JP2002322912A - Engine with supercharger - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the degree of freedom in a layout of a supercharger in an engine provided with the supercharger driven by a crankshaft. SOLUTION: The crankshaft 6 of the engine E is connected to the cam shaft 15 via a driving gear 18 and a driven gear 17, and the cam shaft 15 is connected to a rotating shaft of the supercharger C via a driving sprocket 35, a cog belt 36 and a driven sprocket 34. Downsizing of the whole engine can be realized by effectively using the both side spacing of a cylinder axis line L, because not only the degree of freedom in setting position of the supercharger is increased due to driving of the supercharger with the cog belt, but the supercharger C and the cam shaft 15 are arranged at the both sides sandwiching the cylinder axis line L.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a supercharged engine provided with a supercharger driven by a crankshaft through an endless transmission means and a camshaft for driving an intake valve and an exhaust valve.

[0002]

2. Description of the Related Art A double-acting piston supercharger having a pair of compression chambers formed at both ends of a cylinder which slidably supports a pair of pistons operating integrally is supported by a cylinder head and driven by a crankshaft. An engine attached to a shaft end of a camshaft is disclosed in JP-A-2000-87754.
It is publicly known from Japanese Patent Publication No.

[0003]

The above-mentioned Japanese Patent Application Laid-open No.
In the engine described in Japanese Patent Application Publication No. 00-87754, since the supercharger is provided at the shaft end of the camshaft, the position of the supercharger is restricted by the position of the camshaft, and the degree of freedom of layout is increased. There is a problem that is greatly limited. Particularly, in an engine having a push rod type or pull rod type valve mechanism in which the camshaft is arranged near the crankshaft, it is difficult to secure a space for disposing the supercharger at the shaft end of the camshaft. ,
The layout of the turbocharger becomes even more difficult.

The present invention has been made in view of the above circumstances, and has as its object to increase the degree of freedom of the layout of a supercharger in an engine having a supercharger driven by a crankshaft.

[0005]

According to the first aspect of the present invention, there is provided a supercharger driven by a crankshaft through an endless transmission means.
An engine with a supercharger having a camshaft for driving an intake valve and an exhaust valve, wherein the supercharger and the camshaft are arranged on both sides of a cylinder axis. An engine is proposed.

According to the above configuration, since the supercharger is driven by the crankshaft through the endless transmission means, not only the degree of freedom of the mounting position of the supercharger is increased, but also the supercharger and the camshaft are connected to the cylinder. Since it is arranged on both sides of the axis, the space on both sides of the cylinder axis can be effectively used to reduce the size of the entire engine.

According to the second aspect of the present invention,
In addition to the configuration of claim 1, an engine with a supercharger is proposed, wherein the supply of lubricating oil to the supercharger is performed through a lubricating oil passage formed inside a rotating shaft of the supercharger. .

According to the above configuration, the lubricating oil is supplied through the lubricating oil passage formed inside the rotating shaft of the supercharger, so that the lubricating oil passage is prevented from interfering with other members while being supplied to the supercharger. Lubricating oil can be supplied reliably.

According to the third aspect of the present invention,
In addition to the configuration of claim 2, there is proposed an engine with a supercharger, wherein lubricating oil is supplied from a shaft end of the rotary shaft of the supercharger driven by the endless transmission means.

According to the above configuration, even if the rotating shaft of the turbocharger is driven by the endless transmission means, the lubricant is supplied from the shaft end of the rotating shaft, so that the connection between the lubricating oil passage and the endless transmission means is established. Interference can be avoided.

According to the invention described in claim 4,
In addition to the configuration of claim 3, the tip of the lubricating oil supply nozzle is fitted through a seal member inside a lubricating oil passage formed in the center of the rotating shaft of the supercharger. A charged engine is proposed.

According to the above construction, the lubricating oil passage is formed at the center of the rotating shaft of the turbocharger, and the tip of the lubricating oil supply nozzle is fitted into the lubricating oil passage via the seal member. In addition, the lubricating oil can be reliably supplied from the lubricating oil supply nozzle to the inside of the lubricating oil passage of the rotating shaft while preventing leakage of the lubricating oil.

The cog belt 36 of the embodiment corresponds to the endless transmission means of the present invention, and the crankshaft 33 of the embodiment corresponds to the rotating shaft of the present invention.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described based on embodiments of the present invention shown in the accompanying drawings.

