constitute a crank room therein.
  • a crank shaft 3 is disposed horizontally and longitudinally.
  • first crank journal 3a is journalled by side cover 2 and projects rearwardly outward
  • second crank journal 3b journalled by the front wall of crank case 1.
  • first crank journal 3a is journalled by the front wall of crank case 1 and projects forwardly outward, and second crank journal 3b journalled by side cover 2.
  • a flywheel 40 is fixed around the outer projecting portion of first crank journal 3a.
  • flywheel 140 is clamped onto the utmost end of first crank journal 3a by a bolt 40a.
  • a cooling fan 41 may be provided on flywheel 40, so as to send air to a radiator (not shown).
  • second crank journal 3b projects outwardly (that of the former embodiment of Figs. 1 through 4 is forward, and that of the latter embodiment of Figs. 5 through 9 rearward), which is available to be used for an output shaft or for mounting a cooling fan apart from the flywheel.
  • Figs. 7 and 9 show that first crank journal 3a is journalled by a crank shaft bearing portion 1d formed by the front wall of crank case 1, and second crank journal 3b by a crank shaft bearing portion 2f formed by side cover 2 according to the latter embodiment of Figs. 5 through 9.
  • first and second crank journals 3a and 3b of the former embodiment of Figs. 1 through 4 while being not shown, are journalled by crank shaft bearing portions 2f and 1d, respectively.
  • crank journals 3a and 3b form respective crank arms 3c and balance weights 3d at their internal ends.
  • a crank pin 3e is formed between both crank arms 3c.
  • a large end of a connecting rod 24 is rotatably provided on crank pin 3e and a small end thereof is connected to piston 25 in cylinder 1c.
  • a balancer shaft 4 is disposed in parallel to crank shaft 3 (horizontally and longitudinally) , so as to be journalled at its front end by the front wall of crank case 1, and at its rear end by side cover 2.
  • balancer shaft 4 is disposed downwardly leftward from the axis of crank shaft 3 (the axis of crank journals 3a and 3b), or in other words, below cylinder 1c.
  • Both shafts 3 and 4 are rotated in opposite directions and phases so as to attenuate the rotational vibration of each other.
  • balancer 4a is located in opposite to crank pin 3e about balancer shaft 4 (simultaneously, balance weights 3d are opposed to balancer 4a about crank pins 3e).
  • the large end of connecting rod 24 does not interfere with balancer shaft 4.
  • balancer 4a is rotated in the opposite phase to balance weights 3d so as to attenuate the vibration generated by the rotation of crank shaft 3.
  • Balancer 4a is disposed above the top surface of oil pan 1b formed by the bottom portion of crank case 1 so as to be prevented from sinking in the lubricating oil in oil pan 1b.
  • crank gear 6 is fixed around the rear crank journal (first crank journal 3a of the former embodiment shown in Figs. 1 through 4, or second crank journal 3b of the latter embodiment shown in Figs. 5 through 9) of crank shaft 3, and a first balancer gear 7 is fixed around balancer shaft 4 so as to engage with crank gear 6 all the time.
  • a second balancer gear 8, which is smaller than first balancer gear 7, is fixedly disposed around balancer shaft 4 in adjacent to the outer side of first balancer gear 7.
  • a cam shaft 5 is disposed in parallel to crank shaft 3 and balancer shaft 4 (horizontally and longitudinally) for driving the fuel injection pump and the inlet and exhaust valves.
  • the front end of cam shaft 5 is journalled by the front wall of crank case 1, and the rear end thereof by a cam shaft bearing portion 2g of side cover 2.
  • a cam gear 9 is fixed around cam shaft 5 and engages with second balancer gear 8 all the time, as shown in Fig. 5. Since second balancer gear 8 is diametrically small as the above, cam gear 9 and first balancer gear 7, as shown in Fig.
  • cam shaft 5 When viewed in front, cam shaft 5 is disposed upwardly leftward from balancer shaft 4, so that it is located just below a portion or cylinder 1c slightly upward from its open bottom end. Since the clearance between shafts 4 and 5 is not particular large, the tilt angle of cylinder 1c does not particularly have to be upwardly large, so that cylinder 1c can be disposed rather horizontally, thereby entirely lowering the engine.
  • crank case 1 Onto the left side surface of crank case 1 is substantially horizontally attached fuel injection pump 17, and attached a fuel feed pump 18 before fuel injection pump 17 at substantially the same height.
  • the pump driving portion constituted by the internal end portion of fuel injection pump 17 abuts against pump driving cam 5a on cam shaft 5, so that fuel injection pump 17 is driven by the rotation of cam 5a.
  • a pair of inlet and exhaust valve driving cams 5b are fixedly provided on cam shaft 5, so as to abut against ends of push rods 30 connected to rocker arms 29 for inlet and exhaust valves 28.
  • a hole 1e for passing a lever 18e of fuel feed pump 18 therethrough, a hole 1f for insertion of fuel injection pump 17, and female screws 1g for fixture of pumps 17 and 18 to crank case 1 are all bored in parallel in the left side wall of crank case 1, so that all the extensions of holes 1e and 1f and female screws 1g cross an axis B of cam shaft 5 perpendicularly.
