JP2007077877A - Engine oil passage structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To wastelessly supply oil from a crankcase side oil passage to an oil hole formed in a rotary shaft in an engine oil passage structure. <P>SOLUTION: The oil hole 75 opening on the shaft end of a shifting output shaft 14 is formed in the rotary shaft, for example, the shifting output shaft 14 arranged in a crankcase 1. While, an oil injection port 87 having an orifice is formed in the oil passage 80 arranged in the crankcase 1 and supplying the oil from an oil pump so as to inject the oil toward an opening of the oil hole 75. The crankcase 1 is desirably formed as a vertically divided two-piece structure. The oil passage 80 and the oil injection port 87 are formed in a groove shape on a mating face 3A of one crankcase member 3. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an engine oil passage structure, and more particularly, to an engine for supplying oil from an oil passage provided in a crankcase to an oil hole in a rotary shaft such as a transmission rotary shaft disposed in the crankcase. It relates to an oil passage structure.

  In order to supply oil to a rotating shaft disposed in the crankcase, for example, a rotating shaft for shifting such as a shifting output shaft or a shifting input shaft, a fitting portion between the shifting rotating shaft and the shifting gear. An oil hole is formed in the shaft core, and the oil hole communicates with a fitting portion of the transmission gear and opens at a shaft end, and the opening portion communicates with an oil passage of the crankcase.

As a structure for supplying oil from an oil passage provided in a crankcase to an oil hole of a transmission rotary shaft, conventionally, an oil reservoir chamber is formed on a crankcase wall that supports the shaft end of the transmission rotary shaft, and the oil An oil passage of the crankcase is opened in the reservoir chamber, and the oil from the oil passage temporarily accumulates in the oil reservoir chamber, and a part of the oil is supplied from the oil reservoir chamber to the bearing that supports the transmission rotating shaft, and the rest Is supplied to an oil hole in the transmission rotating shaft to lubricate the fitting portion between the transmission rotating shaft and the transmission gear. There exists patent document 1 as a prior art document.
Japanese Utility Model Publication No. 63-177607

  In the structure in which the oil once filled in the oil reservoir chamber is supplied to the bearing of the transmission rotating shaft and supplied to the oil hole of the transmission rotating shaft as in the conventional example, the bearing has a larger amount of oil than necessary. In some cases, the oil may not be sufficiently supplied to the oil hole of the transmission rotating shaft. In particular, when the oil pump discharge pressure is low during low-speed rotation, the oil around the oil hole of the rotating shaft may not be sufficient.

  The present invention has been made in view of the above-described problems, and can sufficiently supply oil to the oil hole in the rotating shaft of the crankcase in any operating state, for example, lubrication of the fitting portion of the transmission gear is good. It aims to be able to do it.

  In order to solve the above-mentioned problems, the invention according to claim 1 is characterized in that an oil hole that opens at the shaft end of the rotating shaft is formed in the rotating shaft disposed in the crankcase, and the oil hole is provided in the crankcase. An oil injection port having a throttle is formed in an oil passage through which oil is supplied from a pump so as to inject oil toward the opening of the oil hole.

  According to the above configuration, the oil in the oil passage can be forcibly supplied to the oil hole in the rotating shaft by injection using a throttle, so that the oil hole in the rotating shaft is always sufficient regardless of the engine speed. Fresh oil can be supplied and good oil circulation can be maintained.

  According to a second aspect of the present invention, in the oil passage structure of the engine according to the first aspect, the crankcase is vertically moved to an upper crankcase member and a lower crankcase member by a mating surface passing through the axis of the rotating shaft. The oil passage is formed in a groove shape together with the crankcase member.

  According to the above configuration, oil pipes such as pipes are not required, and there is no need to manufacture a complicated die using a core or the like when casting a crankcase member or die casting, and the oil passage and the throttle are simple. Can be molded. In addition, since the oil hole of the rotating shaft is located in the same plane as the mating surface where the oil passage is formed, the oil injection port can be easily oriented to the oil hole.

  According to a third aspect of the present invention, in the engine oil passage structure according to the second aspect, the oil passage is formed in a groove shape only on a mating surface of either the upper crankcase member or the lower crankcase member. ing.

