EP1152130B1 - Handheld type four-cycle engine - Google Patents
Handheld type four-cycle engine Download PDFInfo
- Publication number
- EP1152130B1 EP1152130B1 EP20010106696 EP01106696A EP1152130B1 EP 1152130 B1 EP1152130 B1 EP 1152130B1 EP 20010106696 EP20010106696 EP 20010106696 EP 01106696 A EP01106696 A EP 01106696A EP 1152130 B1 EP1152130 B1 EP 1152130B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- oil
- oil tank
- valve
- chamber
- tank
- 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 - Lifetime
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/002—Integrally formed cylinders and cylinder heads
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M1/00—Pressure lubrication
- F01M1/04—Pressure lubrication using pressure in working cylinder or crankcase to operate lubricant feeding devices
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M9/00—Lubrication means having pertinent characteristics not provided for in, or of interest apart from, groups F01M1/00 - F01M7/00
- F01M9/06—Dip or splash lubrication
-
- 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
- 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
- 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
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/02—Cylinders; Cylinder heads having cooling means
- F02F1/04—Cylinders; Cylinder heads having cooling means for air cooling
- F02F1/06—Shape or arrangement of cooling fins; Finned cylinders
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F1/26—Cylinder heads having cooling means
- F02F1/28—Cylinder heads having cooling means for air cooling
- F02F1/30—Finned cylinder heads
- F02F1/305—Finned cylinder heads the cylinder heads being of side valve type
-
- 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
- F02B2275/22—Side valves
-
- 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
- F02B2275/30—Inverted positioning of 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
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/34—Lateral camshaft position
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)
- Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
Description
- The present invention relates to a system for generating an oil mist for lubricating the internal parts of a handheld type four-cycle engine which is used mainly as a power source for portable working apparatus such as a trimmer, and particular to improvement of a system in which an oil slinger rotated by a crankshaft is provided inside an oil tank provided on one side of an engine main body, and an oil mist is generated by scattering the oil stored inside the oil tank by rotation of the oil slinger.
- As such an oil mist generation system which is already known, for example, Japanese Patent Application Laid-open No. 11-326012 discloses one in which a single oil slinger having a plurality of vanes, the forward end of the vanes being bent, is fixed to the crankshaft of an engine so that the oil stored in the oil tank can always be scattered by rotation of the above-mentioned vanes regardless of the operational position of the engine.
- However, since only one oil slinger is rotated in the above-mentioned conventional system, a peripheral wall of the oil tank housing the oil slinger is inevitably limited to a circular shape, the degrees of freedom in choosing the shape of the oil tank is extremely low and the layout of the equipment adjoining the oil tank is highly restricted.
- The present invention has been carried out in view of the above-mentioned circumstances. It is an object of the present invention to provide an oil mist generation system for use in the above-mentioned handheld type four-cycle engines. The system allows the shape of the peripheral wall of the oil tank to be in various shapes besides a circular shape.
- In accordance with a first characteristic of the present invention in order to achieve the above-mentioned object, there is proposed an oil mist generation system in a handheld type four-cycle engine including an oil slinger which is provided in an oil tank disposed on one side of an engine main body and which is rotated by a crankshaft, the oil slinger scattering oil stored in the oil tank by the rotation by of the oil slinger so as to generate an oil mist, wherein the oil mist generation system includes a drive gear provided on the crankshaft, and at least three oil slingers supported on three support shafts and simultaneously driven by the drive gear, the three support shafts being arranged around the drive gear.
- In accordance with the above-mentioned first characteristic, it is possible to freely change the shape of the peripheral wall of the oil tank surrounding the oil slingers by selecting the positions around the drive gear of the three support shafts supporting each of the oil slingers, and the degrees of freedom in the layout of the equipment adjoining the oil tank thus increase.
- In accordance with a second characteristic of the present invention, in addition to the above-mentioned characteristic, there is proposed an oil mist generation system in a handheld type four-cycle engine wherein a rotating member of a valve operation mechanism functions as part of the oil slingers.
