JP2003014094A - Lubricating device for vehicle engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce power loss by reducing the burden of a main pump and to miniaturize the main pump and a scavenging pump in a lubricating device for a vehicle engine provided with the main pump for force-feeding a lubricating oil, and the transport scavenging pump for pumping out the lubricating oil from a crank chamber. SOLUTION: In this lubricating device, a crank chamber 2 and a transmission chamber 3 are partitioned by a partition wall 5, and an oil reservoir chamber 25 is formed communicating with the discharge part of the scavenging pump. Oil passages 51, 53 for lubricating a transmission, formed at the axes of transmission shafts 7, 8 are opened to the oil reservoir chamber 25. The lubricating oil in the oil reservoir chamber 25 is supplied to the lubricated parts of a transmission through oil passages 51, 52 of the transmission shafts 7, 8.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicular engine lubrication apparatus provided with a main pump for pumping lubricating oil to lubricating points of an engine and a scavenging pump for pumping lubricating oil from a crank chamber and transferring it.

[0002]

2. Description of the Related Art In a vehicle engine lubrication system having a main pump for pumping lubricating oil and a scavenging pump for transferring lubricating oil, the scavenging pump pumps up lubricating oil in a crank chamber and transfers it to a transmission chamber or the like. This serves to keep the oil level in the crank chamber below a predetermined height (near zero). Since the lubricating oil that collects at the bottom of the crank chamber contains a lot of bubbles, the capacity of the scavenging pump that pumps the bubbles is conventionally about 1.5 times that of the main pump.

The main pump for lubricating oil pressure feeding, for example, sucks the lubricating oil accumulated at the bottom of the transmission chamber through a strainer or the like, pressurizes it to a certain pressure, and lubricates it around the crankshaft and at each lubricating point of the cylinder head. It not only pumps the lubricating oil, but also pumps the lubricating oil to the lubrication points in the transmission chamber.

Since the main pump has a role of pumping the lubricating oil to almost all lubrication points as described above, it is necessary to have an ability to cover the total required lubrication amount. In particular, when lubricating oil is pressure-fed to the fitting portion between the crankpin and the connecting rod through the oil passage formed in the crankshaft, it is necessary to generate hydraulic pressure that resists centrifugal force. The device is designed to prevent the hydraulic pressure from decreasing by providing a throttle in the passage.

[0005]

(1) In the structure in which the lubricating oil is supplied to all lubrication points of the engine only by the main pump, the oil quantity sufficient for the transmission is maintained while maintaining the hydraulic pressure for pumping around the crankshaft. Must be able to be supplied, a large main pump is required, and the driving force becomes large, resulting in large power loss.

(2) Moreover, the scavenging pump has to be increased in size in response to the increase in size of the main pump.
Increasing the size of the engine is inevitable.

(3) The lubricating oil pumped from the bottom of the crank chamber by the scavenging pump contains a lot of bubbles as described above. However, since this lubricating oil is returned directly to the transmission chamber, the main pump does not generate bubbles. A large amount of lubricating oil will be sucked in and pumped to each lubrication point, which may cause cavitation corrosion and wear of the sliding surface.

[0008]

An object of the present invention is to reduce the load on the main pump to reduce the power loss, and to downsize the main pump and the scavenge pump and the engine.
Another object is to improve the lubrication performance of the main pump by separating the air bubbles in the lubricating oil returned to the transmission chamber.

[0009]

In order to achieve the above object, the invention according to claim 1 of the present application is a main pump for pumping lubricating oil to a lubricating portion of an engine, and a scavenger for pumping and transferring lubricating oil from a crank chamber. In a lubrication device for a vehicle engine equipped with a pump, a crank chamber and a transmission chamber are separated from each other by a partition wall, and an oil storage chamber communicating with the discharge part of the scavenging pump is formed to form a transmission formed on the axis of the transmission shaft. A lubricating oil passage is opened in the oil storage chamber, and the lubricating oil in the oil storage chamber is supplied to the lubrication point of the transmission through the oil passage of the transmission shaft.

As a result, the load on the main pump can be reduced, the power loss can be reduced, and the main pump can be miniaturized. As a result, the scavenge pump can be miniaturized, and the miniaturization of the entire engine can be achieved. In addition, the lubricating oil once stored in the oil storage chamber is supplied to the lubrication points around the transmission shaft by the centrifugal force generated by the rotation of the transmission shaft, so the lubricating oil discharged by the scavenging pump is used for the forced lubrication of the transmission. However, the scavenging pump itself does not need to be used for oil pressure feeding, and this also prevents power loss.