  According to the above configuration, the crankcase member can be easily formed and assembled as compared with the structure in which the groove for the oil passage is formed on the mating surface of both crankcase members.

  According to a fourth aspect of the present invention, in the engine oil passage structure according to any one of the first to third aspects, the rotary shaft is a rotary shaft for shifting provided with a plurality of transmission gears, and the oil hole is Communicating with a fitting portion between the transmission rotating shaft and the transmission gear.

  According to the above configuration, a sufficient amount of oil can be supplied to the fitting portion between the transmission rotating shaft and the transmission gear regardless of the engine rotational speed, and insufficient lubrication can be prevented.

  In short, according to the present invention, sufficient oil can always be supplied to the oil hole in the rotation shaft such as the transmission rotation shaft regardless of the operating conditions such as the engine rotational speed.

  1 to 4 show an embodiment applied to a parallel 4-cylinder engine for a motorcycle, which is an embodiment of the present invention, and will be described based on these drawings. FIG. 1 is a right side view of an engine. A crankcase 1 is divided into an upper crankcase member 2 and a lower crankcase member 3 by a flat mating surface A (3A), and a transmission is arranged at the rear. A chamber 12 is integrally formed, and a cylinder (cylinder block) 5 is integrally formed on the upper surface of the front half of the upper crankcase member 2, and a cylinder head 6 is fastened to the upper surface of the cylinder 5. A head cover 7 is fastened to the upper surface of 6. An oil pan 8 is fastened to the lower surface of the lower crankcase member 3. An oil cooler 20 is attached to the front surface of the lower crankcase member 3, and an oil filter 21 is attached to the front surface of the oil pan 8.

  A crankshaft 11 is rotatably supported on a crankshaft support wall 10 at a front portion in the crankcase 1, and a transmission input shaft 13, a transmission output shaft 14, a change gear in a rear transmission chamber 12. A drum 15 and a change shaft 16 are disposed, and the crankshaft 11 and the output shaft 14 for shifting are located in the same plane as the mating surface A of the crankcase 1 with their shaft centers O1 and O3. The transmission input shaft 13, the change drum 15 and the change shaft 16 are arranged such that their axis O2, O4 and O5 are positioned below the mating surface A. An oil pump 18 is disposed at the front lower end of the mission chamber 12.

  FIG. 2 is a developed sectional view taken along the line II-II in FIG. 1 and shows the structure inside the mission chamber 12. For convenience of explanation, the axial length direction of the crankshaft 11 is referred to as the left-right direction. The left and right sides as viewed will be described below as the left and right sides of the engine as shown in FIG. The transmission input shaft 13 is rotatably supported on the left and right side walls 3L and 3R of the lower crankcase member 3 and the left and right side walls of the upper crankcase member 2 (FIG. 1) via left and right ball bearings 24 and 25. . The right end portion of the speed change input shaft 13 protrudes from the right ball bearing 25 into a clutch chamber 26 formed on the right side of the mission chamber 12, and a multi-plate friction clutch 28 and an input are provided on the right protruding portion. A gear 29 is attached. The input gear 29 is rotatably fitted to the transmission input shaft 13 via the boss 36 and the needle bearing 37 and meshes with a crank gear 30 formed on the web of the crankshaft 11.

  A planar clutch cover mounting surface 31 is formed on the right end surface of the peripheral wall of the clutch chamber 26, and a clutch cover 32 is fastened to the clutch cover mounting surface 31 by a plurality of bolts 35. The clutch cover mounting surface 31 is inclined leftward at a constant angle θ1 rearward with respect to a surface L perpendicular to the axis O1 of the crankshaft 11. That is, the rightward extension amount of the rear end portion of the clutch cover mounting surface 31 is inclined so as to be smaller than the right extension amount of the front end portion. The width is made compact. A female screw hole 34 for attaching the clutch cover 32 formed in the clutch cover attachment surface 31 is formed in a direction (arrow B direction) orthogonal to the clutch cover attachment surface 31 and is screwed into the female screw hole 34. The bolt 35 is inserted into the boss portion 32a of the clutch cover 32 in a direction perpendicular to the clutch cover mounting surface 31 (arrow B direction). That is, the clutch cover 32 is fastened in a direction orthogonal to the clutch cover mounting surface 31, thereby increasing the sealing performance at the clutch cover mounting surface 31.