- The above-mentioned rotating member corresponds to the
cam gears - In accordance with the above-mentioned second characteristic, since the rotating member of the valve operation mechanism functions as part of the oil slingers, the number of special oil slingers can be reduced and the structure of the oil mist generation system can thus be simplified.
- The above-mentioned object, other objects, characteristics and advantages of the present invention will become apparent from an explanation of preferable embodiments which will be described in detail below by reference to the attached drawings.
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- Figs. 1 to 4 illustrate a first embodiment of the present invention.
- Fig. 1 is an perspective view showing one embodiment of the handheld type four-cycle engine of the present invention in practical use.
- Fig. 2 is a vertically sectioned front view of the above-mentioned four-cycle engine.
- Fig. 3 is a cross-sectional view at line 3-3 in Fig. 2.
- Fig. 4 is a cross-sectional view at line 4-4 in Fig. 2.
- Fig. 5 is a cross-sectional view corresponding to Fig. 4 and illustrating a second embodiment of the present invention.
- Fig. 6 is a cross-sectional view corresponding to Fig. 4 and illustrating a third embodiment of the present invention.
- Fig. 7 is a vertically sectioned front view of a side-valve type engine illustrating a fourth embodiment of the present invention.
- Fig. 8 is a cross-sectional view at line 8-8 in Fig. 7.
- The first embodiment of the present invention shown in Figs. 1 to 4 is explained first.
- As shown in Fig. 1, a handheld type four-cycle engine E to which the present invention is applied is fitted as the source of power to the drive section of, for example, a powered trimmer T. Since the powered trimmer T is used in a manner in which a cutter C is positioned in various directions according to the operational conditions, the engine E is also tilted to a large extent or turned upside-down as a result and the operational position is unstable.
- As shown in Figs. 2 and 3, the engine
main body 1 of the above-mentioned handheld type four-cycle engine E includes acrankcase 6 having acrank chamber 6a, acylinder block 7 having onecylinder bore 7a, and acylinder head 8 having acombustion chamber 8a, a large number ofcooling fins 11 being formed on the outer peripheries of thecylinder block 7 and thecylinder head 8. - A
crankshaft 12 housed in thecrank chamber 6a is rotatably supported in left and right side walls of thecrankcase 6 viaball bearings 14 and 14' and is also connected to apiston 15 fitted in thecylinder bore 7a via a connectingrod 16. Anoil seal 17 is fitted in the left-hand side wall of thecrankcase 6 so as to adjoin the outside of thebearing 14, aflywheel 26 having a large number ofcooling vanes 26a is fixed to the left-hand end of thecrankshaft 12 running through theoil seal 17 and projecting out of thecrankcase 6, theflywheel 26 functioning also as a cooling fan, and arecoil type starter 64 is positioned outside theflywheel 26. - An
oil tank 13 is provided so as to be connected to the right-hand side wall running the length of thecrankcase 6 and thecylinder block 7. Afuel tank 5 is provided on one side of theoil tank 13 and beneath a carburettor 2 and anair cleaner 4 which will be described below. - The
oil tank 13 includes a tankinner half 13a and a tankouter half 13b, the tankinner half 13a being integrally provided over thecrankcase 6 and thecylinder block 7, and the tankouter half 13b being bolt-joined to the tankinner half 13a. The right-hand end of thecrankshaft 12 runs through and projects out of theoil tank 13. An oil seal 17' in close contact with the outer circumference of thecrankshaft 12 is fitted in the tankouter half 13b. - A