  • Such concentrated boring of parallel holes 1e and 1f and female screws 1g at almost the same height in the common side of crank case 1 can be easily performed, which results in reduction of cost.
  • crank shaft lubricating oil passage R4 of passages R is formed from the left side surface of side cover 2 to crank shaft bearing portion 2f supporting the rear crank journal (first crank journal 3a of the embodiment shown in Figs. 1 through 4, or second crank journal 3b of the other embodiment shown in Figs. 5 through 9).
  • the extension of crank shaft lubricating oil passage R4 cross axis B of cam shaft 5 perpendicularly behind cam shaft bearing portion 2g, in other words, it is in parallel to holes 1e and 1f and female screws 1g at substantially the same height.
  • Crank shaft lubricating oil passage R4 is outwardly open at the left side surface of side cover 2.
  • a lubricating oil filter 16 is optionally inserted horizontally into the opening portion of oil passage R4 so as to communication with the downstream side thereof, thereby feeding bearing portions 2f and 1d journalling crank journals 3a and 3b with filtrated lubricating oil.
  • lubricating oil filter 16 is juxtaposed with pumps 17 and 18 on the same side surface of the engine, in the same direction and at substantially the same height.
  • a primary lubricating oil filter 35 is disposed in side cover 2.
  • the lubricating oil in the oil pan (oil pans 1b and 2b formed by the bottom portions of crank case 1 and side cover 2), which is filtrated by filter 38 is absorbed into a lubricating oil pump 12 through lubricating oil passages R in side cover 2, further filtrated through lubricating oil filter 16 and fed into various areas of the engine.
  • the construction of lubricating oil passages R will be detailed later.
  • a lubricating oil pump drive shaft 10 is disposed below cam shaft 5 and on the left side of balancer shaft 4 in parallel (horizontally and longitudinally).
  • driving shaft 10 is journalled by the interior portion of side cover 2 and extended into crank case 1.
  • a lubricating oil pump gear 11 is fixedly provided around driving shaft 10 and engages with first balancer gear 7 all the time.
  • lubricating oil pump 12 is formed around driving shaft 10. While the engine is driven, lubricating oh, pump 12 is driven by the rotation of shaft 10 following balancer shaft 4 through gears 7 and 11, so that the engine is entirely fed with lubricating oil from the interior of crank case 1.
  • a governor G is so constructed as follows: As shown in Fig. 8, the extensional portion of lubricating oil pump drive shaft 10 in crank case 1 is provided therearound with a centrifugal governor weight 13. Driving shaft 10 is slidably inserted through an axial cylinder 13a of governor weight 13. Axial cylinder 13a is further extended in proportion to the rotary force of driving shaft 10. A governor arm 14 pressed against the utmost end of axial cylinder 13a is rotated by the extensive action of axial cylinder 13a so as to integrally rotate governor lever 15 in a longitudinal direction.
  • lubricating oil pump gear 11 on lubricating oil pump drive shaft 10 is also used as a governor driving gear.
  • crank case 1 is longitudinally rotatably supported a fuel injection adjusting arm 17a of fuel injection pump 17, with which the upper end of governor lever 15 is pivotally connected, so that the quantity of fuel discharged from fuel injection pump 17 is determined by the position of fuel injection adjusting arm 17a rotated together with governor lever 15.
  • a governor lever rotational fulcrum shaft 15a is laterally extended from a basis portion (a bottom) of governor lever 15 and supported by a left wall of crank case 1. Since arm 17a is disposed above shaft 10, shaft 15a, while being disposed below shaft 10 having gear 11 for driving governor G and fuel injection pump 17, does not have to be particularly lowered for ensuring the length of governor lever 15. Even if shaft 15a is disposed above oil pan 1b, the clearance between arm 17a and shaft 15a can be sufficiently ensured so as to provide an enough length of governor lever 15. Such lengthened governor lever 15 enables fine control of fuel injection.
  • cooling water pump 22 Onto front surface of crank case 1 is attached a cooling water pump 22 so as to rotatably insert its driving shaft 20 into crank case 1 through the front surface thereof.
  • cooling water pump driving gear 21 is fixedly provided on the internal portion of cooling water pump drive shaft 20, and as shown in Figs. 6 and 7, a third balancer gear 19 is fixedly provided on balancer shaft 4 near the front wall of crank case 1. Gears 19 and 20 always engage with each other.
  • third balancer gear 19 is opposed to juxtaposed first and second balancer gears 7 and 8.
  • First balancer gear 7 engages with crank gear 6 and lubricating oil pump driving gear (governor driving gear) 11, and second balancer gear 8 engages with cam gear 9, whereby fuel injection pump 17, lubricating oil pump 12 and governor G are concentrated. If third balancer gear 19 were disposed close to gears 7 and 8, a gear for driving the cooling water pump would be disposed along a surface including any of gears 7, 8 and 9, thereby compelling crank case 1 to be expanded at its portion surrounding the gears.