  The first-speed to sixth-speed input-side transmission gears 41, 42, 43, 44, 45, 46 are provided on the outer peripheral surface of the speed change input shaft 13. The side transmission gear 41 is formed integrally with the transmission input shaft 13, and the leftmost second-speed input transmission gear 42 is spline-fitted to the transmission input shaft 13, for the fifth speed and the sixth speed. The input side transmission gears 45 and 46 are fitted to the transmission input shaft 13 through bushings, respectively, so as to be relatively rotatable, and the third speed and fourth speed input side transmission gears 43 and 44 are the transmission input. The shaft 13 is splined to the speed change input shaft 13 so as to be movable in the axial direction.

  An oil hole / rod insertion hole 60 extending in the axial length direction of the transmission input shaft 13 is formed in the shaft core O2 portion of the transmission input shaft 13, and the oil hole / rod insertion hole 60 is formed in the transmission input shaft 13. The release rod 61 of the clutch 28 and the connecting rod 62 that contacts the release rod 61 are inserted therethrough. The connecting rod 62 protrudes leftward from the oil hole / rod insertion hole 60 and is connected to a clutch release actuator (piston) 63.

  The right end portion of the transmission output shaft 14 is rotatably supported on the right side wall 3R of the lower crankcase member 3 and the right side wall of the upper crankcase member 2 (FIG. 1) via a needle bearing 58. 14 is supported on the left side wall 3L of the lower crankcase member 3 and the left side wall of the upper crankcase member 2 (FIG. 1) via a ball bearing 57 so as to rotate leftward from the ball bearing 57. The output sprocket 59 is fixed to the left protruding portion.

  On the outer peripheral surface of the speed change output shaft 14, for the first speed to the sixth speed, which mesh with the input side transmission gears 41, 42, 43, 44, 45, 46 for the first speed to the sixth speed, respectively. Output side transmission gears 51, 52, 53, 54, 55, and 56 are provided, and the first to fourth output side transmission gears 51, 52, 53, and 54 have needle bearings and bushings, respectively. The fifth-speed and sixth-speed output side transmission gears 55 and 56 are engaged with the transmission output shaft 14 through the transmission output shaft 14 so that the transmission output shaft 14 can move in the axial direction of the transmission output shaft 14. The shaft 14 is spline-fitted.

[Oil passage structure]
The left ball bearing 24 supporting the left end portion of the transmission input shaft 13 has a sealed structure, and an oil reservoir chamber 71 is formed on the left side of the left ball bearing 24. The oil reservoir chamber 71 is shown in the figure. Do not communicate with the oil passage. The oil hole and rod insertion hole 60 formed in the speed change input shaft 13 communicates with a plurality of longitudinal holes 72 extending radially outward, and each longitudinal hole 72 is for the third speed and the fourth speed. , Fifth speed and sixth speed input side transmission gears 43, 44, 45, 46 and the inner peripheral fitting portion of the input gear 29.

  An oil hole 75 extending in the axial direction of the transmission output shaft 14 is formed in the shaft core O3 portion of the transmission output shaft 14, and the right end of the oil hole 75 opens at the right end of the transmission output shaft 14. The left end of the oil hole 75 is closed at a position in the left-right direction substantially corresponding to the left ball bearing 57. The oil hole 75 communicates with a plurality of longitudinal holes 76 extending radially outward, and each longitudinal hole 76 is an inner periphery fitting portion of each output side transmission gear 51, 52, 53, 54, 55, 56. Communicating with A vertical hole 77 communicating with the right needle bearing 58 is also formed.

  A groove-like oil passage 80 extending rearward from the crankshaft support wall 10 to a position corresponding to the axis O3 of the transmission output shaft 14 is formed in the upper end mating surface 3A of the right side wall 3R of the lower crankcase member 3. The front end of the oil passage 80 communicates with an oil passage 81 that extends downward in the crankshaft support wall 10. As shown in FIG. 1, the oil passage 81 communicates with an oil passage 84 that extends from a main gallery 83 formed below the crankshaft 11 to a fitting portion of the crankshaft 11, and the main gallery 83 includes the oil cooler 20 and the oil cooler 20. The oil filter 21 communicates with the discharge part of the oil pump 18. The upper surface of the oil passage 80 is closed by the lower end mating surface of the upper crankcase member 2.

