JP2005180488A - Lubricating device of engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a dry thump type lubricating device of an engine, favorably lubricating a transmission gear device with discharge oil without any increase in capacity of a scavenging pump. <P>SOLUTION: This lubricating device includes: an oil tank 27 communicating with the bottom of a transmission chamber 16; a feed pump 31 for pumping up oil in the oil tank 27 and supplying the same to a lubricating part of the engine E; and scavenging pumps 32 to 34 for sucking oil from a crank chamber 11 and supplying the same to the transmission gear device 15 in the transmission chamber 16. A delivery oil passage 45 of the scavenging pumps 32 to 34 is formed in a partition wall 13 between the crank chamber 11 and the transmission chamber 16. In the delivery oil passage 45, an oil feed pipe 46 having a plurality of oil nozzles 47, 47, ..., for injecting oil downward to the transmission gear device 15 is disposed in the upper part of the transmission chamber 16. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention includes an oil tank that communicates with the bottom of a transmission chamber that is disposed adjacent to the crank chamber, a feed pump that pumps up the oil in the oil tank and supplies the oil to the lubricating portion of the engine, and oil accumulated in the crank chamber. The present invention relates to an improvement in an engine lubrication device including a scavenging pump that sucks and supplies the geared gear device in the transmission chamber.

Such a lubricating device for an engine is already known as disclosed in, for example, Patent Document 1 below.
JP 2002-89217 A

  In conventional engine lubrication devices, a plurality of discharge pipes connected to the discharge port of the scavenging pump are arranged below the transmission gear device in order to supply the discharge oil of the scavenging pump to the transmission gear device in the mission chamber. Thus, oil is injected into the transmission gear unit from below. In such a system, the scavenging pump discharge oil tends to be difficult to reach the transmission gear unit during low-speed operation of the engine with a small amount of oil supply, so the capacity of the scavenging pump needs to be set large. However, increasing the capacity of the scavenging pump not only increases the cost, but also forces power loss.

  The present invention has been made in view of such circumstances, and it is possible to satisfactorily lubricate the transmission gear device with its discharge oil without increasing the capacity of the scavenging pump. It is an object of the present invention to provide an engine lubrication device.

  In order to achieve the above object, the present invention comprises an oil tank communicating with the bottom of a mission chamber disposed adjacent to a crank chamber, a feed pump for pumping oil in the oil tank and supplying the oil to a lubricating portion of the engine, And a scavenging pump for sucking oil accumulated in the crank chamber and supplying the oil to a transmission gear device in the transmission chamber, wherein a discharge oil passage communicating with a discharge port of the scavenging pump is disposed in the crank. A first feature is that a plurality of oil nozzles which are formed in a partition wall between the chamber and the transmission chamber and which can be sprayed downward with respect to the transmission gear device are connected to the discharge oil passage.

  According to the present invention, in addition to the first feature, the feed pump, the scavenging pump, and the oil tank are disposed immediately below the crank chamber and the transmission chamber, and the oil tank is opened at a bottom wall of the transmission chamber. A second feature is that an oil return hole is provided.

  In addition to the second feature of the present invention, the feed pump and the scavenging pump are coaxially arranged, and a common pump shaft driven from a drive source is connected to these pump rotors. Three features.

  The drive source corresponds to a crankshaft 5 in an embodiment of the present invention described later.

  Furthermore, in addition to any of the first to third features, the present invention is configured such that an oil supply pipe having the plurality of oil nozzles is installed on a side wall of the mission chamber so as to communicate with the discharge oil passage. This is the fourth feature.

  According to the first feature of the present invention, the flow of oil discharged from the scavenging pump is throttled by a plurality of oil nozzles, so that the amount of oil injected from each oil nozzle can be substantially equalized. Even if the amount of discharge from each scavenging pump is reduced, such as when the engine is running at low speed, by spraying downward from each oil nozzle onto the transmission gear unit, the transmission gear unit can be used without waste. The scavenging pumps can be reduced in capacity and power loss can be reduced.

  Further, according to the second feature of the present invention, the suction oil passage between the oil tank and the feed pump and the suction oil passage between the crank chamber and the scavenging pump can be minimized, and each suction resistance can be reduced. In addition, the piping between the transmission chamber and the oil tank is not necessary, and the oil passage structure can be simplified.

  Further, according to the third feature of the present invention, the structure of the drive system of the pump unit is simplified, and the power loss can be reduced in combination with the reduction of the capacity of the scavenging pump.