  • third balancer gear 19 on balancer shaft 4 in opposite to gears 7 and 8 water cooling pump 22 comes to be disposed oppositely to fuel injection pump 17 and so forth, so as to drivingly connected with third balancer gear 19.
  • Cooling water pump drive shaft 20 may be disposed substantially co-axially with lubricating oil pump drive shaft 10, so that the longitudinal and lateral space for disposal of lubricating oil pump 12 and cooling water pump 22 can be saved, thereby compacting crank case 1.
  • Governor lever 15 comes to be disposed between centrifugal governor weight 13 (on shaft 10) and cooling water pump 22 (on shaft 20) in crank case 1.
  • the engine can be compacted due to such utilization of the dead space between both driving shafts 10 and 20.
  • Lubricating oil pump 12 and cooling water pump 22 as the best shown in Fig. 8 can be exchanged with each other.
  • lubricating oil pump 12 may be disposed in the front wall of crank case 1, and cooling water pump 22 in side cover 2.
  • a driving shaft for cooling water pump 22 is combined with a governor driving shaft.
  • primary lubricating oil filter 35 and lubricating oil filter 16 should be provided onto or into crank case 1 instead of side cover 2, and lubricating oil holes to be connected with inlet and outlet ports of lubricating oil filter 12 should be bored within crank case 1 instead of side cover 2.
  • balancer shaft 4 cam shaft 5 and lubricating oil pump drive shaft 10 are disposed in a direction along a line D1 radially (perpendicularly) extended from axis A with respect to the lower end of cylinder 1c, and both driving shafts 10 and 20 overlap along the same axis. Accordingly, fuel injection pump 17 driven by cam shaft 5, lubricating oil pump 12 and governor G driven by shaft 10, and cooling water pump 22 driven by shaft 20 are disposed adjacently to the group of shafts 4, 5, 10 and 20.
  • a starter motor 23 can be disposed in the dead space as the best shown in Fig. 5.
  • An output gear 23a of starter motor 23 engages with a gear 40a peripherally fixed on flywheel 40, so that flywheel 40 is rotated by the driving of starter motor 23 for starting of rotary of crank shaft 3.
  • Starter motor 23 and a stater solenoid 23b are exchanged before and behind with each other between the embodiment of Figs. 1 through 4 and that of Figs. 5 through 9 (similar with the below-discussed embodiment of Figs. 14 through 19), in correspondence to gear 40a.
  • a starter bracket 2h as shown in Figs. 2 and 3 is integrally extended upwardly in a plate-shape from side cover 2, thereby supporting starter motor 23 and starter solenoid 23b substantially horizontally.
  • a starter bracket 39 which is separate from crank case 1, is erected upwardly from the upper portion of the front surface of crank case 1 for the same purpose.
  • Lubricating oil inlet port 2d is laterally opposed to the group of shafts 4, 10 and so forth.
  • Inlet port 2c is open at a slightly lower portion than inlet port 2d.
  • An inlet pipe 34 is extended horizontally into the oil pan from either inlet port 2c or 2d as shown in Fig. 7.
  • the surface of lubricating oil which stay in the bottom of the crank room of 1a and 2a is marked out by a chain line L5.
  • Inlet ports 2c and 2d become higher than oil surface L5, however, inlet pipe 34 is long enough to sink their open ends below oil surface L5, so that lubricating oil at the bottom of the oil chamber can be supplied into either of inlet ports 2c and 2d through inlet pipe 34 extended therefrom.
  • the lubricating oil inlet ports may be open at the inner surface of crank case 1 consisting crank room 1a (or oil part 1b) in opposite to side cover 2.
  • crank case 1a or oil part 1b
  • the surface of lubricating oil collected in the bottom of the crank room is marked out by a chain line L6.
  • the lubricating oil can be supplied into at least one inlet port opening at oil part 1b through an inlet pipe like 34 extended therefrom.
  • Lubricating oil inlet port 2c is advantageous in its position at about the lateral center of oil pan 2b against lateral inclination of the lubrication oil surface, and in the lowest position at oil pan 2b (lower than inlet port 2d) against longitudinal inclination thereof. Therefore, when the engine is set with its bottom laid horizontally, inlet port 2c should be preferred.
  • Lubricating oil inlet port 2d comes to be relatively disposed at about the lateral center of the collected lubricating oil. Also, it becomes lower than inlet port 2c, furthermore, the lowest in the collected lubricating oil. Thus, inlet port 2d should be preferred.
  • the engine is preferably disposed so as to make cylinder 1c close to vertical, thereby collecting the lubricating oil in the right area below crank shaft 3 with the surface thereof as marked by line L3 or L4.
  • left inlet port 2c is preferred.
  • the engine is preferably sloped so as to direct either the side cover 2 or the front surface of crank case 1 rather downward, thereby disposing the lubricating oil surface as marked by line L5 or L6.
  • Lubricating oil inlet ports 2c and 2d are connected with horizontal lubricating oil introducing passage 2e formed in side cover 2 along the rear end surface of side cover 2.
  • Passage 2e is removably provided at its outside opening with primary lubricating oil filter 35 and plugged by a cap 35a which is integral with oil filter 35.