  3 is an enlarged view of the vicinity of the right end portion of the speed change output shaft 14 of FIG. 2, and the rear end portion of the oil passage 80 formed in the upper end mating surface 3A of the right side wall 3R of the lower crankcase member 3 The rear oil injection port 87 is bent toward the oil hole 75 of the left shift output shaft 14 and is curved to the left at a position in the front-rear direction substantially corresponding to the axis O3 of the output shaft 14 for use. . The oil injection port 87 is formed at a position with a gap C of about several millimeters to the right from the right opening end of the oil hole 75.

  FIG. 4 is an enlarged side view of the oil outlet 87 shown in FIG. 3 as viewed from the left. Both the cross-sectional shape of the groove-like oil passage 80 and the cross-sectional shape of the oil outlet 87 are widened upward. Although formed in an inverted trapezoidal shape, an inward projection 87 a for forming a throttle is formed on the peripheral wall of the oil injection port 87. That is, by forming the inward projection 87a for forming the throttle, the groove width W2 and the depth d2 of the oil injection port 87 are formed smaller than the groove width W1 and the depth d1 of the oil passage 80, respectively. By reducing the flow cross-sectional area, oil can be jetted vigorously from the oil outlet 87 toward the oil hole 75 as shown in FIG.

[Action]
In FIG. 1, the oil sucked up from the oil pan 8 by the oil pump 18 is pressurized and then pumped to the main gallery 83 via the oil filter 21 and the oil cooler 20, and the crankshaft is supported from the main gallery 83. The oil is supplied to the bearing portion of the crankshaft 11 through the oil passage 84 in the wall 10 and a part of the upper end mating surface 3A of the lower crankcase member 3 through the oil passage 81 branched in the crankshaft support wall 10. The oil passage 80 is supplied to the oil passage 80 and is pumped to each oil supply location in the engine through another oil passage (not shown).

  In FIG. 3, the oil pressure-fed rearward through the oil passage 80 is leftward as indicated by an arrow from an oil injection port 87 having a throttle (a throttle-forming projection 87 a) toward the oil hole 75 of the transmission output shaft 14. And is forcibly supplied into the oil hole 75. The oil holes 75 are supplied to the inner peripheral fitting portions of the output side transmission gears 51 to 56 of FIG. 2 through the vertical holes 76 to lubricate the fitting portions. The oil leaking to the right from the right opening end of the oil hole 75 and the oil flowing into the needle bearing vertical hole 77 of the oil hole 75 are supplied to the needle bearing 58 and lubricate the needle bearing 58.

  In FIG. 2, a part of the oil supplied to the oil reservoir chamber 71 at the left end of the transmission input shaft 13 lubricates the left ball bearing 24, and the rest of the oil from the oil reservoir chamber 71 is an oil hole / rod insertion hole. 60, and lubricates the inner peripheral fitting portions of the input side transmission gears 43, 44, 45, and 46, the needle bearings 37 of the input gear 29, and the like through the vertical holes 72.

  Incidentally, as shown in FIG. 1, the transmission input shaft 13 is disposed at a position lower than the transmission output shaft 14 and can obtain a relatively high oil pressure. A conventional oil reservoir chamber system is adopted instead of the injection type as in the oil supply structure to the oil hole 75.

[Effect of the embodiment]
(1) As shown in FIG. 3, oil is injected from an oil injection port 87 having a throttle toward an oil hole 75 opened at the shaft end of the transmission output shaft 14, and the oil is forcibly injected into the oil hole 75. Since the oil is supplied, a sufficient amount of oil can be supplied to the oil hole 75 without waste even when the engine rotational speed is low as compared with the conventional structure in which oil is once stored in the oil reservoir chamber. The lubricating performance of the fitting portion between the transmission gears 51, 52, 53, 54, 55, 56 and the transmission output shaft 14 can be maintained high.