1 to 9 show a first embodiment of the present invention. FIG. 1 is a longitudinal sectional view of an engine having a supercharger, and FIG.
3 is a sectional view taken along line 2-2 of FIG. 1, FIG. 3 is a sectional view taken along line 3-3 of FIG. 2, FIG. 4 is a sectional view taken along line 4-4 of FIG. 3, and FIG.
FIG. 6 is a sectional view taken along line 6-6 of FIG. 3, FIG. 7 is a sectional view taken along line 7-7 of FIG. 3, FIG. 8 is an exploded perspective view of the valve plate and the reed valve, and FIG. FIG.

As shown in FIGS. 1 and 2, a single-cylinder four-cycle engine E for a motorcycle having a transmission T integrated therewith has an engine block 1 in which a crankcase and a cylinder block are integrated, a cylinder head 2, The engine block 1 includes a head cover 3 and an oil pan 4.
A crankshaft 6 supported by 5 and a piston 8 slidably fitted to a cylinder sleeve 7 are connected to each other via a connecting rod 9. The cylinder head 2 has an intake port, an exhaust port, and a supercharging port 11 communicating with the combustion chamber 10. The intake port, the exhaust port, and the supercharging port 11 are respectively connected to an intake valve 12, an exhaust valve 13, and a supercharging port. It is opened and closed by a valve 14.

A single camshaft 15 is supported below the cylinder sleeve 7 via a pair of ball bearings 16, 16, and is connected to a driven gear 17 fixed to one end of the camshaft 15 and the crankshaft 6. The fixed drive gear 18 meshes. An intermediate portion between a supercharged bell crank 20, an intake bell crank 21, and an exhaust bell crank 22 is pivotally supported on a support shaft 19 provided near the camshaft 15, and these supercharged bell crank 20, intake bell crank 21, and A supercharging cam 23, an intake cam 24, and an exhaust cam 25 provided on the camshaft 15 are in contact with one end of the exhaust bell crank 22, respectively.

A charge rocker arm 27, an intake rocker arm 28 and an exhaust rocker arm 29 are pivotally supported by a rocker arm shaft 26 provided on the cylinder head 2. The other end of the charge bell crank 20 and the charge rocker arm 27 Are connected by a supercharging push-pull rod 30, the intake bell crank 21 and the tip of an intake rocker arm 28 are connected by an intake push-pull rod 31, and the exhaust bell crank 22 and the tip of an exhaust rocker arm 29 are connected by an exhaust push-pull rod. 32.

When the camshaft 15 to which the rotation of the crankshaft 6 is transmitted via the drive gear 18 and the driven gear 17 rotates at half the rotation speed of the crankshaft 6, the intake cam 24, the intake bell Crank 21, intake push-pull rod 31, and intake rocker arm 2
8, the intake valve 12 is opened and closed, and the exhaust cam 2
5, exhaust bell crank 22, exhaust push-pull rod 3
2 and exhaust valve 1 via exhaust rocker arm 29
3 is driven to open and close, and furthermore, the supercharging valve 14 is opened and closed via the supercharging cam 23, the supercharging bell crank 20, the supercharging push-pull rod 30 and the supercharging rocker arm 27. The supercharging valve 14 opens for a short period of time, for example, at the end of the intake stroke, and supplies compressed air to the combustion chamber 10 to improve the output of the engine E.

A supercharger C for pressurizing air supplied to the combustion chamber 10 is provided on the upper surface of the engine block 1.
A driven sprocket 34 provided at one end of a crankshaft 33 constituting a rotating shaft of the supercharger C;
The driving sprocket 35 provided outside the driven gear 17 is connected by a cog belt 36 constituting an endless transmission means. The driving sprocket 35 and the driven sprocket 34 have the same number of teeth, so that the crankshaft 33 of the supercharger C rotates at the same speed as the camshaft 15.

Since the camshaft 15 and the supercharger C are disposed on both sides of the cylinder axis L as described above, the space on both sides of the cylinder axis L can be effectively used to reduce the size of the engine E. . Moreover, the crankshaft 6
Is transmitted to the supercharger C via the cog belt 36, so that noise can be reduced as compared with the case where the supercharger C is driven by gears. The crankshaft 3 of the turbocharger C
3, the degree of freedom of the mounting position of the turbocharger C can be increased as compared with the case where the supercharger C is directly connected. Further, by connecting the driving sprocket 35 and the driven sprocket 34 having the same number of teeth with the cog belt 36, the relationship between the phase of the crankshaft 33 of the supercharger C and the phase of the crankshaft 6 of the engine E can be easily adjusted. it can. Further, if the number of teeth of the driving sprocket 35 and the number of teeth of the driven sprocket 34 are changed, the rotation speed of the supercharger C can be changed to easily adjust the supercharging capacity.