  Furthermore, according to the fourth aspect of the present invention, the oil drawn from the crank chamber by the scavenging pump is pumped from the discharge oil passage to the oil supply pipe, and the shower is downwardly directed from the plurality of oil nozzles to the transmission gear unit. The transmission gear unit can be effectively lubricated by erupting in a shape.

  Embodiments of the present invention will be described based on preferred embodiments of the present invention shown in the accompanying drawings.

  1 is a side view of a motorcycle equipped with an engine according to an embodiment of the present invention, FIG. 2 is a cross-sectional side view of the main part of the engine, FIG. 3 is a cross-sectional side view of another main part of the engine, and FIG. 4 is a cross-sectional view taken along line 4-4, FIG. 5 is a partial cross-sectional view taken along line 5-5 in FIG. 3, and FIG. 6 is a cross-sectional view taken along line 5-5 in FIG.

  In FIG. 1, the motorcycle M is equipped with an engine E that drives the rear wheel Wr at the center of the vehicle body between the front wheel Wf and the rear wheel Wr. The engine E is a four-cycle V-type engine in which the first and second banks Bf and Br are arranged in a front and rear V shape.

  As shown in FIGS. 2 and 3, the crankcase 1 of the engine E is divided into an upper case half 1a and a lower case half 1b, and the upper case half 1a includes first and second banks. Bf and Br cylinder blocks 2f and 2r are integrally formed. The cylinder block 2f of the first bank Bf is formed with three front cylinders 2f, and the cylinder block 2r of the second bank is formed with two rear cylinders 2r. Each front cylinder 2f has a front piston 4f and each rear cylinder. Rear pistons 4r are respectively fitted to 2r.

  The upper and lower case halves 1a and 1b are bolted together, and the crankshaft 5 is supported between them. As shown in FIG. 4, the crankshaft 5 is composed of four crank journals 6, 6,..., Three crank pins 7, 7,. Are provided with three pairs of crank webs 8, 8; 8,..., And a spline shaft 9 connected to the outer end of the crank journal 6 at the right end, and each crank journal 6 has bearing walls 10, 10. The crankcase 1, that is, the crank chamber 11 is partitioned into first to third crank chambers 11 a to 11 c by the bearing walls 10, 10.

  The wide crankpins 7 on the left and right outer sides support the large front ends of two front connecting rods 12f and rear connecting rods 12r extending in the front-rear direction opposite to each other, and the narrow crankpin 7 at the center extends forward 1 The front connecting rod 12f is supported, and the front piston 4f and the rear piston 4r are connected to the small ends of the front connecting rod 12f and the rear connecting rod 12r, respectively.

  A transmission case 14 is integrally formed at the rear portion of the crankcase 1, and the interior thereof is a transmission chamber 16 adjacent to the rear portion of the crank chamber 11 with the partition wall 13 interposed therebetween, and the transmission gear unit 15 is accommodated therein. The transmission gear unit 15 includes a transmission input shaft 17 and a transmission output shaft 18 that are supported on the transmission case 14 in parallel with the crankshaft 5, and a plurality of transmission gear trains 20 a provided between the transmission input and output shafts 17 and 18. ˜20f, and the clutch 21 is attached to one end of the transmission input shaft 17. An output sprocket 22 is fixed to the end of the speed change output shaft 18 opposite to the clutch 21, and this drives the rear wheel Wr via a chain transmission.

  The clutch 21 includes a clutch inner 21a that is spline-coupled to the transmission input shaft 17, and a clutch outer 21b that surrounds the clutch inner 21a and is rotatably supported on the transmission input shaft 17. The clutch outer 21 b is connected to the spline shaft 9 of the crankshaft 5 through the primary reduction device 23. The primary reduction gear 23 includes a primary drive gear 23a coupled to the spline shaft 9, and a primary driven gear 23b coupled to the clutch outer 21b and meshing with the primary drive gear 23a. The pump drive gear 24 is connected to the next driven gear 23b.

  As shown in FIG. 3, the bottom wall of the crankcase 1 and the transmission case 14 is formed with a mountain-shaped recess 25 which is recessed toward the partition wall 13 between them, and the oil pump unit accommodated in the recess 25. 26 is bolted to the crankcase 1, and an oil tank 27 is joined to the lower surfaces of the crankcase 1 and the transmission case 14 so as to accommodate the oil pump unit 26.