drive plate 27 is fixed to the right-hand end of thecrankshaft 12 projecting out of theoil tank 13, and a plurality of centrifugal shoes 28 (one thereof is shown in the figure) are pivotally supported on thedrive plate 27 in a rockable manner. Thesecentrifugal shoes 28, together with aclutch drum 30 connected to adrive shaft 29 for driving the aforementioned cutter C, form acentrifugal clutch 31 and when the rotational rate of thecrankshaft 12 exceeds a predetermined value, thecentrifugal shoes 28 are pressed onto the inner periphery of theclutch drum 30 due to the centrifugal force of the shoes so transmitting the output torque of thecrankshaft 12 to thedrive shaft 29. - An
engine cover 65 is fixed to the enginemain body 1 so as to cover it, arecoil type starter 64 is supported in thecover 65, and anair inlet 66 is provided in theengine cover 65 around therecoil type starter 64 so as to face thecooling vanes 26a of theflywheel 26. - An
intake port 9i and an exhaust port 9e opening into thecombustion chamber 8a are formed in thecylinder head 8, and thecylinder head 8 is also provided with an intake valve 18i and an exhaust valve 18e and anignition plug 63, the intake valve 18i and the exhaust valve 18e opening and closing theintake port 9i and the exhaust port 9e, and the electrodes of theignition plug 63 extending into thecombustion chamber 8a. - A
rocker chamber 19a whose upper face is blocked by ahead cover 10 is provided in thecylinder head 8, apushrod chamber 19b extending from one side of therocker chamber 19a down to the top of theoil tank 13 is formed in one side wall of thecylinder block 7, and therocker chamber 19a and thepushrod chamber 19b together form avalve operation chamber 19. Avalve operation mechanism 25 for closing and opening the intake and exhaust valves 18i and 18e is provided running through thevalve operation chamber 19 and theoil tank 13. - That is to say, the
valve operation mechanism 25 includes arotational movement section 25a housed in theoil tank 13 and areciprocating movement section 25b housed in thevalve operation chamber 19. Therotational movement section 25a includes adrive gear 32 fixed to thecrankshaft 12, acam gear 36 rotatably supported on asupport shaft 33 and meshed with thedrive gear 32, the two ends of thesupport shaft 33 being supported in theoil tank 13, and an intake cam 21i and anexhaust cam 21e formed integrally with thecam gear 36, and thecam gear 36 is driven by thedrive gear 32 at a reduction rate of 1/2. Thedrive gear 32 and thecam gear 36 are positioned above thecrankshaft 12 and close to the outside wall of theoil tank 13. - The
reciprocating movement section 25b includesvalve springs 20i and 20e forcing the intake and exhaust valves 18i and 18e respectively in the closed direction,rocker arms cylinder head 8, one end of each of therocker arms pushrods pushrods rocker arms rocker arms rocker chamber 19a, and thepushrods pushrod chamber 19b.Tappets pushrods exhaust cams 21i and 21 e respectively are fitted in a sliceable manner inguide holes pushrod chamber 19b and theoil tank 13. - The engine E is thus constructed as an OHV type.
- When the intake and
exhaust cams 21i and 21e are rotated by thecrankshaft 12 via thedrive gear 32 and thecam gear 36, thesecams 21 i and 21e work together with thevalve springs 20i and 20e, and allow thecorresponding pushrods rocker arms - As shown in Fig. 3, the
intake port 9i is connected to a carburettor 2 and anair cleaner 4 in that order, and the exhaust port 9e is connected to anexhaust muffler 3. The carburettor 2 and theexhaust muffler 3 are placed along a direction perpendicular to the axes of both thecrankshaft 12 and the cylinder bore 7a. - The lubrication system of the engine E is explained below by reference to Figs. 2 and 4.