According to a second aspect of the present invention, in the vehicle engine lubricating device according to the first aspect, the clutch is arranged on one side of the transmission chamber in the axial direction and the oil storage chamber is arranged on the other side. It has a feature.

As a result, the empty space around the transmission chamber can be effectively used, and the engine can be made compact.

According to a third aspect of the present invention, in the vehicle engine lubricating device according to the first aspect, in the oil storage chamber,
It is characterized in that a boss portion that supports a rod for operating the clutch release is arranged.

Thus, the fitting portion between the rod and the boss portion can be directly lubricated by the lubricating oil in the oil storage chamber,
It is possible to ensure smooth rod sliding.

According to a fourth aspect of the present invention, there is provided a vehicle engine lubrication apparatus including a main pump for pumping lubricating oil to a lubricating portion of an engine and a scavenging pump for pumping and transferring lubricating oil from the crank chamber. And a transmission chamber are separated from each other by a partition wall, and an oil storage chamber that communicates with the discharge portion of the scavenge pump is formed, an outlet hole is formed in the oil storage chamber, and the oil is discharged from the scavenge pump and temporarily stored in the oil storage chamber. The lubricating oil is returned to the transmission chamber through the outlet hole.

As a result, the lubricating oil containing air bubbles in the crank chamber is once stored in the oil storage chamber and is separated into gas and liquid, returned to the transmission chamber with a small amount of air bubbles, and sucked by the main pump to be lubricated. Since it is supplied to the location, the lubrication performance of the main pump is improved, and the cavitation corrosion and wear of the sliding surface can be prevented.

According to a fifth aspect of the invention, in the vehicle engine lubricating device according to the fourth aspect, one or a plurality of intermediate oil chambers are formed between the oil storage chamber and the transmission chamber, and The lubricating oil is returned to the transmission chamber via the outlet hole and the intermediate oil chamber, whereby gas-liquid separation is performed in a plurality of stages, and the gas-liquid separation effect is further improved.

[0018]

First Embodiment [Transmission Structure]
FIG. 1 is a horizontal cross-sectional view (cross-sectional view taken along line II in FIG. 2) of a motorcycle engine to which the present invention is applied, in which a transmission chamber 3 is integrally formed at the rear of the crankcase 1. Three
A partition wall 5 partitions between the front crank chamber 2 and the front crank chamber 2.

In the transmission chamber 3, input-side and output-side transmission shafts 7 and 8 are arranged in parallel in front and rear with a space therebetween.
On the outer periphery of 8, the transmission gears of the transmission gear groups G1 and G2 are
It is rotatably fitted or spline fitted, and sliding gears 10, 11, 1 are operated by operating a shift arm.
By sliding 2 in the axial direction, the dog clutch mechanism between the transmission gears can be connected and disconnected to switch to a desired gear position.

A clutch chamber 18 is formed by sequentially fixing first and second clutch covers 16 and 17 to one end wall of the transmission chamber 3 in the axial direction, for example, the left end wall 15 in FIG. A multi-plate friction clutch 19 is arranged in the clutch chamber 18. The first and second covers 21 and 22 are provided on the right end wall 20 of the transmission chamber 3.
Are fixed in sequence. An intermediate oil chamber 3 a partitioned from the transmission chamber 3 is formed between the right end wall 20 of the transmission chamber 3 and the first cover 21 and a part of the second cover 22, and the first cover 21 and the second cover 22 are formed.
An oil storage chamber 25 that is partitioned from the intermediate oil chamber 3a is formed between them.

The left end portion of the input side transmission shaft 7 is rotatably supported by the left end wall 15 of the transmission chamber 3 via a bearing 26 and extends to the clutch chamber 18 to which the clutch 19 is attached. The input gear 27 meshes with an output gear on the engine side (not shown), and is also connected to a start idle gear 28a that is interlocked with a starter via a one-way clutch 28. The right end portion of the input side transmission shaft 7 is rotatably supported by the right end wall 20 of the transmission chamber 3 via a bearing 29, passes through the intermediate oil chamber 3a, and passes through the support hole of the first cover 21 via a seal 31. And the right end surface faces the oil storage chamber 25.