  • the opening of passage 2e is also used for draining, so that the lubricating oil collected in the crank room of 1a and 2a can be drained through inlet port 2c or 2d and passage 2e.
  • a pump suction passage R1 substantially upward from primary lubricating oil filter 35, so as to be connected with a section port 12a of lubricating oil pump 12, which is disposed longitudinally in side cover 2 as the above-mentioned, and is bored a main lubricating oil passage R2 substantially vertically from a discharge port 12b of pump 12.
  • lubricating oil filter 16 is laterally disposed on the left side surface of side cover 2 above lubricating oil pump 12, and filter suction oil passage R3 is branched from passage R2 to an entrance of filter 12.
  • a crank shaft lubricating oil passage R4 is substantially laterally bored from an exit 16a of filter 16.
  • holes 1e and 1f are substantially as high as oil passage R4 in substantially parallel thereto, for providing fuel feed pump 18 and fuel feed pump 17 therethrough, whereby oil passage R4 can be easily bored almost simultaneously with boring of holes 1e and 1f.
  • a relief valve 36 is interposed between discharge port 12b of lubricating oil pump 12 and the start point of filter suction oil passage R2 in main lubricating oil passage R2.
  • crank shaft lubricating oil passage R4 is connected with lubricating oil hole 3c through crank shaft bearing portion 2f which supports rear crank journal 3a or 3b in side cover 2.
  • Lubricating oil flows through holes 3c, 3d, 3e and the like in crank shaft 3, so as to be fed into various lubricating oil passages bored in the wall of crank case 1 through crank shaft bearing portion 1d which supports front crank journal 3b or 3a in the front side of crank case 1.
  • an oil pressure switch 37 is disposed at an intermediate portion of passage R4 for electrically operating the adjustment of lubricating oil pressure to crank shaft 3.
  • cam shaft lubricating oil passage R5 is branched from main lubricating oil passage R2 in opposite to filter suction oil passage R3 co-axially therewith.
  • the final end of passage R5 is disposed adjacently to cam shaft bearing portion 2g of side cover 2.
  • Passage R5 communicates with the interior space of crank room 2a through a diametrically small escape hole R6.
  • the internal end of cam shaft bearing portion 2g is just adjacent to the rear surface of cam gear 5a on cam shaft 5, and is partly cut away at its portion facing cam gear 5a, so as to space a gap C from the rear surface of cam gear 5a.
  • the opening of escape hole R6 to crank room 2a is located just above gap C, so as to stick the dropped oil from escape hole R6 onto cam shaft 5.
  • lubricating oil is applied on the surface of cam shaft 5 and permeates the gap between cam shaft bearing portion 2g and the end of cam shaft 5, so as to lubricate the radially stressed portion thereof, thereby smoothing the rotation of cam shaft 5 and improving the durability thereof.
  • main lubricating oil passage R2 is further extended substantially upwardly through the joint portion between filter suction oil passage R3 and cam shaft lubricating oil passage R5.
  • a lubricating oil hole R7 is extended from about the top end of passage R2 to a bolt hole for insertion of a head bolt 38 which clamps cylinder head 26 with cylinder 1c.
  • a rocker arm lubricating oil passage R8 is extended from the bolt hole for head bolt 38 to rocker arms 29, and the like.
  • a balancer shaft of a single inclined cylinder unit type engine is utilized as an engine output shaft.
  • the sectional front and rear views of the engine according to the present embodiment are those of the engine according to the above embodiment as shown in Figs. 5 through 9. Therefore, Figs. 5 and 6 are employed as the sectional front and rear views of the engine according to the present embodiment.
  • Fig. 12 is designated as a view taken on line IV-IV of Fig. 5.
  • the shapes of some component parts such as crank shaft 3, flywheel 40 and side cover 2, the support structure of crank shaft 3, and so forth, are different from those in the above embodiment, however, the present embodiment will be described on the assumption that they are identical or similar.
  • flywheel 40 is disposed on the front surface of crank case 1, and first crank journal 3a toward flywheel 40 is designated as the front end of crank shaft 3.
  • Flywheel 40 itself may be used as an engine output member, so that an input terminal of a load may be connected to flywheel 40 or first crank journal 3a disposed at a center of flywheel 40.
  • second crank journal 3b is journalled in side cover and is blocked therein. It may be extended outwardly (backwardly) from side cover so as to constitute an engine output shaft, as the best shown in Figs. 3 and 7. However, the engine output shaft of second crank journal 3b must be used on the assumption that the input terminal of the load to be connected therewith is rotated in a relatively opposite direction to that to be connected with flywheel 40.
  • the end portion of balancer shaft 4 journalled by side cover 2 is further extended outwardly so as to constitute a power-take-out terminal 4b.
  • Balancer shaft 4 is rotated in an opposite direction to and at the same rotary speed with crank shaft 3.
  • the teeth of crank gear 6 is as many as those of first balancer gear 7 engaging therewith.