- An end of each of two
support shafts crankshaft 12 is supported in theoil tank 13, andtoothed oil slingers drive gear 32 are rotatably supported on thesupport shafts toothed oil slingers oil tank 13 in the same way as thecam gear 36, and vanetype oil slingers oil tank 13 are joined integrally to the correspondingtoothed oil slingers - As shown in Fig. 4, the above-mentioned
cam gear 36 and the twotoothed oil slingers crankshaft 12. The peripheral wall of theoil tank 13 is formed in a circular shape so as to surround thesegears 36 to 38, a predetermined amount of lubricating oil O is stored inside theoil tank 13, at least one of thecam gear 36, thetoothed oil slingers type oil slingers drive gear 32 is partially immersed in the stored oil O regardless of the operational position of the engine E, and its rotation scatters the stored oil O so generating an oil mist. Thecam gear 36 therefore also functions as part of the oil slingers around thedrive gear 32. - The route taken by the oil mist generated in the
oil tank 13 includes an oil inlet 45 provided in thecrankshaft 12 and providing communication between theoil tank 13 and thecrank chamber 6a, avalve hole 47 provided in the base of thecrank case 6, avalve chamber 48 formed in the lower part of thecrankcase 6 and communicated with thecrank chamber 6a via the above-mentionedvalve hole 47, anoil feed passage 49 rising from one side of thevalve chamber 48 and extending to therocker chamber 19a through a side wall of the enginemain body 1, therocker chamber 19a, thepushrod chamber 19b, and anoil return passage 50 extending from thepushrod chamber 19b to theoil tank 13 through the outside wall of theoil tank 13.Open ends 45a and 50a of the above-mentioned oil inlet 45 and theoil return passage 50 inside theoil tank 13 are positioned so as to be always above the liquid level of the stored oil O regardless of the operational position of the engine E. - The above-mentioned
valve chamber 48 includes a one-way valve 51 in the form of a reed valve for blocking and unblocking thevalve hole 47, and the one-way valve 51 opens so as to unblock thevalve hole 47 when the pressure of thecrank chamber 6a becomes positive and closes so as to block thevalve hole 47 when the pressure becomes negative accompanying the descent and ascent respectively of thepiston 15. - In Figs. 3 and 4, a flat-shaped
first breather chamber 53a forming the middle part of theoil return passage 50 is formed in the partition wall 42 between thevalve operation chamber 19 and theoil tank 13, and thefirst breather chamber 53a is connected to asecond breather chamber 53b via alink passage 54, thesecond breather chamber 53b being formed in the above-mentionedhead cover 10. Thesecond breather chamber 53b is communicated with the above-mentionedair cleaner 4 on one side via a first orifice 55a and abreather pipe 56, and with therocker chamber 19a on the other side via a plurality ofsecond orifices 55b which open at different positions and are in different directions from each other. - The action of this embodiment is explained below.
- When the
drive gear 32 rotates together with thecrankshaft 12 during operation of the engine E, thevalve operation mechanism 25 is operated as mentioned above, and at the same time; thecam gear 36, thetoothed oil slingers type oil slingers support shafts cam gear 36, thetoothed oil slingers type oil slingers oil tank 13 can always be filled with the oil mist. Since therotational movement section 25a of thevalve operation mechanism 25 is provided in such anoil tank 13, therotational movement section 25a can be lubricated with the above-mentioned oil mist particularly well. - A negative pressure and a positive pressure are generated alternately in the
crank chamber 6a accompanying the ascent and descent of thepiston 15 so causing pressure pulsations; when a negative pressure is generated, the one-way valve 51 closes so as to block thevalve hole 47, and the oil mist inside theoil tank 13 is drawn up into thecrank chamber 6a through the oil inlet 45 of thecrankshaft 12 thus lubricating thecrankshaft 12 and thepiston 15. At this stage, the internal pressure of theoil tank 13 is reduced due to the oil mist drawn up into thecrank chamber 6a. - When a positive pressure is generated, since the one-
way valve 51 opens so as to unblock thevalve hole 47, the oil mist inside thecrank chamber 6a is discharged together with the blowby gas generated in thecrank chamber 6a into therocker chamber 19a through thevalve hole 47, thevalve chamber 48 and theoil feed passage 49, so that the oil mist is spread over the entirevalve operation chamber 19, and thereciprocating movement section 25b of thevalve operation mechanism 25 can thus be lubricated. The oil mist is then liquefied. - The oil liquefied inside the