The left end portion of the output side transmission shaft 8 is rotatably supported by the left end wall 15 of the transmission chamber 3 via a bearing 30, and the right end portion of the output side transmission shaft 8 is the right end wall 2 of the transmission chamber 3.
0 is rotatably supported via a bearing 33, passes through the intermediate oil chamber 3a, and is fitted into a support hole of the first cover 21 via a seal 32, and the right end face is in the oil storage chamber 25. Facing. An output gear 35 is fixed in the intermediate oil chamber 3a.

[Structure of Clutch] The clutch 19 is a well-known multi-plate friction type clutch, and includes a clutch case 40 connected to the input gear 27, a hub 41 fixed to the input side transmission shaft 7, and the hub 41. And a clutch case 40, a friction plate mechanism 44 composed of a large number of clutch plates and friction plates, and a pressure plate 46 for pressing the friction plate mechanism 44 by being urged to the right by a clutch spring 45. A release rod 47 is engaged with the pressure plate 46, and a pull protrusion 48 is formed on the release rod 47 so as to project to the left. The pull protrusion 48 is pulled to the left by an operation actuator (not shown). Thus, the pressure plate 46 is moved to the left and the clutch 19 is released.

[Structure of Lubricating Device] In FIG. 1, an oil passage 51 penetrating in the axial direction is formed in the axis of the input side transmission shaft 7, and the right end of the oil passage 51 is opened to the oil storage chamber 25. The left end of the oil passage 51 is closed by slidably fitting the release rod 47, and in the middle of the oil passage 51, the transmission gears constituting the transmission gear group G1, the bearings 29 and the input gear 2 are formed.
Radial oil holes 52 that communicate with the respective fitting portions of 7 are formed.

An oil passage 53, which penetrates in the axial direction, is also formed in the shaft core of the output side transmission shaft 8.
The right end of the oil passage 53 is open to the oil storage chamber 25, and the left end is closed by a plug 54. In the middle of the oil passage 53, a radial oil hole 55 is formed which communicates with a fitting portion of each transmission gear constituting the transmission gear group G2.

FIG. 2 is a sectional view taken along the line II-II of FIG. 1, in which the input side transmission shaft 7 is located slightly below the vertical middle portion of the oil storage chamber 25, and the output side transmission shaft 8 is the input side transmission shaft. 7, an outlet hole (overflow hole) 57 that penetrates the first cover 21 in the axial direction is formed in the upper end portion of the oil storage chamber 25, and the lower end of the outlet hole 57 is the output side transmission. It is located higher than the upper end of the oil passage 53 of the shaft 8.

One end of a lubricating oil pipe 60 is connected to the bottom wall of the oil storage chamber 25 by a pipe joint bolt 58. The lubricating oil pipe 60 extends forward and downward and is located inside the partition wall 5 of the crankcase 1. It is connected to the right end outlet of the formed oil passage 61. The oil passage 61 extends to the left in parallel with the axial direction, and the scavenging pump 6 shown by an imaginary line
4 is in communication with the discharge section. The scavenge pump 64
For example, in FIG. 1, it is arranged at a position near the front end portion of the left end wall 15 of the transmission chamber 3 (near arrow X1).

FIG. 3 is a sectional view taken along the line III-III in FIG. 2. The outlet hole 57 formed in the first cover 21 communicates with the intermediate oil chamber 3a, and the lower portion of the intermediate oil chamber 3a has a transmission chamber. Communication hole 5 formed in the right end wall 20 of 3
It communicates with the transmission room 3 via 9.

FIG. 4 corresponds to an enlarged partial view of IV-IV section of FIG. 1 (IV-IV section of FIG. 5) and shows a vertical section of the scavenging pump 64. In FIG. 4, a trochoidal type oil pump is used as the scavenging pump 64, and a casing 65 formed integrally with the partition wall 55.
An outer rotor 66 rotatably fitted in the casing 65 and having arc-shaped inner teeth, and the outer rotor 66.
The inner rotor 67, which is inscribed in the eccentric state, and the inner rotor 6
It is composed of a pump shaft 68 and the like fixedly attached to the shaft 7. The suction passage 69 extends downward, communicates with an oil discharge portion 71 formed on the bottom wall of the crank chamber 2, and the discharge portion 70 communicates with the oil passage 61 in the partition wall 5 as described above. A bowl-shaped filter 73 is arranged in the oil discharge portion 71, and a drain plug 75 is detachably fitted into the tip opening of the oil discharge portion 71.