  • the engine of the present embodiment is to be constructed so as to output its power from only the side where flywheel 40 is disposed, the rear end of balancer shaft 4 may be blocked in side cover 2 (without outwardly projecting power-take-out terminal 4b). Also, if the engine power is to be taken out from only terminal 4b, a connection portion to a load may be removed away from flywheel 40 or first crank journal 3a.
  • Each of the both styles requires modification of only balancer shaft 4 and side cover 2, or only flywheel 40 and crank shaft 3, without that of other parts, thereby saving the increase of exclusive parts and the cost in modification for the styles.
  • the single inclined cylinder engine can be comprehensively modified at low cost with respect to its output position.
  • FIG. 13 there is an embodiment showing that an engine provided on the side of its side cover with a flywheel, wherein a flywheel housing is integrally formed by the side cover.
  • the engine of the present embodiment looks the same in sectional front and rear views with that of the further above embodiment as shown in Figs. 5 through 9. Therefore, Figs. 5 and 6 will be employed as the sectional front and rear views of the engine according to the present embodiment.
  • Fig. 13 is cross-sectional view, taken on line II - II in a part, and taken on line II' - II' in the other part.
  • the members which are substantially identical with those of the aforesaid embodiments in spite of difference in shape or the like, are marked by the same reference numerals.
  • a side cover 2' replacing side cover 2, which integrally forms a flywheel housing 2'c, is provided for covering the rear opening of crank case 1.
  • Side cover 2' forms a flywheel housing 2'c at the outside of a crank room 2'a, which is the couterpart of crank room 2a of side cover 2, and a crank shaft bearing portion 2'b, which supports first crank journal 3a.
  • a flywheel 31 is fixed onto the outer (rear) end of first crank journal 3a projecting rearwardly in flywheel housing 2'c.
  • the outer end of flywheel housing 2'c is cut away so as to provide a joint surface 2'd for connection of a load.
  • second crank journal 3b projects outwardly (forwardly) from the front surface of crank case 1 so as to be used as a power-take-out terminal.
  • the present engine can save the number and cost of parts like a bolt or pin, which are required to locate or fix a separate flywheel housing to the aforesaid engine.
  • the present engine can be light because the increase of weight caused by attachment of the separate flywheel housing is out of consideration.
  • a side cover like 2 or 2' can be simply, easily and compactly modified so as to provide, remove, or deform an integral flywheel housing at low cost by means of die-casting.
  • a water cooled single inclined cylinder unit type engine as shown in Figs. 14 through 19.
  • the main engine body thereof will be named as an "engine” and described in accordance with Figs. 1 through 9.
  • the engine which is provided therearound with attachments such as a fuel tank, a cooling fan, a fan case, a radiator, a radiator cover, a muffler, an air cleaner, and so forth, and provided with standing means for its placing, will be named as an "engine unit”.
  • the engine regarding to the present embodiment can be placed whether its crank shaft is oriented horizontally or vertically. However, in the present embodiment, it is assumed that the crank shaft is disposed horizontally.
  • flywheel 40 is disposed on the front surface of crank case 1 (in other words, the engine as shown in Figs. 5 through 9 is applied), and cooling fan 41 is provided on flywheel 40 as the above-mentioned embodiment so as to be rotated together with flywheel 40.
  • crank case 1 forms on each of its left and right side surfaces four bosses 1h bored by bolt holes.
  • a foot plate 43 is placed on four bosses 1h on each lateral side surface of crank case 1 and clamped by four bolts 44.
  • a horizontal base plate 42 is interposed between the bottom end of crank case 1 and the bottom end of each foot plate 43 and fixed thereto.
  • the engine is fixedly mounted to a surface of a correspondent place through lest and right base plates 43 by bolts.
  • a draining bolt 45 is substantially horizontally screwed into crank case 1 adjacent to its bottom portion from its right side surface. When draining bolt 45 is removed, the lubricating oil is drained from the crank room in crank case 1 and side cover 2.
  • Right foot plate 43 is bored by a hole 43a, which allows draining bolt 45 and a wrench to pass therethrough.
  • a fuel tank 47 On the right side (opposite to the cylinder 1c when viewed in front or along crank shaft 3) of the mounted engine is disposed a fuel tank 47.
  • a pair of bosses 1i having vertical bolt holes therein project upwardly from the top of the right side surface of crank case 1.
  • a pair of fixing bottom portions 46a of a right stay 46 is fixedly put on both bosses 1i through bolts 49, thereby erecting right stay 46.
  • the upper end of erected right stay 46 when viewed in front, is bent rightwardly at about a 90 degree so as to provide an engaging portion 46b.
  • Engaging portion 46b corresponds to the top of fuel tank 47 in shape, so as to be engaged over the top.