valve operation chamber 19 is transferred to thefirst breather chamber 53a from the upstream section of theoil return passage 50 together with the blowby gas, they are separated into gas and liquid in thefirst breather chamber 53a, the oil portion is returned into theoil tank 13 which is at a lower pressure via the downstream section of theoil return passage 50, and the blowby gas ascends inside thelink passage 54 to enter thesecond breather chamber 53b, and is discharged into theair cleaner 4 via thesecond orifice 55b and thebreather pipe 56. - In the case where the blowby gas entering the
second breather chamber 53b contains oil, the oil is separated from the blowby gas in thesecond breather chamber 53b, and flows down through thelink passage 54 or enters thevalve operation chamber 19 via thesecond orifice 55b. - Since the
second breather chamber 53b is connected to thebreather pipe 56 via the first orifice 55a, the first orifice 55a can minimise as much as possible the leakage of negative pressure of theoil tank 13 from thesecond breather chamber 53b towards thebreather pipe 56, and thus theoil tank 13 can always maintain its internal negative pressure rendered by the pressure pulsations of thecrank chamber 6a during operation of the engine E. - The oil mist can thus be circulated from the
oil tank 13 to the crankchamber 6a, thevalve operation chamber 19, and back to theoil tank 13 by utilising the pressure pulsations of thecrank chamber 6a, the inside of the engine E can be lubricated regardless of the operational position of the engine E, and it is unnecessary to employ a special oil pump. In particular, since therotational movement section 25a requiring a high level lubrication of thevalve operation mechanism 25 is lubricated with a large amount of oil mist generated in theoil tank 13, therotational movement section 25a can be lubricated well as required. - Since the
oil tank 13 is provided so as to be connected to one side wall running the length of thecrankcase 6 and thecylinder block 7, it is unnecessary to provide an oil reservoir in the lower part of thecrankcase 6, and the overall height of the engine E can be lessened and the size thereof can be reduced. - The second and third embodiments of the present invention are explained below by reference to Figs. 5 and 6.
- The second and third embodiments are different from the first embodiment in terms of the arrangement of the
toothed oil slingers drive gear 32, the shape of the peripheral wall of theoil tank 13, and the shape and arrangement of thefuel tank 5. - That is to say, in the second embodiment shown in Fig. 5, the two
toothed oil slingers drive gear 32 respectively, and the peripheral wall of theoil tank 13 is generally made in the form of a D-shape around theoil slingers cam gear 36, immediately above thedrive gear 33. Since there is a comparatively large space outside the vertical wall 13w of theoil tank 13 so formed, afuel tank 5 having a large capacity can be placed in this space. - In the third embodiment shown in Fig. 6, the two
toothed oil slingers drive gear 32 so as to be close to thecam gear 36 placed above the twooil slingers oil tank 13 is made in the form of a rounded triangle around thecam gear 36 and theoil slingers oil tank 13 so formed has a shallow base, and since there is a flat space below theoil tank 13, an L-shapedfuel tank 5 having a large capacity can be disposed from one side to the base of theoil tank 13. - The components in Figs. 5 and 6 corresponding to those in the first embodiment are denoted by the same reference numerals and are not explained.
- As is clear from the above-mentioned first to third embodiments, by selecting the positions of the
support shafts drive gear 32, that is to say, the positions of thecam gear 36 and thetoothed oil slingers oil tank 13 surrounding them can be changed freely, and the degree of freedom in the layout of equipment adjoining theoil tank 13 increase. - Moreover, since the
cam gear 36 and thetoothed oil slingers drive gear 32 in such a state that they are close to the peripheral wall of theoil tank 13, the stored oil O can be scattered by at least one of thecam gear 36 and thetoothed oil slingers - Since the
cam gear 36 functions as part of the oil slingers provided around the drivengear 32, the number of special oil slingers can be reduced and the structure can thus be simplified. - Lastly, a fourth embodiment of the present invention is explained by reference to Figs. 7 and 8.