(2) As shown in FIG. 1, the crankcase 1 has a vertically divided structure. As shown in FIG. 3, an oil passage 80 and an oil injection port 87 are formed in a groove shape on the upper end mating surface 3 </ b> A of the lower crankcase member 3. Therefore, when the lower crankcase member 3 is cast or die-cast, it is not necessary to manufacture a complicated mold having a core or the like. In addition, the oil injection port 87 having a throttle can be easily formed. Moreover, since the oil hole 75 of the transmission output shaft 14 is located in the same plane as the mating surface 3A where the oil passage 80 is formed, the oil injection port 87 is formed in a shape that easily faces the oil hole 75. can do.

(3) As shown in FIG. 4, the cross-sectional shape of the groove-like oil passage 80 is formed in an inverted trapezoidal shape so that the mating surface 3A side is wide, that is, casting or die casting of the lower crankcase member 3 At the time of molding, since the cross-sectional shape is widened in the mold drawing direction, the mold production and the mold drawing work are facilitated.

(4) As shown in FIG. 2, the rear end of the clutch cover mounting surface 31 is located on the inner side in the axial direction of the crankshaft 11 with respect to the surface L perpendicular to the axis O1 of the crankshaft 11. Accordingly, the lateral width of the rear end portion of the crankcase 1 can be made compact, and the female screw hole 34 formed in the clutch cover mounting surface 31 is orthogonal to the clutch cover mounting surface 31. Since the bolt 35 is inserted into the boss portion 32a of the clutch cover 32 in a direction perpendicular to the clutch cover mounting surface 31 and screwed into the female screw hole 34, the A uniform tightening pressure (seal pressure) can be obtained over the entire circumference of the cover mounting surface 31.

Other embodiments

(1) In the embodiment described above, the groove-shaped oil passage is formed only on the mating surface of the lower crankcase member as the oil passage, but the groove-shaped oil passage is formed only on the lower end mating surface of the upper crankcase member. It is also possible to form a structure in which groove-shaped oil passages are formed on the mating surfaces of the upper and lower crankcase members.

(2) Although the above embodiment is applied to a crankcase having a vertically divided structure, it can also be applied to a crankcase having a horizontally divided structure. In this case, the oil passage is located in the side wall of the crankcase. Form.

(3) In the above embodiment, the output shaft for shifting is adopted as the rotating shaft to which oil is supplied from the injection port having the throttle, but various rotations in the crankcase such as the input shaft for shifting or the crankshaft are adopted. It is also possible to adopt an axis.

(4) In the above-described embodiment, the inward projection is formed integrally with the crankcase on the peripheral wall of the oil injection port as the throttle of the oil injection port. However, the nozzle has a pore that is separate from the crankcase member. Can also be configured to fit into the oil injection port of the oil passage.

Industrial application fields

  The engine provided with the oil passage structure of the present invention is not limited to a motorcycle engine, but can be applied to various vehicle engines such as a riding type four-wheel vehicle or an industrial engine.

1 is a right side view of a motorcycle engine to which the present invention is applied. It is the II-II cross-section expanded view of FIG. FIG. 3 is an enlarged view of the vicinity of a right end portion of the speed change output shaft of FIG. 2. FIG. 4 is a left side view of the oil outlet of FIG. 3.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Crankcase 2 Upper crankcase member 3 Lower crankcase member 3A Upper end mating surface of lower crankcase member 11 Crankshaft 14 Shifting output shaft 18 Oil pump 75 Oil hole 80 Oil passage 87 Injection port 87a Inward projection for throttle formation A Mating face

Claims (4)

An oil hole that opens at the shaft end of the rotating shaft is formed in the rotating shaft disposed in the crankcase,
An oil injection port having a throttle is formed in an oil passage provided in the crankcase and supplied with oil from an oil pump so as to inject oil toward the opening of the oil hole. Engine oil passage structure. The crankcase is vertically divided into an upper crankcase member and a lower crankcase member by a mating surface passing through the axis of the rotating shaft,
2. The oil passage structure for an engine according to claim 1, wherein the oil passage is formed in a groove shape on a mating surface of the crankcase member.   3. The oil passage structure for an engine according to claim 2, wherein the oil passage is formed in a groove shape only on a mating surface of either the upper crankcase member or the lower crankcase member. The rotating shaft is a rotating shaft for shifting provided with a plurality of transmission gears,
The engine oil passage structure according to any one of claims 1 to 3, wherein the oil hole communicates with a fitting portion between the transmission gear and the transmission rotation shaft.

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