  • engaging portion 46b The inside surface of engaging portion 46b is spaced from the top surface of fuel tank 47, so that the engagement between the both is something free.
  • An elastic vibration-isolating pad 50 like rubber or sponge, as shown in Fig. 5, is interposed between engaging portion 46b and fuel tank 47, so that the vibration of fuel tank 47 is permitted within engaging portion 46b (the fact is that the vibration of engaging portion 47 is permitted against the top of fuel tank 47).
  • a pair of vibration-isolators 51 made of elastic material are disposed just under two lower bolts 44 on right foot plate 43.
  • fuel tank 47 is provided at its surface facing the right side of crank case 1 with a fixture plate 47a, which is attached onto right foot plate 43 through vibration-isolators 51.
  • Fuel tank 47 is provided at the inside surface of fuel tank 47 with a pair of recessed portions 47c so as to prevent fuel tank 47 from interference with the heads of two upper bolts 44 on right foot plate 43.
  • Fixture plate 47a is bored by holes 47b so as to permit the other heads of two lower bolts 44 to freely pass therethrough, thereby avoiding their interference with fuel tank 47.
  • the inside surface of fuel tank 47 is shaped in correspondence with the right side surface of crank case 1, so that fuel tank 47 containing fuel is directly fit onto crank case 1, thereby effectively cooling crank case 1.
  • Fuel tank 47 is increased in its volume due to its inside surface fit to the upper and lower recessed portions which appears on the right side of crank case 1.
  • Fuel is deeply filled in such vertically elongated fuel tank 47. Even if the engine is slantingly disposed so as to make the surface of fuel in fuel tank 47 relatively inclined, the fuel surface does not become lower than an oil supplying port of fuel tank 47 toward fuel feed pump 18 unless the fuel has been consumed sufficiently, thereby avoiding the waste of refueling.
  • Fan case 60 is vertically disposed over flywheel 40 and cooling fan 41 (on the front surface of crank case 1 of the present embodiment).
  • Fan case 60 has a front plate portion 60a disposed in front of flywheel 40 and cooling fan 41.
  • An air take-in window 60b is open at front plate portion 60a where facing the area surrounded by cooling fan 41.
  • a side plate portion 60c is provided along flywheel 40 between its left side portion (the side toward cylinder 1c) and its bottom end.
  • Side plate portion 60c is cut away at the right side of fan case 60 toward fuel tank 47. The cutaway opening is correspondent to left side surface 47c of fuel tank 47.
  • the right side edge of front plate portion 60a and the front surface of fuel tank 47 overlap each other in the vicinity of left side surface 47c.
  • a volute guide surrounding cooling fan 41 for guiding the centrifugal wind blown by cooling fan 41, which is enclosed at the right side thereof by fuel tank 47, and between the bottom end and the left side thereof by fan case 60.
  • the cooling wind is guided clockwise in a front view, and introduced upwardly into radiator 52 through the left side area of cooling fan 41.
  • a volute guide which is separate from fan case 60 would be disposed along the right side surface of fan case 60, or a right side surface of fan case 60 is integrally formed by itself, so that there would have to be a gap between such right side volute guide and the left side surface of fuel tank 47. Accordingly, fuel tank 47 would have to be offset rightwardly outward for ensuring the volume thereof, thereby enlarging the engine. Otherwise, if the right side portion of fuel tank 47 were to be compacted, the volume of fuel tank 47 would have to be reduced as large as the above-mentioned gap.
  • fuel case 47 according to the present embodiment is open at its right side surface so as to use left side surface 47c of fuel tank 47 as a part of a volute guide, there is not the above-mentioned gap, thereby ensuring both compactness and large capacity of fuel tank 47.
  • crank case 1 While passing through the volute guide constituted by fan case 60 and fuel tank 47, the cooling wind cools the lower portion of the front surface of crank case 1 directly, and it also cools left side surface 47c of fuel tank 47, thereby cooling the right side surface of crank case 1 which is adjacent to left side surface 47c.
  • crank case 1 is substantially entirely cooled during the cooling wind passing through the volute guide.
  • Fan case 60 forms a tab 60d at the upper end of front plate 60a thereof.
  • a middle stay 55 projecting from starter bracket 39 is fixed to tab 60d by a bolt or the like.
  • On the left side portion of fan case 60 are provided an upper tab 60e, a middle tab 60f and a lower tab 60g.
  • Tab 60e is clamped onto a left stay 56 projecting from cylinder head 26, tab 60f onto a seat 1j formed by a front surface of cylinder 1c, and tab 60g onto a seat 1k formed by a front surface of crank case 1, respectively, by bolts.
  • Fuel tank 47 is provided on the front end of left side surface 47c with leftwardly projecting upper tab 47d and lower tab 47e, which are fixed to overlapping front plate portion 60a of fan case 60 by bolts or the like. Fan case 60 and left side surface 47c of fuel tank 47 are fixedly disposed by such means.