  As shown in FIG. 5, the oil pump unit 26 includes a pump housing 30 in which a plurality of housing blocks 28, 28... Are stacked and coupled with bolts 29, 29... So as to define four pump chambers 30 a to 30 d. In the four pump chambers 30a to 30d, a first scavenging pump 32, a second scavenging pump 33, a feed pump 31, and a third scavenging pump 34 are sequentially accommodated from the left side in FIG. These feed pump 31 and scavenging pumps 32 to 34 are all trochoidal pumps composed of inner rotors 31a to 34a and outer rotors 31b to 34b. Are coupled to the pump shaft 35 supported by the keys 36, 36. Both ends of the pump shaft 35 protrude from the left and right sides of the pump housing 30, and the pump drive gear 24 is engaged with a driven gear 37 attached to one end of the pump shaft 35 via an intermediate gear 38. Thus, the feed pump 31 and the scavenging pumps 32 to 34 are arranged on the same axis.

  In FIG. 2 again, an oil strainer 40 installed at the bottom of the oil tank 27 is attached to the lower part of the pump housing 30, and an assembly of an oil cooler 41 and an oil filter 42 is attached to the front part of the crankcase 1. The feed pump 31 pumps up the oil in the oil tank 27 through the oil strainer 40, and passes through the oil cooler 41 and the oil filter 42 around the crankshaft 5 of the engine E and the first and second banks Bf and Br. It is supplied to a lubricating part such as a valve operating mechanism.

  On the other hand, the first to third scavenging pumps 32 to 34 open their respective suction ports 43 to the bottoms of the first to third crank chambers 11a to 11c, and the discharge ports 44 are common discharge oil passages. 45. The discharge oil passage 45 is formed in the partition wall 13 between the crank chamber 11 and the mission chamber 16 by die cutting, drilling or the like, and extends to the upper portion of the mission chamber 16.

  An oil supply pipe 46 parallel to the speed change input shaft 17 is disposed in the upper part of the mission chamber 16. Both ends of the oil supply pipe 46 are supported by the support holes 48 and 48 ′ of the left and right side walls 56 and 56 ′ of the transmission chamber 16 through seal members 49 and 49 ′. One end of the hollow portion of the oil supply pipe 46 is It is closed by an end wall 46a integrated therewith, and the other end of the hollow portion is closed by the inner end wall of the left support hole 48. The end wall 46a of the oil supply pipe 46 is integrally provided with a positioning protrusion 50, and this oil supply pipe 46 is fixed at a predetermined position by engaging with a positioning recess 51 formed on the right side wall 56 '. A communication hole 57 provided at one end of the pipe 46 communicates the inside of the oil supply pipe 46 with the upper end of the discharge oil passage 45. The oil supply pipe 46 is provided with a large number of oil nozzles 47, 47... That can spray downward with respect to the transmission gear trains 20a to 20f.

  The bottom wall of the mission chamber 16 is provided with an oil return hole 52 that opens directly into the oil tank 27.

  As shown in FIG. 6, a joint 53 is formed at the other end of the pump shaft 35, and an impeller shaft 55 a of a water pump 55 interposed in a cooling passage 54 of the engine E is connected to the joint 53. Is done. Accordingly, the water pump 55 is driven together with the feed pump 31 and the like.

  Next, the operation of this embodiment will be described.

  During the operation of the engine E, the pump shaft 35 of the oil pump unit 26 continues to rotate by receiving the power of the crankshaft 5 through the primary speed reducer 23 and the pump drive gear 24, and the feed pump 31 and the first to third pumps. The rotors 31a to 34a of the scavenging pumps 32 to 34 are driven all at once. Then, first, the feed pump 31 pumps up the oil in the oil tank 27 through the oil strainer 40, and around the crankshaft 5 through the oil cooler 41 and the oil filter 42, and the valve operating mechanisms of the first and second banks Bf and Br. Supply to lubrication part.

  Thus, the oil that has finished lubricating each part of the engine E is immediately sucked by the first to third scavenging pumps 32 to 34 as soon as it flows down to the bottom of the first to third crank chambers 11a to 11c. Oil does not substantially accumulate in the first to third crank chambers 11a to 11c. Therefore, the crankshaft 5 is released from the oil stirring resistance.

  The first to third scavenging pumps 32 to 34, when sucking oil from the first to third crank chambers 11a to 11c, pumps the oil from a common discharge oil passage 45 to the oil supply pipe 46, and thereby a number of oil nozzles. 47, 47..., And the transmission gear trains 20a to 20f in the transmission chamber 16 are sprayed downward in a shower shape, so that the transmission gear trains 20a to 20f can be effectively lubricated.

  When the oil that has finished lubricating the transmission gear trains 20a to 20f flows down to the bottom of the transmission chamber 16, it immediately returns to the oil tank 27 from the oil return hole 52 at the bottom, and thereafter repeats the same circulation.