FIG. 5 is a sectional view taken along line VV of FIG. 4, in which the main pump 80 for pressure-feeding the lubricating oil is a scavenge pump 64.
A trochoid type oil pump is used in the same way as
It is composed of an outer rotor 81 and an inner rotor 82, a pump shaft 68 shared with the scavenge pump 64, a casing 65 and the like. Both pumps 64 and 80 are arranged side by side on the same shaft core, and a chain sprocket 84 is fixed to a common pump shaft 68, and is linked to a drive side rotary shaft such as a balancer shaft via a chain 85.

Main pump 80 and scavenge pump 64
Are outer rotors 81 and 66 and inner rotors 82 and 67.
Have the same diameter, but the scavenging pump 64 is formed wider in the axial width. For example, the axial width of the scavenge pump 64 is set to about 1.4 times that of the main pump 80, so that the discharge capacity is also set to about 1.4 times.

The suction passage 86 of the main pump 80 communicates with the bottom of the transmission chamber 3 through a strainer,
The discharge part (not shown) communicates with the main lubricating oil passage in the crankcase. The main oil passage for lubrication is branched into a plurality of oil passages on the way to reach each lubrication point of the engine except the transmission chamber. For example, a crank pin is connected to a fitting portion of a connecting rod large end or a fitting portion of a journal through an oil passage formed in a crankshaft, and an intake / exhaust valve operating mechanism is provided through oil passages of a cylinder and a cylinder head. And so on.

[0033]

With the main pump 80 shown in FIG. 5, the lubricating oil in the transmission chamber 3 is sucked in through the strainer or the like, and is discharged from the discharge portion to the main lubricating oil passage at a predetermined pressure. A part of the discharged lubricating oil passes through the oil passage in the crankshaft, and is pumped to the lubricating parts around the crankshaft, such as the fitting part of the crankpin and the large end of the connecting rod, the fitting part of the journal, etc. And lubricate, and then return to the bottom of the crank chamber 2. Another part is pumped to each lubrication point of the cylinder head, and after lubricating the intake / exhaust valve operating mechanism etc.,
Return to the bottom of the crank chamber 2.

The lubricating oil returned to the crank chamber 2 is supplied to the filter 73, the oil discharge portion 71 and the suction passage 69 shown in FIG.
Is pumped out by the scavenging pump 64, and the oil level in the crank chamber 2 is thereby maintained near zero.

The lubricating oil sucked into the scavenging pump 64 is transferred from the discharge portion 70 to the right in the oil passage 61 in the partition wall 5 of FIG. 1, and is transferred from the right end outlet to the oil storage chamber 25 via the lubricating oil pipe 60. The oil is supplied and temporarily stored in the oil storage chamber 25.

In FIG. 2, a part of the lubricating oil stored in the oil storage chamber 25 flows into the oil passages 51 and 53 of the transmission shafts 7 and 8, and centrifugal force generated by the rotation of the transmission shafts 7 and 8 is generated. Is sent to the outside in the radial direction through the oil holes 52 and 55 in FIG. 1, and is supplied to the lubrication points around the transmission shafts 7 and 8. That is, the inner peripheral sliding parts (spline fitting parts) of the sliding transmission gears 10, 11, and 12, the inner peripheral bearing metal parts of the other transmission gears, the bearing 29, the inner peripheral portion of the input gear 27, and the one-way clutch 28. Etc. and lubricate them. After lubrication, it returns to the bottom of the transmission chamber 3.

The lubricating oil accumulated in the oil storage chamber 25 in FIG. 2 is separated into gas and liquid in the oil storage chamber 25, and when it reaches a level L1 or more, it overflows from the outlet hole 57 into the intermediate oil chamber 3a as shown in FIG. . This prevents the pressure in the oil storage chamber 25 from increasing.

The lubricating oil overflowing from the outlet hole 57 into the intermediate oil chamber 3a is gas-liquid separated also in the intermediate oil chamber 3a, passes through the communication hole 59 of the right end wall 20 of the transmission chamber 3 and is returned to the transmission chamber 3. .

[0039]

Second Embodiment FIG. 6 shows a transmission room 3
Piston actuator 9 for clutch operation on the right side of
This is an example applied to an engine in which 0 is arranged, and clutch 1
The structure is the same as that of FIG. 1 except for the release structure 9 and the structure related to the release structure, and the same parts and portions are denoted by the same reference numerals.