  • Radiator 52 is held by radiator holder 54 so as to be substantially horizontally disposed above starter motor 23 and starter solenoid 23b, however, rather upwardly slanted for avoiding the interference with starter motor 23 and starter solenoid 23b.
  • a front middle tab 54a, a left tab 54b and a right tab 54c project from the bottom edge of radiator holder 54 and are vibration-isolating supported by middle stay 55, left stay 56 and right stay 46, respectively, through vibration isolators 58.
  • Starter motor 23 and stater solenoid 23b (hereinafter they will be named as “stater motor 23 and the like") can be entirely disposed in space S. Even if stater motor 23 and the like are disposed there, a sufficient large space is ensured above starter motor 23 and the like because space S is upwardly enlarged, thereby permitting radiator 52 facing the space to have a sufficient large capacity. As a result, the engine can be effectively cooled.
  • Radiator 52 is covered at the upper and four sides thereof with radiator cover 61, thereby being sound-proof.
  • Radiator cover 61 containing space S, provides a cooling-wind duct.
  • a substantially vertical front surface of radiator cover 61 is overlapped at its bottom edge with the top ends of front plate portion 60a of fan case 60 and that of the front surface of fuel tank 47.
  • a rear surface of radiator cover 61 is extended downwardly to the vicinity of the top end of side cover 2.
  • a rear stay 57 projecting from side cover 2 is clamped onto the rear surface of radiator cover 61.
  • the left side surface of radiator cover 61 covers the top end of left side surface portion 60c of fan case 60 and the upper portion of cylinder 1c.
  • the right side surface of radiator cover 61 is overlapped at its bottom edge thereof with the top end of right side surface of fuel tank 47.
  • the top of the front right corner of radiator cover 61 falls a degree, so as to provide a refueling step portion 61b, which allows a refueling opening upwardly projecting from fuel tank 47 to pass therethrough.
  • a refueling cap 48 is provided onto the refueling opening upwardly projecting from portion 61b.
  • a radiator cap 53 also projects from the top of radiator cover 61.
  • the refueling opening of fuel tank 47 is so long as to restrict the amount of fuel leak from the gap between the refueling opening and refueling cap 48 when the engine is slantingly mounted.
  • the top level of fuel tank 47 disposed on the right side of crank case 1 can be higher so long as the refueling opening is extended upwardly, thereby increasing the capacity thereof.
  • radiator cover 61 Onto the inside of the top surface of radiator cover 61 are clamped tabs 54d, 54e and so forth projecting from the left and right ends of radiator holder 54 by bolts. As the above mentioned, the right side surface of radiator cover 61 is fixed to right stay 46. Radiator cover 61 is provided at the portion of the top surface of radiator cover 61 facing the top surface of radiator 52 with an air exhaust opening 61a. A seal 59 looking like a vertical plate is interposed between the top end portion of radiator holder 54 and the inside edge of air exhaust opening 61a.
  • Radiator 52 which is integral with radiator holder 54, is supported by the upper portion of crank case 1 in the condition that tabs 54a, 54b and 54c are vibration-isolating supported thereon through vibration isolators 58. Accordingly, the vibration of the engine is not directly propagated to radiator 52. Radiator cover 61 is directly connected with radiator 52 through tabs 54d and 54e, whereby the vibratory isolating effect of radiator 52 extends to radiator cover 61. As a result, the vibratory noise of the engine is little diffused outwardly from radiator cover 61.
  • the cooling wind from the top opening of fan case 60 is introduced into the bottom of' radiator 52 through the upper area of space S above starter motor 23 and the like so as to be exchanged.
  • Seal 59 prevents the air exhausted from the upper portion of radiator 52 from escape to other areas in radiator cover 61. Accordingly, the exhausted air is prevented from mixing with the cooling wind before entering radiator 52, thereby being certainly exhausted from upper air exhaust opening 61a.
  • a fuel tank has been disposed above a radiator cover, whereby the engine could not been compacted vertically. Additionally, the fuel tank was subject to the air exhausted upwardly from the radiator, thereby heating fuel in the fuel tank.
  • vertically elongated fuel tank 47 is disposed on the right side of crank case 1 and side cover 2, whereby, while fuel tank 47 has a sufficient capacity, there is not required a space for fuel tank 47 above radiator 47.
  • radiator 52 and radiator cover 61 except starter motor 23 and the like.
  • Air cleaner 63 is connected to the front end of carburetor 31 disposed onto the front surface of cylinder head 26 through an air conduit.
  • Such disposed muffler 62 and air cleaner 63 are neither offset leftwardly from cylinder head 26 nor upwardly from the top of radiator cover 61, thereby improving the compactness of the engine unit.
  • the single inclined cylinder engine according to the present invention can be used as a compact engine for driving a load such as a dynamo, a pump and a compressor, or for driving a small vehicle.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
EP99910748A 1998-04-16 1999-03-26 Inclined single cylinder engine Withdrawn EP1072770A1 (en)