- The main difference between the fourth embodiment and each of the above-mentioned embodiments is that the fourth embodiment particularly includes an engine E which is of the side-valve type. That is to say, the
cylinder block 7 and thecylinder head 8 have anoverhang section 44 which overhangs on the side of theoil tank 13, and the lower part of theoverhang section 44 forms part of the upper wall of theoil tank 13. Thecombustion chamber 8a is formed in the part of thecylinder head 8 corresponding to thisoverhang section 44, and anintake port 109i and anexhaust port 109e communicated with thecombustion chamber 8a are formed in thecylinder block 7. - An
intake valve 118i and an exhaust valve 118e are mounted in theoverhang 44, that is, the upper wall of the oil tankinner half 13a, in a ascendable-descendable manner so that their valve heads project into theoil tank 13, theintake valve 118i and the exhaust valve 118e opening and closing theintake port 109i and theexhaust port 109e respectively. Avalve operation mechanism 125 for operating theintake valve 118i and the exhaust valve 118e so as to open and close them is placed inside theoil tank 13, - This
valve operation mechanism 125 includes thedrive gear 32 fixed to thecrankshaft 12, a pair of cam gears 136 and 137 rotatably supported on a pair ofsupport shafts 133 and 134 provided in theoil tank 13 above thecrankshaft 12, the cam gears 136 and 137 being driven by thedrive gear 32 at a reduction rate of 1/2, an intake cam 121i and an exhaust cam 121e formed integrally with the cam gears 136 and 137 respectively, an intake cam follower 122i and provided between the intake cam 121i and theintake valve 118i, an exhaust cam follower 122e pivotally supported in theoil tank 13 in a rockable manner and provided between the exhaust cam 121e and the exhaust valve 118e, and valve springs 120i and 120e forcing theintake valve 118i and the exhaust valve 118e respectively in the closed direction. The engine E is thus arranged as a side-valve type. - The
cam gear 136 and the intake cam 121i, and also thecam gear 137 and the exhaust cam 121e are placed at a large distance from each other in the axial direction so that they closely adjoin the left and right side walls respectively of theoil tank 13.Toothed oil slingers - A
support shaft 135 is also provided in theoil tank 13 at a position beneath thecrankshaft 12, and thissupport shaft 135 supports atoothed oil slinger 138 and a vanetype oil slinger 141 in a rotatable manner, thetoothed oil slinger 138 being driven by thedrive gear 32 and theoil slinger 141 being integrated with thetoothed oil slinger 138. Thetoothed oil slinger 138 and the vane-type oil slinger 141 are positioned at a distance from each other in the axial direction so that they closely adjoin the left and right inner walls respectively of theoil tank 13. - A predetermined amount of lubricating oil O is stored in the
oil tank 13, at least one of the cam gears 136 and 137 and theoil slingers 138 to 141 is partially immersed in the stored oil O regardless of the operational position of the engine E, and the stored oil O is scattered by the rotation thereof so generating an oil mist. The cam gears 136 and 137 therefore function as part of the oil slingers around thedrive gear 32. - The cam gears 136 and 137 and the
oil slinger 138 arranged around thedrive gear 32 are positioned so as to be at each of the vertexes of an inverted triangle, and the peripheral wall of theoil tank 13 surrounding them is formed into a polygonal shape according to the above-mentioned arrangement. As a result, there is a large space around the lower half of theoil tank 13, and afuel tank 5 having a large capacity can be placed in this space. - In this embodiment, since the entire
valve operation mechanism 125 is housed inside theoil tank 13, the oil mist that fills the inside of theoil tank 13 can lubricate thevalve operation mechanism 125 effectively. - The oil mist generated in the
oil tank 13 is circulated between theoil tank 13 and thecrank chamber 6a by utilising the pressure pulsations of thecrank chamber 6a and a one-way valve in the same way as in the first embodiment. - The components in Figs. 7 and 8 corresponding to those in the first embodiment are denoted by the same reference codes and are not explained.