Next, the structure of the supercharger C for pressurizing the air supplied to the combustion chamber 10 will be described with reference to FIGS.

The housing 41 of the turbocharger C has a pair of ball bearings 42, 42 and a pair of seal members 43,
The crankshaft 33 is rotatably supported via 43 and a cylinder 44 formed in the housing 41.
The piston 45 is slidably fitted to the piston. A substantially cylindrical guide member 46 is fixed to the center of the piston 45 with bolts 47, and disk-shaped side plates 48 are fitted on both side surfaces of the guide member 46.

A substantially rectangular long hole 46a extending in a direction perpendicular to the sliding direction of the piston 45 is opened in the guide member 46, and the long holes 46a are formed in the side plates 48, 48.
Elongate holes 48a, 48a extending in the same direction as above are opened. And a needle bearing 50 supported on the crankpin 49.
Are slidably fitted into the elongated holes 46a of the guide members 46, and the crankpins 49 are connected to the side plates 48, 48.
Slidably fit into the long holes 48a, 48a. Therefore, when the crankshaft 33 rotates, the piston 45 is guided by the cylinder 44 and reciprocated.

On the upper surface of the housing 41, a first suction reed valve 57U formed of a thin metal plate, a first valve plate 58U formed of a metal plate, a first discharge reed valve 59U formed of a thin metal plate, The first cylinder head 60U is stacked, and a second suction reed valve 57L formed of a thin metal plate, a second valve plate 58L formed of a metal plate, and a second valve plate formed of a thin metal plate are formed on the lower surface of the housing 41. The two-discharge reed valve 59L and the second cylinder head 60L are stacked. And bolts 61U inserted from above ...
The first cylinder head 60U, the first discharge reed valve 59U, the first valve plate 58U, the first suction reed valve 57U
And the housing 41 are integrally fastened, and bolts 61L inserted from below are used to form the second cylinder head 60L,
The second discharge reed valve 59L, the second valve plate 58L, the second suction reed valve 57L and the housing 41 are integrally fastened.

A first compression chamber 69U (see FIG. 9) is defined between the top surface of the piston 45 and the first valve plate 58U, and a second compression chamber is defined between the bottom surface of the piston 45 and the second valve plate 58L. 69
L (see FIG. 5) is defined. A first suction chamber 70U and a first discharge chamber 71U are defined between the first valve plate 58U and the first cylinder head 60U, and the second valve plate 58L and the second
A second suction chamber 70L and a second discharge chamber 71L are defined between the cylinder head 60L and the cylinder head 60L. The first suction chamber 70U and the second suction chamber 70L communicate with each other via a suction port 74 penetrating the inside of the housing 41, and the first discharge chamber 71U and the second discharge chamber 71L are connected to a discharge port 75 penetrating the inside of the housing 41. To communicate with each other. The first suction chamber 70U communicates with an air cleaner (not shown) via a joint 78, and the first discharge chamber 71U communicates with the supercharging port 1 via a joint 79.
1 (see FIG. 1).

FIG. 8 shows the shapes of the first suction reed valve 57U, the first valve plate 58U and the first discharge reed valve 59U. The first valve plate 58U has four bolts 61U.
, Through which four bolt holes 58a, a suction port communication hole 58b, a discharge port communication hole 58c, four suction holes 58d, and two discharge holes 58e, 58e are formed. As is clear from FIGS. 6 and 8, the first suction reed valve 57U has four bolt holes 57a through which four bolts 61U penetrate, and a suction port communication hole 57b.
, A discharge port communication hole 57c, and four suction leads 57d extending inward in the radial direction. As is clear from FIGS. 7 and 8, the first discharge reed valve 59
U, four bolt holes 59a through which four bolts 61U penetrate, a suction port communication hole 59b, a discharge port communication hole 59c, and one discharge lead 59d formed in an arc shape. An opening 5 for not blocking the suction holes 58d.
9e are formed.

First suction reed valve 57U, first valve plate 5
8U and the first discharge reed valve 59U are stacked, the four suction reeds 5 of the first suction reed valve 57U are stacked.
7d are four suction holes 58d of the first valve plate 58U.
, And the first discharge reed valve 5
One discharge lead 59d of 9U faces the upper surfaces of the two discharge holes 58e, 58e of the first valve plate 58U so as to be in contact with each other.