Applications Claiming Priority (9)

Application Number Priority Date Filing Date Title
JP10632198 1998-04-16
JP10632198A JP4025417B2 (ja) 1998-04-16 1998-04-16 傾斜単気筒エンジン
JP12337898A JPH11324626A (ja) 1998-05-06 1998-05-06 エンジンの潤滑油路構造
JP12337898 1998-05-06
JP13954698 1998-05-21
JP13954698A JP3954726B2 (ja) 1998-05-21 1998-05-21 傾斜単気筒水冷式内燃機関
JP13908698 1998-05-21
JP13908698A JPH11324704A (ja) 1998-05-21 1998-05-21 単気筒エンジン
PCT/JP1999/001595 WO1999054608A1 (fr) 1998-04-16 1999-03-26 Moteur monocylindrique incline

Publications (1)

Publication Number Publication Date
EP1072770A1 true EP1072770A1 (en) 2001-01-31

Family

ID=27469418

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99910748A Withdrawn EP1072770A1 (en) 1998-04-16 1999-03-26 Inclined single cylinder engine

Country Status (3)

Country Link
EP (1) EP1072770A1 (zh)
CN (1) CN1303466A (zh)
WO (1) WO1999054608A1 (zh)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1233168A2 (en) * 2001-02-16 2002-08-21 Fuji Jukogyo Kabushiki Kaisha Bearing case for engine
EP1464810A1 (en) * 2003-03-31 2004-10-06 Kubota Corporation Inclined engine

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN100540865C (zh) * 2007-06-29 2009-09-16 无锡开普动力有限公司 一种风冷柴油机
CN109209552B (zh) * 2017-07-07 2022-09-20 Tvs电机股份有限公司 用于内燃发动机的曲轴

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS572209U (zh) 1980-06-04 1982-01-07
JP2548528B2 (ja) * 1983-04-30 1996-10-30 ヤマハ発動機株式会社 自動二輪車用４サイクル内燃機関
JPS6026348U (ja) * 1983-07-29 1985-02-22 川崎重工業株式会社 片持式のクランク機構を有する内燃機関
JPS60179383A (ja) * 1984-02-27 1985-09-13 ヤマハ発動機株式会社 ユニツトスイング式車輌のエンジン
JPH02163409A (ja) * 1988-12-16 1990-06-22 Kubota Ltd エンジンの作業機の強制送風式冷却装置
JPH02212641A (ja) * 1989-02-14 1990-08-23 Honda Motor Co Ltd 内燃機関のバランサ軸駆動装置
JPH0484731U (zh) * 1990-11-29 1992-07-23
JPH0545876U (ja) 1991-11-15 1993-06-18 株式会社高岳製作所 固定電極

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9954608A1 *

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1233168A2 (en) * 2001-02-16 2002-08-21 Fuji Jukogyo Kabushiki Kaisha Bearing case for engine
EP1233168A3 (en) * 2001-02-16 2003-05-07 Fuji Jukogyo Kabushiki Kaisha Bearing case for engine
US6640766B2 (en) 2001-02-16 2003-11-04 Fuji Jukogyo Kabushiki Kaisha Bearing case for engine
EP1464810A1 (en) * 2003-03-31 2004-10-06 Kubota Corporation Inclined engine
US6957639B2 (en) 2003-03-31 2005-10-25 Kubota Corporation Inclined engine

Also Published As

Publication number Publication date
CN1303466A (zh) 2001-07-11
WO1999054608A1 (fr) 1999-10-28

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