First, the release structure of the clutch 19 will be briefly described. An actuator case 91 is integrally formed with the second cover 22 arranged on the right side of the transmission chamber 3, and the cylinder 9 is attached to the actuator case 91.
2, a piston 93 is fitted in the cylinder 92 so as to be movable in the left-right direction, and a push rod 95 for release operation is engaged with the piston 93 via a ball.
The push rod 95 extends to the left, penetrates the second case 22 and the oil storage chamber 25, and is inserted into the oil passage 51 of the input side transmission shaft 7, leaving an annular space between the push rod 95 and the oil passage 51. It extends to the left and contacts the right end surface of the release rod 47.

When the piston 93 is moved leftward by the hydraulic pressure that is press-fitted into the cylinder 92, the pressure plate 46 is pushed through the push rod 95 and the release rod 47.
To the left and release the clutch 19.

In the engine provided with such a release operation mechanism, the push rod 95 is fitted in the rod insertion hole of the second cover 22 via the seal 96, and the first cover 21 projects into the oil storage chamber 25. A boss portion 98 is integrally formed via a leg portion 97, and a push rod 95 is fitted and supported on the boss portion 98 so as to be slidable in the axial direction.

As shown in FIG. 7, a plurality of cut grooves 99 are formed in the leg portion 97 at intervals in the circumferential direction, and from the oil storage chamber 25 to the input side transmission shaft 7 via these cut grooves 99. The lubricating oil is allowed to flow into the oil passage 51.

Since the right end portion of the push rod 95 is supported by the boss portion 98 in the oil storage chamber 25, the fitting portion between the push rod 95 and the boss portion 98 is the oil storage chamber 25.
The push rod 9 is directly lubricated by the lubricating oil inside.
The sliding of No. 5 can be maintained smoothly.

[0045]

Other Embodiments (1) The present invention is not limited to an engine for a motorcycle, but can be applied to an engine for an all-terrain vehicle or the like.

(2) In the invention described in claim 1, the oil storage chamber can be arranged, for example, on the clutch arrangement side.

(3) In addition to the trochoidal type oil pump, various gear pumps can be used as the main pump for pumping the lubricating oil to each lubrication point other than the transmission chamber, and an oil pump other than the gear pump is used. It is also possible. Also, as the scavenging pump for transferring the lubricating oil in the crank chamber to the oil storage chamber, various gear pumps can be used in addition to the trochoidal type oil pump, and an oil pump other than the gear pump can also be used. .

(4) It is also possible to apply the present invention to an engine in which the intermediate oil chamber 3a as shown in FIG. 3 and the like is not formed. It is also possible to form a plurality of intermediate oil chambers.

[0049]

EFFECTS OF THE INVENTION (1) In a lubricating system for a vehicle engine, which includes a main pump for pumping lubricating oil to each lubricating point in the engine and a scavenging pump for transferring the lubricating oil, the discharge oil of the scavenging pump is directly Instead of returning to the transmission chamber, it is temporarily stored in the oil storage chamber and used for lubrication of the transmission chamber from the oil storage chamber, so the load on the main pump is reduced, power loss can be reduced, and the main pump can be downsized. Therefore, the scavenge pump can be downsized accordingly, and the downsizing of the entire engine can be achieved.

(2) Since the lubricating oil once stored in the oil storage chamber is supplied to the lubricating portion around the transmission shaft by the centrifugal force due to the rotation of the transmission shaft, the lubricating oil discharged by the scavenging pump is lubricated in the transmission. However, the scavenging pump itself does not need to be used for oil pressure feeding, and this also prevents power loss.

(3) By arranging the oil storage chamber on the side opposite to the clutch arrangement side with respect to the transmission chamber as in the second aspect of the invention, the empty space around the transmission chamber can be effectively used, A compact engine can be achieved.

(4) When the boss 98 for supporting the rod (push rod 95) for the release operation of the clutch is arranged in the oil storage chamber, the oil storage chamber 25 The fitting oil between the rod 95 and the boss 98 can be directly lubricated by the lubricating oil inside, and smooth rod sliding can be ensured.