The shapes of the second suction reed valve 57L, the second valve plate 58L and the second discharge reed valve 59L are as follows.
Since the shapes of the first suction reed valve 57U, the first valve plate 58U, and the first discharge reed valve 59U are plane-symmetric,
Duplicate description will be omitted.

As shown in FIGS. 2 to 4, a cooling water pump P is integrally provided at an end of the housing 41 of the turbocharger C opposite to the driven sprocket 34. An opening of a pump case 80 formed by enlarging an end of the housing 41 has a pump cover 81 provided with a seal member 82 and bolts 8.
The pump chamber 84 is divided by the pump case 80 and the pump cover 81.
The shaft end of the crankshaft 33 protruding into the pump chamber 84 via the mechanical seal 85 also serves as a pump shaft, and the pump impeller 86 is fixed thereto. Pump cover 8 facing the shaft end of crankshaft 33
1 has a joint 87 connected to a radiator (not shown), and a discharge port 84a formed at the outer end of the pump chamber 84 has a water jacket 1b surrounding the cylinder sleeve 7 via a cooling water passage 1a formed in the engine block 1. (See FIG. 2).

As described above, since the crankshaft 33 of the supercharger C doubles as the pump shaft of the cooling water pump P, it is possible to automatically drive the cooling water pump P by driving the supercharger C. Thus, the structure of the drive system of the cooling water pump P can be simplified. In particular, a drive system including a driven sprocket 34 and a cog belt 36 to which the driving force of the engine E is input is disposed at one end of a crankshaft 33 of the supercharger C, and a cooling water pump P is provided at the other end of the crankshaft 33. Is arranged, it is difficult for the drive system to interfere with the cooling water pump P, and the degree of design freedom is increased. Furthermore, since the turbocharger C and the cooling water pump P are united, the turbocharger C and the cooling water pump P are assembled in advance as a subassembly, and the subassembly is attached to the engine block 1 to reduce the number of assembly steps and The number of assembled parts can be reduced.

As is apparent from FIGS. 2 and 3, a lubricating oil passage 33a is formed along the axis in a half portion of the crankshaft 33 on the driven sprocket 34 side, and the tip of the lubricating oil passage 33a extends obliquely through the crankpin 49. And reaches the inner peripheral surface of the needle bearing 50 through the lubricating oil passage 49a. A lubricating oil supply nozzle 89 formed integrally with a cover member 88 that covers an opening of the housing 41 on the driven sprocket 34 side.
Are fitted coaxially to the opening of the lubricating oil passage 33 a of the crankshaft 33 via the seal member 90. Cover member 8
8 and lubricating oil passages 88a, 89a formed inside the lubricating oil supply nozzle 89 are connected to a lubricating oil pump (not shown). In FIG. 3, a member surrounding the outside of the driven sprocket 34 is a belt cover 91 that covers the cog belt 36. The belt cover 91 is shown in FIGS. 1, 2, 6, and 7.
Also shown.

The lubricating oil from the lubricating oil pump is supplied to the cover member 88 and the lubricating oil passage 8 of the lubricating oil supply nozzle 89.
8a, 89a and the lubricating oil passage 3 of the crankshaft 33.
The lubricating oil is supplied to the lubricating oil passage 3a, and from the lubricating oil passage 49a of the crankpin 49, lubricates the needle bearing 50, and further lubricates the sliding surface between the piston 45 and the cylinder 44 and the ball bearings 42,42.

As described above, since the lubricating oil is supplied through the lubricating oil passage 33a formed inside the crankshaft 33 of the supercharger C, the lubricating oil passage 33a is prevented from interfering with other members while the lubricating oil is being supplied. Lubricating oil can be reliably supplied to each sliding portion of the feeder C. In particular, the lubricating oil supply nozzle 89 is provided on the same side as the driven sprocket 34 for inputting the driving force from the cog belt 36 to the supercharger C, and the lubricating oil supply nozzle 89 is provided at the center of the crankshaft 33. Since it is coaxially fitted inside the passage 33a via a seal member 90, the crankshaft is supplied from the lubricating oil supply nozzle 89 while avoiding interference with the cog belt 36 and the driven sprocket 34 and preventing leakage of lubricating oil. The lubricating oil can be reliably supplied to the inside of the motor.

Next, the operation of the embodiment of the present invention having the above configuration will be described.