- The present invention is not limited to the above-mentioned embodiments and can be modified in a variety of ways without departing from the spirit and scope of the invention. For example, a rotary valve operable in association with the
crankshaft 12 and operating so as to unblock theoil feed passage 49 when thepiston 15 descends and to block theoil feed passage 49 when thepiston 15 ascends can be provided instead of the one-way valve 51. - In an oil mist generation system, an oil slinger is disposed in an oil tank and is rotated by a crankshaft, the oil slinger scattering oil store in the oil tank by the rotation of the oil slinger so as to generate an oil mist. The oil mist generation system includes a drive gear provided on the crankshaft, and at least three oil slingers supported on three support shafts and simultaneously driven by the drive gear, the three support shafts being arranged around the drive gear. Therefore, besides a circular shape, various shapes can be imparted to the peripheral wall of the oil tank.
Claims (2)
- An oil mist generation system in a handheld type four-cycle engine including an oil slinger which is provided in an oil tank disposed on one side of an engine main body and which is rotated by a crankshaft, the oil slinger scattering oil stored in the oil tank by the rotation by of the oil slinger so as to generate an oil mist, wherein
a drive gear is provided on the crankshaft; and
at least three oil stingers are supported on three support shafts and simultaneously driven by the drive gear, the three support shafts being arranged around the drive gear. - An oil mist generation system according to Claim 1 wherein a rotating member of a valve operation mechanism functions as part of the oil slingers.
Applications Claiming Priority (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2000079307 | 2000-03-16 | ||
JP2000079308 | 2000-03-16 | ||
JP2000079308A JP3803526B2 (en) | 2000-03-16 | 2000-03-16 | Side valve engine |
JP2000079307A JP3819666B2 (en) | 2000-03-16 | 2000-03-16 | Handheld four-cycle engine |
JP2000083257 | 2000-03-21 | ||
JP2000083257A JP3784607B2 (en) | 2000-03-21 | 2000-03-21 | Oil mist generator for handheld four-cycle engine |
Publications (3)
Publication Number | Publication Date |
---|---|
EP1152130A2 EP1152130A2 (en) | 2001-11-07 |
EP1152130A3 EP1152130A3 (en) | 2003-01-29 |
EP1152130B1 true EP1152130B1 (en) | 2006-05-03 |
Family
ID=27342747
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP20010106696 Expired - Lifetime EP1152130B1 (en) | 2000-03-16 | 2001-03-16 | Handheld type four-cycle engine |
Country Status (2)
Country | Link |
---|---|
EP (1) | EP1152130B1 (en) |
DE (1) | DE60119213T2 (en) |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6935297B2 (en) | 2002-07-24 | 2005-08-30 | Honda Giken Kogyo Kabushiki Kaisha | Lubricating system for 4-cycle engine |
CN117231525A (en) * | 2023-11-02 | 2023-12-15 | 江苏新凯晟机械设备有限公司 | Centrifugal air compressor with flow guiding body structure |
Family Cites Families (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3190008B2 (en) * | 1996-10-09 | 2001-07-16 | 本田技研工業株式会社 | Oil mist generator for lubrication in engines |
JP3784608B2 (en) * | 2000-03-21 | 2006-06-14 | 本田技研工業株式会社 | Handheld four-cycle engine |
-
2001
- 2001-03-16 EP EP20010106696 patent/EP1152130B1/en not_active Expired - Lifetime
- 2001-03-16 DE DE2001619213 patent/DE60119213T2/en not_active Expired - Lifetime
Also Published As
Publication number | Publication date |
---|---|
DE60119213D1 (en) | 2006-06-08 |
DE60119213T2 (en) | 2006-08-31 |
EP1152130A2 (en) | 2001-11-07 |
EP1152130A3 (en) | 2003-01-29 |
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