  By the way, the oil discharged from each of the scavenging pumps 32 to 34 has its flow reduced by a large number of oil nozzles 47, 47. In addition, since each oil nozzle 47, 47... Sprays downward into the transmission gear trains 20a to 20f, when the discharge amount of each scavenging pump 32 to 34 decreases, such as when the engine E operates at a low speed. However, the oil jets from the oil nozzles 47, 47... Can be supplied to the transmission gear trains 20a to 20f without waste, and can be lubricated well. As a result, the small capacities of the scavenging pumps 32 to 34 can be obtained. Can be achieved.

  A discharge oil passage 45 from each of the scavenging pumps 32 to 34 to the oil supply pipe 46 is formed in the partition wall 13 between the crank chamber 11 and the transmission chamber 16, and the transmission chamber 16 further passes through an oil return hole 52 on the bottom wall thereof. Since the oil tank 27 is opened in the oil tank 27, no piping is required except for the oil supply pipe 46 having a large number of oil nozzles 47, 47, and the oil passage structure can be simplified.

  Since the oil pump unit 26 including the feed pump 31 and the first to third scavenging pumps 32 to 34 and the oil tank 27 are arranged directly below the crank chamber 11 and the transmission chamber 16, the oil tank 27 and the feed pump 31 and the suction oil passages between the first to third crank chambers 11a to 11c and the first to third feed pumps 32 to 34 can be shortened to reduce the respective suction resistances. Can be achieved.

  In the oil pump unit 26, the feed pump 31 and the first to third scavenging pumps 32 to 34 are arranged coaxially, and their pump rotors 31 a to 34 a are driven by a common pump shaft 35. The structure of the drive system 26 is simple, and the power loss can be reduced in combination with the reduction in the capacity of each of the scavenging pumps 32 to 34.

  The present invention is not limited to the above embodiments, and various design changes can be made without departing from the scope of the invention. For example, the type of engine and the number of cylinders are arbitrary.

The side view of the motorcycle carrying the engine which concerns on the Example of this invention. The principal part cross-sectional side view of the said engine. The other principal part cross-sectional side view of the same engine. FIG. 4 is a cross-sectional view taken along line 4-4 of FIG. FIG. 5 is a partial cross-sectional view taken along line 5-5 in FIG. 3; Sectional drawing of the other part which follows the 5-5 line of FIG.

Explanation of symbols

E ... Engine 5 ... Crankshaft 11 ... Crank chamber 13 ... Partition 15 ... Transmission gear device 16 ... Mission chamber 27 ... Oil tank 31 ... Feed pump 31a ... Pump rotors 32-34 ... Scavenging pumps 32a-34a ... Pump rotor 35 ... Pump shaft 44 ... Discharge port 45 of scavenging pump ... Discharge oil passage 46 ... Oil supply pipe 47 ... Oil nozzle 52 ... Oil return holes 56, 56 '... Side wall

Claims (4)

An oil tank (27) communicating with the bottom of the mission chamber (16) disposed adjacent to the crank chamber (11), and a feed for pumping up the oil in the oil tank (27) and supplying it to the lubricating portion of the engine (E) An engine comprising a pump (31) and a scavenging pump (32 to 34) for sucking oil accumulated in the crank chamber (11) and supplying the oil to a transmission gear device (15) in the transmission chamber (16) In the lubrication system of
A discharge oil passage (45) communicating with the discharge port (44) of the scavenging pump (32-34) is formed in the partition wall (13) between the crank chamber (11) and the transmission chamber (16). A lubricating device for an engine, wherein a plurality of oil nozzles (47, 47,...) Capable of jetting downward with respect to the transmission gear unit (15) are connected to the passage (45). The engine lubrication device according to claim 1,
The feed pump (31), scavenging pumps (32 to 34), and an oil tank (27) are arranged immediately below the crank chamber (11) and the mission chamber (16), and the bottom wall of the mission chamber (16) And an oil return hole (52) opening in the oil tank (27). The engine lubrication device according to claim 2,
The feed pump (31) and the scavenging pumps (32 to 34) are arranged on the same axis, and the pump rotors (31a, 32a to 34a) are connected to a common pump shaft (5) driven from the drive source (5). 35) A lubrication device for an engine characterized by being connected. The engine lubrication device according to any one of claims 1 to 3,
An oil supply pipe (46) provided with the plurality of oil nozzles (47, 47...) Communicates with the discharge oil passage (45) on the side wall (56, 56 ′) of the mission chamber (16). An engine lubrication device characterized by being installed.

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