When the camshaft 15 is driven by the crankshaft 6 via the drive gear 18 and the driven gear 17 during operation of the engine E, the rotation of the camshaft 15 causes the drive sprocket 35, the cog belt 36 and the driven sprocket 34 to rotate. And transmitted to the crankshaft 33 of the supercharger C via When the crankshaft 33 of the turbocharger C rotates, the needle bearing 50 supported by the crankpin 49 that rotates eccentrically with respect to the axis of the crankshaft 33 reciprocates the piston 45 via the guide member 46.

As shown in FIG. 5, when the piston 45 moves upward, the volume of the first compression chamber 69U is reduced by the piston 45 to increase the pressure.
The 9U discharge lead 59d bends upward, and the first compression chamber 69
The air in U is supplied to the supercharging port 11 (see FIG. 1) via the first discharge chamber 71U and the joint 79. At the same time, the volume of the second compression chamber 69L is increased by the piston 45 and the pressure is reduced, so that the suction leads 57d of the second suction reed valve 57L bend upward, and the joint 78, the suction port 74 and the second suction chamber. After passing through 70L, the second compression chamber 69L
Is supplied with air.

When the crankshaft 33 is further rotated and the piston 45 moves down in the cylinder 44, as shown in FIG. 9, the volume of the first compression chamber 69U is increased by the piston 45 and the pressure is reduced. First suction reed valve 5
7U are bent downward, and the first suction chamber 7
The air in 0U is supplied to the first compression chamber 69U. At the same time, the piston 45 reduces the volume of the second compression chamber 69L and increases the pressure.
L of the second compression chamber 69L.
The air in the supercharge port 11 (FIG. 1) passes through the second discharge chamber 71L, the discharge port 75, the first discharge chamber 71U, and the joint 79.
See also).

As described above, the air sucked in with the reciprocation of the piston 45 is supplied to the first and second compression chambers 69U and 69U.
The pressure is alternately compressed at L and supplied to the combustion chamber 10 at the moment when the supercharging valve 14 (see FIG. 1) is opened, and the output of the engine E is increased. The first and second compression chambers 69U and 69L have 18
Since the operation is performed with the phase difference of 0 °, the pulsation of the supercharging pressure can be reduced.

10 to 13 show a second embodiment of the present invention. FIG. 10 is a view corresponding to FIG. 3, FIG. 11 is a sectional view taken along line 11-11 of FIG. 10, and FIG. 12-1
FIG. 13 is a view taken along line 13-13 of FIG. 10.

In the second embodiment, the structure of the cooling water pump P is the first.
This is significantly different from the first embodiment, and the intake system and the exhaust system of the supercharger C are slightly different from the first embodiment.

The pump case 80 of the cooling water pump P according to the second embodiment is connected to the housing 41 of the supercharger C via a seal member 92, and is disposed outside the pump case 80 in the axial direction via a seal member 82. Thus, the pump cover 81 is connected. A plurality of magnets 94 supported at the shaft end of the crankshaft 33 via stays 93 are housed in a magnet chamber 95 defined inside the pump case 80. A pump chamber 84 defined by a pump case 80 and a pump cover 81 supports a pump shaft 96, which is a separate member from the crankshaft 33, coaxially. A plurality of magnets 97 facing the plurality of magnets 94 in the magnet chamber 95 are fixed. The two magnets 94... 97 constitute a magnetic coupling 98 of the present invention.

Accordingly, the crankshaft 33 of the supercharger C
When the pump rotates, the pump shaft 96 rotates via the magnetic coupling 98, and cooling water is supplied by the pump impeller 86 fixed to the pump shaft 96. By employing the magnetic coupling 98 in this manner, the pump chamber 84 through which the cooling water flows is completely isolated from the supercharger C,
There is no possibility that the cooling water flows into the supercharger C side.

As is apparent from a comparison of FIG. 11 with FIG. 5, the first and second cylinder heads 60U, 60U of the second embodiment are shown.
0L is formed by pressing a metal plate, and an air inlet 74a and an air outlet 75a are formed in the middle of the inlet port 74 and the outlet port 75, respectively.

As is apparent from a comparison of FIGS. 12 and 13 with FIGS. 6 and 7, the second embodiment has two suction holes 58d, 58d of the first and second valve plates 58U, 58L. Corresponding to the first and second suction reed valves 57
The number of suction leads 57d, 57d of U and 57L is also two. Also, the discharge holes 58 of the first and second valve plates 58U, 58L.
The number of e ... is four.

The structure, operation and effect of the second embodiment other than those described above are the same as those of the first embodiment.

Although the embodiments of the present invention have been described in detail, various design changes can be made in the present invention without departing from the gist thereof.