(5) As in the fourth aspect of the present invention, the lubrication of the vehicle engine provided with the main pump for pumping the lubricating oil to the lubricating portion of the engine and the scavenging pump for pumping the lubricating oil from the crank chamber to transfer the lubricating oil. In the device, the crank chamber and the transmission chamber are partitioned by a partition wall, and an oil storage chamber communicating with the discharge part of the scavenging pump is formed, an outlet hole is formed in the oil storage chamber, and the oil is temporarily discharged from the scavenging pump. Since the lubricating oil stored in the storage chamber is returned to the transmission chamber via the outlet hole, the lubricating oil in the crank chamber, which contains a lot of bubbles, is stored in the oil storage chamber once To be separated. Therefore, it will be returned to the transmission chamber with a small amount of bubbles, sucked by the main pump and supplied to each lubrication point, and the lubrication performance by the main pump will be improved,
It is possible to prevent cavitation corrosion and wear of the sliding surface.

According to the fifth aspect of the present invention, one or more intermediate oil chambers are formed between the oil storage chamber and the transmission chamber, and the lubricating oil overflowing from the oil storage chamber is supplied to the intermediate oil chamber. If it is returned to the transmission chamber via the, the gas-liquid separation is performed in a plurality of stages, and the gas-liquid separation effect is further improved.

[Brief description of drawings]

FIG. 1 is a horizontal sectional view of a transmission chamber of a motorcycle engine equipped with a lubricating device according to the present invention (FIG. 2).
II sectional view of FIG.

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

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

FIG. 4 is a vertical cross-sectional view of the scavenge pump corresponding to the IV-IV cross section of FIG. 1.

5 is a sectional view taken along line VV of FIG.

FIG. 6 is a horizontal sectional view of a transmission chamber of a motorcycle engine according to another embodiment of the present invention (FIG. 7).
VI-VI sectional view).

FIG. 7 is a sectional view taken along line VII-VII of FIG.

[Explanation of symbols]

1 crankcase 2 crank chambers 3 Transmission room 3a Intermediate oil chamber 5 partitions 7,8 Transmission shaft 19 Multi-plate friction clutch 25 Oil storage chamber 47 Release rod 51,53 oil passage 52,55 oil hole 57 Exit hole 59 communication hole 64 scavenging pump 69 Inhalation route 70 Discharge part 71 Oil drain 80 main pump

   ─────────────────────────────────────────────────── ─── Continued front page    F-term (reference) 3D039 AA02 AA04 AA15 AB01 AB04                       AB07 AC03 AC37 AC67 AC68                       AC70 AC80 AD24 AD43 AD44                       AD53                 3G013 BB04 BB19 BC10 BD41                 3J063 AA06 AB02 AC03 BA11 CA01                       CB12 CB43 CB44 XD34 XD43                       XD63 XD72

Claims (5)

[Claims] 1. A lubricating system for a vehicle engine, comprising: a main pump for pumping lubricating oil to a lubrication point of an engine; and a scavenging pump for pumping and transferring lubricating oil from a crank chamber, wherein the crank chamber and the transmission chamber are separated from each other by a partition wall. And an oil storage chamber that communicates with the discharge part of the scavenging pump, and an oil passage for lubrication of the transmission formed in the shaft core of the transmission shaft is opened in the oil storage chamber for lubrication of the oil storage chamber. A lubricating device for a vehicle engine, wherein oil is supplied to a lubrication point of the transmission through an oil passage of the transmission shaft. 2. The lubricating system for a vehicle engine according to claim 1, wherein the clutch is arranged on one side of the transmission chamber in the axial direction and the oil storage chamber is arranged on the other side. 3. The lubricating system for a vehicle engine according to claim 2, wherein a boss portion for supporting a rod for operating a clutch release is arranged in the oil storage chamber. 4. A lubrication device for a vehicle engine, comprising: a main pump for pumping lubricating oil to a lubrication point of an engine; and a scavenging pump for pumping lubricating oil from the crank chamber to transfer the lubricating oil to a crank chamber and a transmission chamber. The oil storage chamber communicating with the discharge part of the scavenging pump is formed by the partition with the oil storage chamber, the outlet hole is formed in the oil storage chamber, and the lubricating oil discharged from the scavenging pump and temporarily stored in the oil storage chamber is discharged from the outlet. A lubricating device for a vehicle engine, characterized in that it is returned to the transmission chamber through a hole. 5. The lubricating system for a vehicle engine according to claim 4, wherein one or more intermediate oil chambers are formed between the oil storage chamber and the transmission chamber, and the lubricating oil in the oil storage chamber is discharged through the outlet hole. And a lubricating system for a vehicle engine, wherein the lubricating system is returned to the transmission chamber via an intermediate oil chamber.