For example, if the mounting position of the supercharger C with respect to the engine block 1 can be adjusted by a long hole or the like, the tension of the cog belt 36 can be easily adjusted by changing the distance of the supercharger C with respect to the camshaft 15. It can be carried out.

In the embodiment, the supercharger C is connected to the cog belt 36.
However, other endless transmission means such as a V-belt or a chain can be employed in place of the cog belt 36.

In the embodiment, the driving force of the crankshaft 6 of the engine E is transmitted to the camshaft 15, and the driving force of the camshaft 15 is transmitted to the supercharger C via the cog belt 36. The driving force of the crankshaft 6 of the engine E can be directly transmitted to the supercharger C via the endless transmission means.

[0051]

As described above, according to the first aspect of the present invention, since the supercharger is driven by the crankshaft through the endless transmission means, the degree of freedom of the mounting position of the supercharger is increased. In addition, since the turbocharger and the camshaft are disposed on both sides of the cylinder axis, the space on both sides of the cylinder axis can be effectively used to reduce the size of the entire engine.

According to the second aspect of the present invention,
Since the lubricating oil is supplied through the lubricating oil passage formed inside the rotating shaft of the turbocharger, it is possible to reliably supply the lubricating oil to the turbocharger while preventing the lubricating oil passage from interfering with other members. it can.

According to the third aspect of the present invention,
Even when the rotating shaft of the turbocharger is driven by the endless transmission means, interference between the lubricating oil passage and the endless transmission means can be avoided by supplying the lubricating oil from the shaft end of the rotating shaft.

According to the fourth aspect of the present invention,
A lubricating oil passage was drilled in the center of the rotating shaft of the turbocharger, and the tip of the lubricating oil supply nozzle was fitted inside the lubricating oil passage via a seal member, thus preventing leakage of lubricating oil. Lubricating oil can be reliably supplied from the lubricating oil supply nozzle to the inside of the lubricating oil passage of the rotating shaft.

[Brief description of the drawings]

FIG. 1 is a longitudinal sectional view of an engine provided with a supercharger.

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

FIG. 3 is a sectional view taken along line 3-3 in FIG. 2;

FIG. 4 is a sectional view taken along line 4-4 in FIG. 3;

FIG. 5 is a sectional view taken along line 5-5 of FIG. 3;

FIG. 6 is a view taken along line 6-6 of FIG. 3;

FIG. 7 is a view taken along line 7-7 in FIG. 3;

FIG. 8 is an exploded perspective view of a valve plate and a reed valve.

FIG. 9 is an operation explanatory view corresponding to FIG. 5;

FIG. 10 is a view corresponding to FIG. 3 according to a second embodiment of the present invention.

FIG. 11 is a sectional view taken along line 11-11 of FIG. 10;

FIG. 12 is a view taken along line 12-12 of FIG. 10;

FIG. 13 is a view taken along line 13-13 of FIG. 10;

[Explanation of symbols]

 Reference Signs List 6 crankshaft 12 intake valve 13 exhaust valve 15 camshaft 33 crankshaft (rotating shaft) 33a lubricating oil passage 36 cog belt (endless transmission means) 89 lubricating oil supply nozzle 90 sealing member C supercharger L cylinder axis

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Shinya Matsumoto 1-4-1, Chuo, Wako, Saitama Prefecture Inside Honda R & D Co., Ltd. (72) Inventor Naoki Inoue 1-4-1, Chuo, Wako, Saitama F-term in Honda R & D Co., Ltd. (reference) 3G005 EA05 EA19 FA31 FA54 GB39 GB42 GB73 GB78 JA17 JA29 JA40

Claims (4)

[Claims] 1. A supercharger (C) driven by an endless transmission means (36) by a crankshaft (6), and a camshaft (15) for driving an intake valve (12) and an exhaust valve (13). An engine with a supercharger comprising: a supercharger (C) and a camshaft (15) arranged on both sides of a cylinder axis (L). . 2. The supply of lubricating oil to the supercharger (C) is performed through a lubricating oil passage (33a) formed inside a rotating shaft (33) of the supercharger (C). The supercharged engine according to claim 1. 3. The lubricating oil according to claim 2, wherein lubricating oil is supplied from a shaft end of the rotating shaft (33) of the supercharger (C) driven by the endless transmission means (36). Engine with turbocharger. 4. A tip of a lubricating oil supply nozzle (89) is inserted through a seal member (90) into a lubricating oil passage (33a) formed at the center of a rotating shaft (33) of a supercharger (C). The engine with a supercharger according to claim 3, wherein the engine is fitted with a supercharger.